The world’s socio-economic development has always been uneven, leading to the formation of civilizational cores and peripheries. The core is the most developed part of civilization politically, socially, economically, and culturally (Stadel, 2009). Such zones tend to draw resources from the periphery, drawing economic resources and population. Thus, the core and the periphery are distinguished by an unequal distribution of resources, population, and development opportunities. These zones are always territorially small, easily accessible, and densely populated.
Peripheral regions have lower development potential for geographical, economic, socio-historical, and other reasons. Peripheral zones are sparsely populated, vast areas with a poorly developed transport system and low investment attractiveness (Ahlfeldt & Feddersen, 2018). Some areas of the core can be centers of attraction in one parameter. For instance, in all countries, there are cultural interest centers of many universities, museums, theaters, etc., such as St. Petersburg in Russia or Calcutta in India. Their socio-historical development and a special place in culture and history provide them with a constant influx of people and finances. The dichotomy of core and periphery is especially pronounced in sparsely populated countries with large territories.
Over time, some peripheral areas may develop and even become centers. Human history knows such examples when the state’s capital changed, and a new political and economic center of acceptance was established. For example, in Medieval Japan, the capital changed from Kyoto to Edo (Tokyo) for political reasons – due to the strengthening of the shogunate. However, this entailed the region’s economic, social and cultural transformation. Tokyo has become one of the largest metropolitan areas due to a decision once dictated by politics and the availability of fertile land.
In the modern world, transforming some peripheries into centers of gravity can become an even faster process. Firstly, the cost of living in the central regions and its intense rhythm are forcing more and more people to move to the periphery in search of more affordable housing and a quieter lifestyle (Ahlfeldt & Feddersen, 2018). Secondly, transport development and opportunities to work remotely make a living in peripheral zones quite profitable and comfortable (Leick & Lang, 2018). Thirdly, the development of transport accessibility, network retail structures, and delivery services allows peripheries to increase the level of comfort previously only inherent in civilizational centers.
There are multiple obstacles to the development of peripheral regions. Some of them are objective ecological, and natural – there are regions in which life will never be comfortable due to climatic conditions. However, some conditions can ensure the transition of the peripheral zone to the core. Based on the foregoing, this is the availability of housing and improving the standard of living, improving transport accessibility, attracting investment and developing education (Ahlfeldt & Feddersen, 2018). Currently, the main factors hindering growth are transport inaccessibility, the lack of a stable high-speed Internet and digital environment, and the lack of quality education.
An example of successful development under the auspices of the state can be Dubai – a city that has turned from a fishing village into one of the largest cities in the world. The most crucial factor was the development of maritime trade and transport infrastructure, digitalization and progress in education, and a favorable tax policy that attracted companies from all over the world (Leick & Lang, 2018). Thus, Dubai proves that a successful transport policy, combined with lower cost, high living standards, and good business conditions, attracts people and resources and serves to form new centers of civilization.
References
Stadel, C. (2009). Core areas and peripheral regions of Canada: Landscapes of contrast and challenge. Estudio de casos sobre planificación regional. Edicions de la Universitat de Barcelona, Barcelona, Spain, 13-30.
Ahlfeldt, G. M., & Feddersen, A. (2018). From periphery to core: Measuring agglomeration effects using high-speed rail. Journal of Economic Geography, 18(2), 355-390. Web.
Leick, B., & Lang, T. (2018). Re-thinking non-core regions: planning strategies and practices beyond growth. European planning studies, 26(2), 213-228. Web.