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Journal articles on the topic 'Hinterland accessibility'
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1
Garcia-Alonso, Lorena, Jason Monios, and José Ángel Vallejo-Pinto. "Port competition through hinterland accessibility: the case of Spain." Maritime Economics & Logistics 21, no. 2 (August 21, 2017): 258–77. http://dx.doi.org/10.1057/s41278-017-0085-5.
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Wan, Yulai, Andrew Chi lok Yuen, and Anming Zhang. "Effects of hinterland accessibility on US container port efficiency." International Journal of Shipping and Transport Logistics 6, no. 4 (2014): 422. http://dx.doi.org/10.1504/ijstl.2014.062908.
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Ferrari, C., F. Parola, and E. Gattorna. "Measuring the quality of port hinterland accessibility: The Ligurian case." Transport Policy 18, no. 2 (March 2011): 382–91. http://dx.doi.org/10.1016/j.tranpol.2010.11.002.
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Zulfan, Zulfan, Muhammad Chaidir, and Lulu Huril In. "Google Loon Sebagai Solusi Terkini Koneksivitas Internet Di Daerah Pedalaman Dan Terpencil." Elkawnie 2, no. 2 (December 31, 2016): 169. http://dx.doi.org/10.22373/ekw.v2i2.2687.
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Result of this study shows that two of three of its users around the world, internet is not reachable technology especially in hinterland and remote area.Usage of satellite and optic fiber for internet system in those areas is not affordable. By using Google Loon technology,internet users in the areas can access internet.Google Loon is able to spread accessibility of internet up to 1250 km²(wide) or 40 km diameter), and speed of accessibility reaches 3G(10Mbps)
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Brzozowski, Maciej. "MEASURES TAKEN BY THE PORT OF HAMBURG TO IMPROVE ITS ACCESSIBILITY AS AN IMPORTANT FACTOR INFLUENCING PORT’S COMPETITIVE POSITION." Zeszyty Naukowe Uniwersytetu Gdańskiego. Ekonomika Transportu i Logistyka 69 (November 3, 2017): 7–15. http://dx.doi.org/10.5604/01.3001.0010.5557.
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Port’s seaside accessibility is one of the two most important factors influencing decisions of shipping lines for choosing or rejection the use of the port. The landside accessibility is connected to level of service which the port can offer in hinterland traffic. Both factors together have an enormous impact on port’s competitive position on the market. The paper contains overview of problems of ensuring accessibility of the port of Hamburg for container ships as well as rail or road transportation in order to maintain the current high role of Hamburg in container traffic to and from the Northern Europe.
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Bernard, Josef. "Public transport accessibility: simulation of the usability of public transport in everyday situations." Geografie 127 (2022): 1. http://dx.doi.org/10.37040/geografie.2022.002.
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The article presents an innovative method of evaluating public transport accessibility. The evaluation is based on a simulation of the usability of public transport in real everyday situations. It measures the amount of time the residents of local communities need when they use public transport to reach various commonly used destinations at a specified time. The method’s main advantage is that it aims at reflecting everyday use of public transport. I demonstrate the use of the method by exploratory accessibility mapping, comparison of regions, and demonstration of the usability of partial indicators. Analysis results reveal the basic spatial patterns of public transport accessibility in Czechia: better accessibility in Moravia than Bohemia, good accessibility in the hinterland of large cities, and impaired accessibility in inner peripheries. Accessibility varies significantly depending on the time of day. The results also allow us to deduce how much of the population experience difficulties using public transport due to impaired accessibility.
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van der Horst, Martijn R., and Larissa M. van der Lugt. "Coordination mechanisms in improving hinterland accessibility: empirical analysis in the port of Rotterdam." Maritime Policy & Management 38, no. 4 (July 2011): 415–35. http://dx.doi.org/10.1080/03088839.2011.588257.
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Peng, Lei, Yanbo Wan, Haobo Shi, Abudureyimu Anwaier, and Qingdong Shi. "Influence of Climate, Topography, and Hydrology on Vegetation Distribution Patterns—Oasis in the Taklamakan Desert Hinterland." Remote Sensing 15, no. 22 (November 9, 2023): 5299. http://dx.doi.org/10.3390/rs15225299.
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Vegetation in natural desert hinterland oases is an important component of terrestrial ecosystems. Determining how desert vegetation responds to natural variability is critical for a better understanding of desertification processes and their future development. The aim of this study is to characterize the spatial distribution of vegetation in the natural desert hinterland and to reveal how different environmental factors affect vegetation changes. Taking a Taklamakan Desert hinterland oasis as our research object, we analyzed the effects of different environmental factors on desert vegetation using a time-series normalized difference vegetation index (NDVI) combined with meteorological, topographic, and hydrological data, including surface water and groundwater data. Vegetation was distributed in areas with high surface water frequency, shallow groundwater levels, relatively flat terrain, and dune basins. NDVI datasets show greening trends in oasis areas over the past 20 years. The frequency of surface water distribution influences water accessibility and effectiveness and shapes topography, thus affecting the spatial distribution pattern of vegetation. In this study, areas of high surface water frequency corresponded with vegetation distribution. The spatial distribution of groundwater depth supports the growth and development of vegetation, impacting the pattern of vegetation growth conditions. Vegetation is most widely distributed in areas where the groundwater burial depth is 3.5–4.5 m. This study provides data for restoring riparian vegetation, ecological water transfer, and sustainable development.
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Dong, Min, Yuhao Li, Xinglu Xu, and Yaping Zha. "A Practical Accessibility Evaluation Method for Port-Centric Coal Transportation Chains: Considering the Environment and Operational Adaptability." Sustainability 14, no. 18 (September 16, 2022): 11619. http://dx.doi.org/10.3390/su141811619.
