An alternative for sustainable management in the cultivation of Capsicum annuum L. has focused on the use of plant growth promoting rhizobacteria (PGPR) and arbuscular mycorrhizal fungi (AMF). This research selected PGPRPGPR and AMF based on their effect on Bell Pepper and Jalapeño bell pepper plants. Five bacterial strains isolated from different localities in the state of Mexico (P61 [Pseudomonas tolaasii], A46 [P. tolaasii], R44 [Bacillus pumilus], BSP1.1 [Paenibacillus sp.] and OLs-Sf5 [Pseudomonas sp.]) and 3 AMF treatments (H1 [consortium isolated from Chile rhizosphere in the state of Puebla], H2 [Rhizophagus intraradices] and H3 [consortium isolated from lemon rhizosphere from the state of Tabasco]). In addition, a fertilized treatment (Steiner solution 25%) and an absolute control were included. Jalapeño bell pepper “Caloro” and Bell Pepper “California Wonder” seedlings were inoculated with AMF at sowing and with CPB 15 days after emergence, and grown under controlled environment chamber conditions. In Jalapeño bell pepper, the best bacterial strain was P61 and the best AMF treatment was H1; in Bell Pepper the best strain was R44 and the best AMF were H3 and H1. These microorganisms increased the growth of jalapeño bell pepper and Bell Pepper seedlings compared to the unfertilized control. Likewise, P61 and R44 positively benefited the photosynthetic capacity of PSII.

The article aims at developing an efficient and stable catalysts for simultaneous hydrogenation of o-chloronitrobenzene to o-chloroaniline and 1,4-butanediol dehydrogenation to γ-butyrolactone. A series of CoO-Cu-MgO catalysts, composed of 10 wt% of copper, various amount of cobalt loadings (1, 5 and 10 wt%) and remaining of MgO were developed by co-precipitation followed by thermal treatment. o-Chloroaniline and γ-butyrolactone were the main products with high yield of 85% and 90%, respectively. The advantage of the coupling process is that the hydrogenation reaction was conducted without external hydrogen, demonstrating minimize the hydrogen consumption known as hydrogen economy route. From N₂O characterization results, the high activity of 5CoO-10Cu-MgO was found that it has high amount of Cu species (Cu⁰/Cu⁺¹) which govern the stable activity and selectivity on time on stream study in presence of cobalt in Cu-MgO.

Cross-border infrastructure projects offer significant economic and social benefits for the Asia-Pacific region. If the required investment of $8 trillion in pan-Asian connectivity was made in the region’s infrastructure during 2010–2020, the total net income gains for developing Asia could reach about $12.98 trillion (in 2008 US dollars) during 2010–2020 and beyond, of which more than $4.43 trillion would be gained during 2010–2020 and nearly $8.55 trillion after 2020. Indeed, infrastructure connectivity helps improve regional productivity and competitiveness by facilitating the movement of goods, services and human resources, producing economies of scale, promoting trade and foreign direct investments, creating new business opportunities, stimulating inclusive industrialization and narrowing development gaps between communities, countries or sub-regions. Unfortunately, due to limited financing, progress in the development of cross-border infrastructure in the region is low.

This paper examines the key challenges faced in financing cross-border projects and discusses the roles that different stakeholders—national governments, state-owned enterprises, private sector, regional entities, development financing institutions (DFIs), affected people and civil society organizations—can play in facilitating the development of cross-border infrastructure in the region. In particular, this paper highlights the major risks that deter private sector investments and FDIs and provides recommendations to address these risks.

Infrastructure investment has long been held as an accelerator or a driver of the economy. Internationally, the UK ranks poorly with the performance of infrastructure and ranks in the lower percentile for both infrastructure investment and GDP growth rate amongst comparative nations. Faced with the uncertainty of Brexit and the likely negative economic impact this will bring, infrastructure investment may be used to strengthen the UK economy. This study aims to examine how infrastructure funding impacts economic growth and how best the UK can maximize this potential by building on existing work.
The research method is based on interviews carried out with respondents involved in infrastructure operating across various sectors. The findings show that investment in infrastructure is vital in the UK as it stimulates economic growth through employment creation due to factor productivity. However, it is critical for investment to be directed to regional opportunity areas with the potential to unlock economic growth and maximize returns whilst stimulating further growth to benefit other regions. There is also a need for policy consistency and to review UK infrastructure policy to streamline the process and to reduce cost and time overrun, with Brexit likely to impact negatively on infrastructure investment.

This paper reviews and compares the opportunities and challenges in terms of port and intermodal development in China and India—the two fast-growing economic giants in the world. The study analyzes the future direction of these two countries’ port-hinterland intermodal development from the sustainability perspective. Both China and India face some major opportunities and challenges in port-hinterland intermodal development. The proposal of the Silk Road Economic Belt and the 21st-century Maritime Silk Road, also known as the Belt and Road Initiative (BRI), offers plentiful opportunities for China. A challenge for China is that its development of dry ports is still in the infancy stage and thus it is unable to catch up with the pace of rapid economic growth. As compared with China, India focuses more on the social aspect to protect the welfare of its residents, which in turn jeopardizes India’s port-hinterland intermodal development in the economic sense. The biggest challenge for India is its social institution, which would take a long time to change. These in-depth comparative analyses not only give the future direction of port-hinterland intermodal development in China and India but also provide references for other countries with similar backgrounds.

The expansion of road networks, taken place during the last decades, was driven by technological progress and economic growth. The most innovative products of this trend—modern motorways and international road corridors—provide an excellent level of service, traffic safety and necessary information to travelers. However, despite this undeniable progress, major impediments and respective challenges to road authorities and operators still remain. The present paper analytically presents the main current challenges in the road engineering field, namely: a) financing new projects, b) alternative energy resources, especially renewable energy, c) serviceability, including maintenance of road infrastructure, traffic congestion and quality of the network, d) climate change hazards due to greenhouse gas emissions increase, e) environmental impacts, f) safety on roads, streets and motorways, and g) economy and cost-effectiveness. In each country and over each network, challenges and concerns may vary, but, in most cases, competent authorities, engaged in road development policies, have to deal with most of these issues. The optimization of the means to achieve the best results seems to be an enduring stake. In the present paper, the origin and the main features of these challenges are outlined as well as their tendency to get amplified or diminished under the actual evolving economic conditions worldwide, where growth alternates with crisis and social hardship. Moreover, responses, meant to provide solutions to the said challenges, are suggested, including research findings of Aristotle University and innovative technological achievements, to drive the transition to a more sustainable future.