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Improving the accessibility of coal transportation is a crucial issue for energy security, national defense, and livelihoods. In this study, a method to evaluate the performance of the port-centric coal transportation chain (PCTC), which is a crucial part of the international coal production and delivery process, is proposed. After analyzing the features of the port-centric coal transportation chain, a practical accessibility evaluation model is established based on the gravity model. Both the foreland and hinterland features are considered in the model. Based on the features of coal transportation, the concept of port operational adaptability is introduced to indicate the port’s ability to manage a fluctuating irregular workload. Moreover, environmental factors, including transportation emissions and dust pollution, are included in the evaluation system. Based on real data collected from China’s north-south coal transportation corridor, a case study presents the implementation of this comprehensive evaluation system in practice. This evaluation system enables us to determine the vulnerable areas in the coal maritime transportation network and provides a decision-making basis for both shippers and port owners.
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Lindarto H, Dwi, Sirojuzilam Sirojuzilam, Badaruddin Badaruddin, and Dwira Nirfalini Aulia. "Pengaruh Faktor Pengembangan Wilayah Terhadap Perubahan Guna Lahan di Deli Serdang." Talenta Conference Series: Energy and Engineering (EE) 1, no. 1 (October 16, 2018): 075–79. http://dx.doi.org/10.32734/ee.v1i1.114.
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Dinamika pengembangan wilayah kota menimbulkan permintaan supply lahan bermukim seiring meluasnya wilayah pembangunan kota ke arah pinggiran kota.Salah satu wilayah bertetangga hinterland kota Medan dengan Kabupaten Deli Serdang adalah kawasan Tembung di Kecamatan Percut Sei Tuan yang menunjukkan gejala peri-urbanisasi menjadi kawasan cepat tumbuh desa-kota.Secara spatial arsitektural perubahan struktur kependudukan kawasan Tembung menunjukkan meluasnya pertumbuhan lahan terbangun permukiman yang menimbulkan masalah terbentuknya pola guna lahan (land use) terbangun secara acak (sprawl).Kajian ini mengungkapkan faktor-faktor daya tarik kawasan yang berpengaruh serentak terhadap terbentuknya pola guna lahan terbangun di kawasan Tembungmeliputi aspek topografi, aksesibilitas, infrastruktur, sosial-ekonomi, potensi imaji lokal.Dengan metode kuantitatif deskriptif dilakukan analisis atas data persepsi para pemukim di wilayah terbangun cepat tumbuh. Analisis deskriptif dan regresiSEM menunjukkan keseluruhan faktorberpengaruh terhadap perubahan guna lahandengan rincian hanya pada faktor aksesibilitas (P=0,039), infrastruktur (P=0,005), sosio ekonomi (P=0,038), potensi imaji lokal (P=0,007) yang signifikan berperan menjadi daya tarik kuat bagi perubahan guna lahan terbangun. Implikasi temuan perlunya pengawasan dan pengendalian pemanfaatan ruang terbangun di wilayah berdaya tarik kuat guna mengarahkan kecenderungan dampak negatif urban sprawl development.
The dynamics of urban development lead to the demand for land supply along with the expansion of urban development areas towards the suburb of the cities. One neighboring area of Medan City, the hinterland in Deli Serdang Regency is Tembung, located in Percut Sei Tuan Subdistrict.It shows symptoms of peri-urbanization which becomes village-city fast growth area. In architectural spatial, the changes in population structure of Tembung shows the widespread growth of settlement land built that caused problems in the formation of land use (sprawl). This study revealed regional attraction factors which had simultaneous effect on the formation of land use built patterns in Tembung area including topographic aspects, accessibility, infrastructure, socio-economic, local image potential. An analysis was condected by using quantitative descriptive method on the data of resident perceptions in rapidly growing built up area. Descriptive analysis and SEM regression showed all factors affected the change in land use with details only on accessibility factors (P = 0.039), infrastructure (P = 0.005), socio-economic (P = 0.038), local image potency (P = 0.007) which significantly attracted the changes in land use built. This study showed implications of the need for monitoring and controling land use built in regions of strong attraction area to control negative impacts of urban sprawl development.
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Kaliszewski, Adam, Arkadiusz Kozłowski, Janusz Dąbrowski, and Hanna Klimek. "Container terminals competitive factors – results of an international survey." SHS Web of Conferences 58 (2018): 01014. http://dx.doi.org/10.1051/shsconf/20185801014.
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Container terminals require continuous benchmarking of competitiveness factors. This paper discusses factors of competitiveness with a main focus on feeder and mixed terminals (in which both feeder and transshipment services are provided). Method statement includes an economic literature review with respect to competitiveness factors and a container port expert survey process to achieve a list of most important factors among global container port operators. Experts were selected from different countries and private container terminals. A questionnaire was developed and sent online to them. Questions required both a ranking of factors as well as assigning monetary values to critical variables. Responses were analyzed using a pre-established strategy. Overall, experts ranked first the role of market related competitiveness factors related to service quality, price level and adaptability to the changing market environment. Intermodal links and general hinterland connections factors were more often mentioned than factors relating to nautical accessibility or other factors. Both assignment of monetary values as well as ranking have produced mutually coherent results. The paper does not claim to be definitive; it aims to provide an update of competitive factors hierarchy and highlights issues for further port development.
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Sanogo, Issa. "Spatial Integration of the Rice Market: Empirical Evidence from Mid-west and Far-west Nepal, and the Nepalese-Indian Border." Asian Journal of Agriculture and Development 3, no. 1-2 (December 15, 2006): 139–56. http://dx.doi.org/10.37801/ajad2006.3.1-2.8.
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This paper studies the integration of rice markets in the mid-west and far-west districts of Nepal. The data were drawn mainly from the World Food Programme (WFP) database on Nepal. Results indicate that the rice markets of the hinterland are poorly integrated with the regional market of Nepalgunj. In contrast, price fluctuations are transmitted, both in the short and medium run, across the Indian-Nepali border between Nepalgunj and the Indian border districts of Rupedia and Jogbani. Large price differentials relative to transport costs indicate market inefficiencies in the mid-west and far-west districts of Nepal. Moreover, the poor road infrastructure determines the price differentials. Poor infrastructure impedes price correlation and convergence between these districts. Given its opendoor policy with India and the ongoing efforts to further align trade policies with the World Trade Organization, the findings suggest that Nepal would maintain its partnership with India and build an effective market surveillance system that covers the Indian border markets as well, to ensure food security in the short run. However, substantial investment in transport infrastructure is required to improve market integration and accessibility in the long run, especially in the hilly and mountainous areas.
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Devi, Mutiasari Kurnia, Lulu Mari Fitria, Muhammad Sani Roychansyah, and Yori Herwangi. "Measuring Urban Form Units: Alternative for Characterizing Urban Growth Pattern in Yogyakarta Urbanized Areas." Indonesian Journal of Geography 52, no. 2 (September 2, 2020): 219. http://dx.doi.org/10.22146/ijg.40599.
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Yogyakarta is one of city in Indonesia which experience urban agglomeration called by Yogyakarta Urbanized Area (YUA). In this paper, identified the characters of each part of YUA by examining its urban form unit. This paper assesses the characteristics of urban forms distributed within YUA. Quantitative measurements were proposed for classifying the urban form typologies. Density, diversity, and accessibility were used to represent the urban form characteristic., the typologies are classified into three groups which are low compact, middle compact, and high compact. The result shows that the majority areas in YUA are grouped into middle compact typology where most of them are located in the city of Yogyakarta administrative area. Meanwhile, the areas, categorized as low compact typology, are in the hinterland area of Yogyakarta. High compact typology are concentrated in the centre of YUA where it has the highest activity concentration for the whole urban structure context. This study discovers that characterizing the urban growth patterns using quantitative method can distinguish urban form. At the end, this paper provides an important note about the distribution of urban form typology in the agglomeration area and, in the future, can be used to design urban policies, especially in the utilization of urban space.
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Masykuroh, Dinda Kholivia, and Iwan Rudiarto. "KAJIAN PERUBAHAN PENGGUNAAN LAHAN DAN HARGA LAHAN DI WILAYAH SEKITAR PINTU TOL UNGARAN." TATALOKA 18, no. 1 (February 22, 2016): 53. http://dx.doi.org/10.14710/tataloka.18.1.58-70.
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<div><p class="AbstractEnglish">The operation of section I of Semarang-Solo toll road provides alternative access to Semarang City from its hinterland, especially Ungaran Subdistrict. Improved accessibility from Semarang City to Ungaran has impacted to land use of the surrounding area. It can be seen from the increase in new built-up areas in Kalirejo as well as Sidomulyo Villages. The land use change also gives impact to land rents or prices. This study aims to assess the land use and land price changes in the Villages of Kalirejo and Sidomulyo as a result of the existence of the Ungaran toll-gate. The methods used are quantitative completed with observation and review of the relevant documents. This study uses spatial modeling approach with ArcGIS software. Spatial analysis is used to determine the change of land use that occurred in the two villages in 2003, 2011 and 2014. The results of this study show that the existence of the Ungaran toll gate has triggered changes of non-built-up into the built-up area. Changes have also been there in the price of land in the two villages. Besides, this dynamic situation has encouraged the emergence of new sub-center located in the Kalirejo Village.</p></div>
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Efkleidou, Kalliopi. "Walking your Way to Death. Exploring the Relation Between the Location of Mycenaean Chamber Tombs and Roads in the Argolid." Open Archaeology 5, no. 1 (December 17, 2019): 484–504. http://dx.doi.org/10.1515/opar-2019-0030.
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AbstractA persistent issue with the study of Late Bronze Age (ca. 1600–1100 BCE) chamber tombs in Mainland Greece remains our limited understanding of the factors that governed the choice of location for their construction. Mee and Cavanagh (1990) examined various parameters, such as religious beliefs, distance from settlement, the tombs’ use as territorial markers or relation to roads. They remained, however, inconclusive. The present study revisits this theme, but focuses on one of the factors formerly discussed, that is the relation of the tombs’ locations to roads. As the most extensive record of Mycenaean roads is preserved at the settlement of Mycenae in the Argolid and its hinterland, this site is considered to be the best case-study for analysis. In order to ascertain the significance of roads on the locations chosen for the chamber tombs, this paper builds a methodological approach that makes use of GIS-based mobility analysis and historical cartography. The analysis has shown that, at least at Mycenae, issues of accessibility to the tombs did not play as crucial role as the actual performance of rituals such as the funerary procession. It also sheds light on the form funerary processions probably took at Mycenae and on common notions of wheeled traffic use for the transfer of the dead to their tomb.
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Azizan, Siti Noraishah, Shahrin Nasir, and Hafidzi Zakaria. "Port Competitiveness at Sapangar Bay Container Port from Shipping Lines Perspectives in BIMP EAGA Region." Information Management and Business Review 15, no. 3(SI) (September 17, 2023): 312–28. http://dx.doi.org/10.22610/imbr.v15i3(si).3487.
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Feeder ports in archipelago of the sub-region of BIMP EAGA often face challenges in terms of connectivity due to the dispersed nature of the islands. Realizing the untapped economic potential in the area and the robust geopolitical landscape that has taken place in the last decades, there is an exigency of the countries in BIMP EAGA to improve their port to be the preferred choice by shipping lines. A port's competitiveness holds a paramount significance for shipping lines to call a certain port. Thus, this study aims to examine the perspective of Main Line Operators (MLO) on level of importance of the competitiveness of ports in BIMP EAGA, especially Sapangar Bay Container Port. Ten Main line Operators (MLO) of Intra Asia were selected to respond to the questionnaires using Analytical Hierarchy Process (AHP). The result revealed that the MLO ranked the most important attributes from top to bottom were port efficiency and facilities (EP), port pricing and support services (PP), Hinterland Characteristics (HC), Maritime Accessibility (MA) and lastly Institutional Regulatory (IR). The specific priorities and preferences of shipping lines in this sub-region may be influenced by factors such as trade patterns, port infrastructure, market demands and overall competitiveness of the ports in the region. Findings of this study contribute to the general understanding of port competitiveness in the BIMP EAGA from the perspective of the MLO and may guide the policymakers, port authorities and industry stakeholders in addressing the specific needs and prioritizing their strategic planning to improve the port
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Izotov, Oleg Albertovich, Alexander Lvovich Kuznetsov, and Dmitriy Lvovich Golovtsov. "Role of transport and logistics clusters in creating container corridors for groupage cargo transportation." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2020, no. 2 (May 22, 2020): 127–36. http://dx.doi.org/10.24143/2073-1574-2020-2-127-136.
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The article highlights the general trends in developing the world container traffic specified by the world container shipping that have formed the market and traffic flow satisfying the demands for the most important container cargoes. Creating the favorable conditions for transporting the containers deep into the country can ensure the expansion of services and provide the accessibility of the advantages of container technologies for the national cargo owners. Hence, there appears the need to intensify activities to improve container handling technologies at domestic terminals and container transportation management tools in general. At the stage of developing the network of Russian logistics clusters as supporting centers of goods consolidation and distribution the most important point is building a continuous chain of container proceeding and organizing the interaction of such centers with the existing international container network. The main function of the regional (logistic, administrative) center included in the cluster infrastructure is to ensure free passage of the container cargo through it. Ensuring the coordinated work of the clusters located at a great distance from each other is the process of forming container communications between the regions and countries, on the territory of which these clusters are formed. This is how logistic container corridors are formed, which, with the growing container traffic and development of container handling conditions, can transform into a network structure. There are illustrated the stages of development of container transportation of groupage cargoes depending on the traffic rate and the of transport infrastructure. The general view of the module for consolidation of groupage cargoes is considered. The issue of developing the hinterland zones of the sea container terminal is analyzed along with expanding the transport infrastructure introducing new means of groupage cargoes consolidation. The conditional division of the regional centers processing groupage cargoes into groups was made according to the nature of the tasks and the competitiveness.
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Long, Yan, Xi Liu, Shiqi Luo, Tianyue Luo, Siyu Hu, Yuqiao Zheng, Jingmei Shao, and Xuejun Liu. "Evolution and Prediction of Urban Fringe Areas Based on Logistic–CA–Markov Models: The Case of Wuhan City." Land 12, no. 10 (October 4, 2023): 1874. http://dx.doi.org/10.3390/land12101874.
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The urban fringe is the transitional area from rural form to urban form, and it is also the urban space reserve land in the Territorial Spatial Plan. However, few researchers predict its overall evolution and guide the implementation of the Territorial Spatial Plan. This study attempts to explore the dynamic evolution law of urban fringe, analyze its driving factors, predict its future development, and put forward management suggestions for the implementation of the Territorial Spatial Plan. In this paper, the land use data of Wuhan in 2000, 2010 and 2020 are applied to delimit the urban fringe area of Wuhan by means of a sliding t-test. Fifteen driving factors are selected from three dimensions, natural factors, socio-economic factors and traffic accessibility, and brought into the Logistic model to explore the driving factors of its spatial evolution. The CA–Markov model is used to predict the fringe area of Wuhan in 2035. The results show that the transformation of rural hinterland into urban fringe is obviously affected by the distance from railway stations, highways, commercial centers and urban main roads. It is predicted that the outer boundary of Wuhan’s fringe area in 2035 will be basically the same as the planned urban development boundary. In order to realize the intention of land space planning, the development and construction of the northwest of the Huangpi District, the East Lake Scenic Area, and the west side of the Jiangxia District should be restricted. From the perspective of the evolution of the fringe area, this paper puts forward some management suggestions for the implementation of the Territorial Spatial Plan and makes a beneficial attempt in theory and method to understand the development characteristics of the fringe area and promote the implementation of the Territorial Spatial Plan.
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Bašová, Silvia, Alžbeta Sopirová, and Romana Hajduková. "Transformation of Danube Recreational Sites." IOP Conference Series: Materials Science and Engineering 1203, no. 2 (November 1, 2021): 022034. http://dx.doi.org/10.1088/1757-899x/1203/2/022034.
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Abstract The purpose of the research was to verify models of sustainable urbanization of the Danube riverside landscape in the suburban surroundings of Bratislava. The research focused on landscape-ecological forms of suburban urbanization in the contact of the river Danube, in the context of meanders of the Danube branches with the formation of recreational localities. The implementation of ecological principles was based on the concept of regional structures with a vision of the renewal of the ancient branches of the Danube for the creation of the climatic envelope of Bratislava from the southwestern side. The completion of the Petržalka, Slnečnice, Južné Mesto, and rural structures near Jarovce, Rusovce, and Čuňovo, conditioned by ecological urbanization, will acquire more landscape elements and a system of blue and green infrastructure. The hierarchical transition of the city to the suburban localities is solved by creating zones of recreation and sports on the Danube. Variant case studies of the "Danubia Park" near the village of Čuňovo are located on the southwestern bank of the Hrušov Reservoir of the Danube, with access to the Wild Water sports zone and the Danubiana Gallery complex. The research followed up on the verification of the recreational function in the landscape and focused on the level of low occupancy, the integration of sports and recreational functions, accessibility by all modes of transport, the penetration of recreation into the open landscape. For the identity of the original landscape, freely modeled connections to the riparian zone, work with water flow in the area, port, pedestrian and cycling connections to the EuroVelo route, outdoor museums of the Danube meadows, lakes and wetland communities, workouts, and multifunctional playgrounds, forms of wellness, sauna world and natural swimming. Ecological recreation concepts in the landscape of the Danube floodplains on the banks of the Danube used the modeling of banks, watercourse lines, meandering of recreational areas, green axes, play areas, elements, and zones. They used lighthouses and lookout towers for accent and orientation. The hierarchy of the release of small urban structures and loose forms of sensitive urbanization with functional flexibility and attractiveness proved the justification and location in the landscape of the Danube meadows, in the contact zones of the protected landscape and the watercourse. In this way, the importance of the suburban landscape structure is beneficial for the city not only in terms of functional attractiveness but also in terms of landscape protection and the climatic influence of the city's hinterland on its compact structures.
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Kostanjšek, Barbara, and Naja Marot. "The Current Challenges and Future Alternatives of Supplying Remote Areas with Basic Goods: The Case Study of Idrijsko-Cerkljansko Region, Slovenia." European Countryside 13, no. 1 (March 1, 2021): 130–52. http://dx.doi.org/10.2478/euco-2021-0008.
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Abstract The accessibility of services of general interest (shops, post offices, banks etc.) in rural hinterlands is decreasing and villages that once supplied areas with services are losing their functions in the central settlements’ network. According to the current analytical framework the key challenges of supply are people’s dependence on car transportation, lack of village shops and other basic services, and e-services replacing location-based services. This paper examines the current dynamics of the supply of basic goods in the Idrijsko-Cerkljansko region of Slovenia. Using mixed methods approach, the paper covers a historical overview of service provision by a field survey and historical analysis, as well as an analysis of demand and supply, done via an online questionnaire. The aim of the paper is to combine the findings into a proposal for an optimized alternative supply network integrating good practices such as linking providers, promoting local products and reopening of village shops.
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Vaishar, Antonín, and Jana Zapletalová. "Small towns as centres of rural micro-regions." European Countryside 1, no. 2 (January 1, 2009): 70–81. http://dx.doi.org/10.2478/v10091-009-0006-4.
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Small towns as centres of rural micro-regions Small towns ensure services on the basic urban level, jobs, social contacts, occasions to travel outside the micro-region, services of the state administration and sometimes also an identity of the micro-region. Mass commuting from villages to small towns is usual for Czechia for a long time. Small towns in peripheral regions are of our interest. Character of these towns is given by the remoteness and bad accessibility from regional centers, by the lack of investments, problems of human capital etc. Nevertheless, the peripheral small towns remain the definite centers of their hinterlands because of the lack of competition in majority of cases. The second demographic transition leads to ageing of rural population. Sub-urbanization and counter-urbanization impacts on the population shift from big and medium cities to the countryside. In the process of globalization, the countryside including small towns plays a role of bearer of the traditional way of life. Transferring the jobs from productive to non-productive branches endangers the countryside by losing jobs in industry. Increasing value of leisure, environment, space, security etc. offers new chances for small towns.
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Kang, Hyundo, Seungwook Go, and Seungil Lee. "An Analysis of the Effects of Metropolitan Railway and Highway Infrastructure Accessibility on the Occurrence of Building Construction : The Case of Gangnam Station Area and Hinterlands." Journal of Korea Planning Association 57, no. 7 (December 31, 2022): 55–68. http://dx.doi.org/10.17208/jkpa.2022.12.57.7.55.
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Davis, Shannon, Guanyu Chen, and Naomi Darvill. "Housing and Food Production: Resident and Grower Perceptions of Peri-Urban Food-Production Landscapes." Land 12, no. 12 (November 21, 2023): 2091. http://dx.doi.org/10.3390/land12122091.
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The loss of productive soils and food-producing landscapes on the edges of cities is an increasing issue facing Aotearoa New Zealand. Like many countries globally, New Zealand’s largest cities are facing rapid expansion because of increasing urbanisation, with high levels of low-density residential sprawl into the productive peri-urban hinterlands and increasing rates of ‘reverse sensitivity’. Food production, as a result, is being pushed further away, disconnected from the communities it serves, and often onto less productive soil. This paper explores the perceptions and attitudes of both peri-urban residents and food producers living and working within the peri-urban zone of Ōtautahi Christchurch. Conducting two surveys, one with residents and another with producers, respondents’ perceptions of food growing within this peri-urban landscape are explored to better understand the enablers and barriers of growing food close to cities. Overall, the results indicated that peri-urban residents appreciate food being produced close to where they live, with over 90% of residential respondents feeling either ‘mostly positive’ or ‘extremely positive’ towards food being grown close to their homes. Of greatest concern for peri-urban residents were issues relating to negative impacts on the environment and human health, with particular concern for water quality. The lack of accessibility to locally produced food was also identified as an area of concern to residents. Food producers felt less positive towards operating their food-production enterprises within the peri-urban zone, identifying a range of issues impacting their experience. The information rendered from these surveys provides a base for future land-use planning consideration within the peri-urban zone, where both food production and housing can co-exist.
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Sikki, Muslimin Makkaraeng, La Ode Muh Magribi, and M. Natsir. "ANALISIS AKSESIBILITAS WILAYAH HINTERLAND TERHADAP PUSAT KAWASAN BISNIS DI IBUKOTA KABUPATEN BOMBANA." Jurnal Perencanaan Wilayah 3, no. 1 (April 16, 2018). http://dx.doi.org/10.33772/jpw.v3i1.7435.
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Central Business District (CBD) plays very important roles in an area since this is where a regionbegins its growth and development before it moves outwards to the surrounding areas (hinterland). Thedevelopment of hinterland around the CBD of Rumbia needs to be analyzed to see the position andaccessibility of the hinterland in relation to the city centre. This study was set out to describe spreadingactivities in the hinterland areas that were affected by activities in the city centre of Rumbia.The purpose of this study was to analyze the accessibility of hinterland areas in its relative positionto the CBD of Rumbia city, to analyze the potensials for developing hinterland areas around the CBD ofRumbia in terms of their accessibility and land utilization, and to analyze population growth in thehinterland around the CBD of Rumbia in terms of the aspect of regional potensials for development.The study was conducted using a descriptive quantitative approach. Formula used was Hansen’saccessibility index, and variables under investigation were the number of population, the distance betweenareas, the extent of areas for residence, and employment opportunities in each area.Result of analysis showed that, based on Hansen’s accessibility index, the highest accessibilityindex was gained by the sub district of Rumbia (179.65 inhabitants per km2), followed consecutively by thesub district of North Rarowatu (126.31 inhabitants per km2), the sub district of Central Rumbia (72.68inhabitants per km2), the sub district of Rarowatu (30.82 inhabitants per km2), the sub district of Mata Oleo(28.33 inhabitants per km2), the sub district of Masaloka Raya (24.61 inhabitants per km2) and the subdistrict of Southeast Poleang (5.48 inhabitants per km2). The sub district of North Rarowatu has the biggestpotentials for development in comparison to the other six sub district, and it also has the biggest growth ofpopulation.Keywords : CBD, hinterland, accessibility, Hansen.
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Gattuso, Domenico, Gian Carla Cassone, and Domenica Savia Pellicanò. "A Methodology to Identify the Hinterland for Freight Ports by Transportation Cost Functions." Open Transportation Journal 17, no. 1 (January 9, 2023). http://dx.doi.org/10.2174/18744478-v17-e230109-2022-26.
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Introduction The competitiveness of a port depends on the hinterland characteristics, among other factors. In particular, hinterland accessibility and the efficient inland logistics are key factors in ensuring the speed of goods flows. The port systems have to be configured as an efficient and logistically effective interface between oceanic maritime trade and inland trade. The paper has been elaborated starting from a research carried out in the European ISTEN project (Integrated and Sustainable Transport in the Efficient Network), aiming to improve the intermodal connections among the ports of the Adriatic-Ionian area and among the ports and their hinterlands. Objective The objective of the work is to propose an original approach for identifying the port hinterland based on the evaluation of transport times and costs in the whole supply chain (from the origin in the foreland zone, to a final destination in the hinterland). Methods The analyses have been carried out both by considering separately the transport time and monetary cost components and generalized transport cost. The methodology involves a wide research of data and careful analysis of the port hinterland connectivity. An analytical application is proposed in order to identify and to compare the potential hinterlands of two Italian ports, Gioia Tauro and Genoa. Results The results of the proposed analyses show that the geographical distribution of the port hinterlands changes significantly in relation to the reference drivers in terms of monetary cost and time along the intermodal international paths; this has led to further analyses considering the transport generalized cost which has integrated in a single indicator the travel time and monetary cost. Conclusion The aim of the proposed approach is to overcome the limits of the methodologies of sector based on geographical characteristics that focuses attention only on market aspects considering marginally the transport component. The methodology is transferable to other contexts and to other types of freight interchange node by adapting the cost functions.
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Kukuliač, Pavel, Jiří Horák, David Fojtík, Igor Ivan, Ondřej Kolodziej, Lucie Orlíková, and Petra Marešová. "Post COVID-19 public transport accessibility changes: Case study of Ostrava and Hradec Králové regions." Geographia Cassoviensis 17, no. 1 (2023). http://dx.doi.org/10.33542/gc2023-1-05.
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Public transport faced various challenges during the COVID-19 period due to a large ebb in passengers during the pandemic waves, COVID-related restrictions, em-ployee sickness, and economic pressure to balance transport supply and demand. The study assesses the impact of the timetable changes on the accessibility between 2019 and 2021 in the hinterlands of two Czech cities – Hradec Králové and Ostrava. The research question is if there are considerable changes in public transport accessibility during this period which were influenced by the pandemic. Municipal accessibility is determined by the share of inaccessible municipalities, average travel time, population weighted average travel time, and average number of transfers under conditions suitable for seniors. Optimal trips to all municipalities are established with a local OpenTripPlanner server using all public urban and regional timetables including peak and off-peak hours, workdays, and non-working days. Unlike Ostrava, the pattern of accessibility of the Hradec Králové hinterland is influenced by the railway networks and bus transport corridors. Mean accessibility in 2021 slightly improved in the Hradec Králové region and slightly worsened in the Os-trava region. Some municipalities, however, showed grave decline. The most sensitive in-dicator is the share of inaccessible municipalities adapted for seniors' needs. The study confirms the importance of choosing a time of departure/arrival for the results of accessi-bility assessment. The most significant differences in the accessibility of municipalities are visible only for one of the selected departure times. Only a few municipalities show differences for both departure times, indicating variable effects on accessibility depending on the time of day-situation. The results did not confirm the anticipated general deterioration of public transport accessibility in the hinterlands of regional capitals during the pandemic period. URL: https://www.gcass.science.upjs.sk/
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Tarkowski, Maciej, Sławomir Goliszek, and Tadeusz Bocheński. "Hinterland connectivity as a driver of the development of competitiveness of Polish ports in the post-EU accession period." Journal of Geography, Politics and Society 11, no. 1 (March 31, 2021). http://dx.doi.org/10.26881/jpgs.2021.1.03.
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Academic research has indicated that port competitiveness is multidimensional. Although a wide range of drivers of port competitiveness has already been determined, particular ports seem to use different sets of them at different development stages. This paper argues that significant growth in transhipment in Polish ports results from infrastructural development and mainly from enhanced hinterland connectivity. Before Poland had joined the EU, the hinterland connectivity was so underdeveloped that it was more convenient for many companies to use services of the German North Sea ports. However, with EU funds, road investments, travel times between the ports and hinterland have shortened by at least one-quarter. Moreover, the development of railway lines as well as the increase in the number of intermodal container terminals in the hinterland have also improved accessibility to the ports. Rail transport is especially significant for maintaining the competitiveness of ports at times of cutting-edge industry change, increasing the role of economies of scale in shipping.
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Medina-Albaladejoo, Francisco J., Dolores Añón Higón, Alfonso Díez-Minguela, and José-Miguel Lana-Berasain. "Old wine in new wineskins? Understanding the cooperative movement: Catalonia, 1860–1939." European Review of Economic History, September 16, 2020. http://dx.doi.org/10.1093/ereh/heaa014.
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Abstract Different factors have been proposed to explain why in some regions there is a greater tendency to form cooperatives. The debate remains open. In this study, we look at the spread of cooperativism within Catalonia from 1860 to 1939. Catalonia was not just the leading industrial region in Spain but also where cooperatives first emerged and had a greater presence. In line with the existing evidence, we find that cooperativism spread from coastal municipalities to the hinterland. In particular, it seems that local conditions (literacy and social capital) facilitated this process, while accessibility to the transport network and neighbouring effects also played a significant role.
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Ducruet, César, and Martijn Van Der Horst. "Transport Integration at European Ports: Measuring the Role and Position of Intermediaries." European Journal of Transport and Infrastructure Research, 2009. http://dx.doi.org/10.18757/ejtir.2009.9.2.3293.
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The integration of ports within logistics and supply chains has become a major issue for both public and private players worldwide. Notably, the role of intermediaries in establishing efficient integration within transport chains in which ports are embedded is not well-known. International comparison is limited by the drastic lack of quantifiable information about inter-firm linkages and intermodal operations. Based on a European business database, this paper analyses the modal portfolio and employment distribution of about 8,000 transport firms, intermodal operators, and freight forwarders among 80 European ports. It allows measuring the degree to which different industries such as port activities, logistics, warehousing, road, sea, river, rail, and air transport, integrate within firms and within ports. Main results of the quantitative analysis show that transport integration and port performance have significant interdependence, but this is influenced by hinterland size, accessibility, and regional legacies differentiating Northern from Southern ports.
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Jin, Sunmei, Guangliang Hou, Youcheng Chen, Hong Qiao, Bin Han, Chongyi E, Zhuoma LanCuo, Jingyi Gao, and Zhuoma WenDe. "Prehistoric human occupation and adaptation on the hinterland of the Tibetan Plateau in the Early Holocene." Progress in Physical Geography: Earth and Environment, August 24, 2023. http://dx.doi.org/10.1177/03091333231197168.
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The occupation process and survival strategies of prehistoric humans on the Tibetan Plateau are important scientific questions for understanding human adaptation to extreme high-altitude environments. Here, we report a newly discovered microlithic site at Daiqu (DQ) in the Tongtian River basin of the central-eastern plateau. We collected 239 lithic artifacts from the DQ site for typological analysis. OSL and AMS14C dating samples were collected from the human active layer. Lipid residues from hearth sediments were analyzed, and we simulated and assessed environmental extremity and route accessibility for the site. Dating results suggest that the stable sedimentary layers began to form around 10.96 ± 0.56 ka BP at the DQ site. Human activity at DQ as early as 9271 ± 143 cal a BP, making it the earliest reported Holocene site with accurate stratigraphic dating on the plateau hinterland to date. Hearths and lithic artifacts indicate that the DQ site was a frequently used seasonal hunting camp, where quality lithic raw material was obtained and microliths processed. Prehistoric humans occupying the site relied on non-ruminant terrestrial animals as food resources. The DQ site is ideally situated to serve as a transit station for hunter-gatherers as they migrated between high and low elevations. Ameliorating Holocene climate promoted prehistoric human exploration of more environmentally extreme areas.
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Domnich, Alexander, Lucia Arata, Daniela Amicizia, Alessio Signori, Roberto Gasparini, and Donatella Panatto. "Assessing spatial inequalities in accessing community pharmacies: a mixed geographically weighted approach." Geospatial Health 11, no. 3 (November 16, 2016). http://dx.doi.org/10.4081/gh.2016.457.
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Geographical accessibility is an important determinant for the utilisation of community pharmacies. The present study explored patterns of spatial accessibility with respect to pharmacies in Liguria, Italy, a region with particular geographical and demographic features. Municipal density of pharmacies was proxied as the number of pharmacies per capita and per km2, and spatial autocorrelation analysis was performed to identify spatial clusters. Both non-spatial and spatial models were constructed to predict the study outcome. Spatial autocorrelation analysis showed a highly significant clustered pattern in the density of pharmacies per capita (<em>I</em>=0.082) and per km<sup>2</sup> (<em>I</em>=0.295). Potentially under-supplied areas were mostly located in the mountainous hinterland. Ordinary least-squares (OLS) regressions established a significant positive relationship between the density of pharmacies and income among municipalities located at high altitudes, while no such association was observed in lower-lying areas. However, residuals of the OLS models were spatially auto-correlated. The best-fitting mixed geographically weighted regression (GWR) models outperformed the corresponding OLS models. Pharmacies per capita were best predicted by two local predictors (altitude and proportion of immigrants) and two global ones (proportion of elderly residents and income), while the local terms <em>population</em>, <em>mean altitude</em> and <em>rural status</em> and the global term income functioned as independent variables predicting pharmacies per km<sup>2</sup>. The density of pharmacies in Liguria was found to be associated with both socio-economic and landscape factors. Mapping of mixed GWR results would be helpful to policy-makers.
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Barreira, Ana Paula, Carla Amado, Sérgio Santos, Jorge Andraz, and Maria Helena Guimarães. "Assessment and Determinants of the Quality of Life in Portuguese Cities." International Regional Science Review, December 11, 2020, 016001762097961. http://dx.doi.org/10.1177/0160017620979611.
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The quality of life (QoL) in cities has increasingly been used as a symbol of urban success. Studies addressing this issue tend to focus, however, on large cities and/or on cities from different countries. By using a set of data from a single country, comprehending cities with different population sizes and densities, observations for 11 performance dimensions, and an approach combining the Data Envelopment Analysis (DEA) technique and multivariate regression modeling, this study analyses the QoL of Portuguese cities and explores some of its determinants. The results of this analysis show that both small and large cities can offer high levels of QoL with “transport and accessibility,” “safety,” “housing,” “education,” and “culture and entertainment” being the dimensions that most contribute to the QoL assessment. While Lisbon and Oporto (the two largest Portuguese cities) are benchmark cities, some of the highly populated cities located in their Metropolitan Areas present the most potential for improvement in terms of QoL. The results also show that cities located in the hinterland tend to present higher QoL scores than those on the coast. Equally, cities with lower population size and density, those that are district capitals and those with higher per capita current public expenditures present higher levels of QoL. These findings suggest, therefore, that the cities’ typology, their population size and density, and their dependence from local governments’ public expenditures can significantly contribute to the differences identified in their QoL performance.
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., Irhamdi, Santun R. P. Sitorus, and Sukmana Soma. "Directions for Road Management Plans and Strategies for Regional Development in Aceh Besar Regency, Indonesia." International Journal of Scientific Research in Science, Engineering and Technology, October 15, 2021, 368–80. http://dx.doi.org/10.32628/ijsrset207563.
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Since Aceh Besar Regency has limited funds, it should focus more on road transportation services on improving existing roads. This study aims to determine the condition of existing roads, analyze the level of development of the sub-regency, analyze and develop road management plans and strategies in Aceh Besar Regency. Descriptive analysis methods, GIS, and scalogram to identify the level of development in the sub-regency and methods to get decisions about road management plans and strategies in this study used the AHP and SWOT methods. The results of the study show that the existing road conditions are around 1,644.36 KM in good condition, 330.48 KM and 387.08 KM in moderate condition, while the rest are still in a damaged condition, for the type of asphalt surface around 761.91, while the rest is still in the form of gravel and soil. The scalogram results show 3 regency are service centers (Hierarchy I), 9 regency are service sub-centers (Hierarchy II), and 11 sub-regency are hinterland areas (Hierarchy III). Based on the AHP analysis, it is found that the potential for tourism objects is more dominant in determining road handling, namely there are 5 priority sections and in the SWOT analysis using the ST (Strenght-Threats) diversification strategy (1) Road handling is carried out by the regional government of Aceh Besar Regency in developing regional potential such as regional tourism objects, markets and agriculture, (2) The government focuses on building damaged road infrastructure for smooth accessibility, (3) Aceh Besar Regency Government utilizes the private sector or investors in road handling (4) The regional government aims to maintain road quality for convenient access to all territory.
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Shah, Bhumit A., and Madhusudan N. Pandya. "Critical Review of Trends, Drivers, Issues, and Challenges of Primary Healthcare Services in India." SMS Journal of Enterpreneurship and Innovation 5, no. 02 (July 25, 2019). http://dx.doi.org/10.21844/smsjei.v5i02.15898.
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The Indian health care system is typical in nature and the Government has invested in building a strong public healthcare infrastructure. The pivotal role is played by the evolution of foremost non-public sector facilities created by the Government as healthcare emerges as the priority sector of the Government of India. However, with a population of virtually 1.35 Billion, with a majority living within the rural hinterlands, there is a scope to enhance the healthcare facilities to improve the health of individuals. It is noteworthy to mention that approximately about 70 per cent of the disbursal on health expenditure is borne by the individual, a steep value that pushes several families into debt. The recently proclaimed “Ayushman Bharat” scheme in India, that will cowl a minimum of 40 per cent of the population, envisages a holistic approach. It seeks to deal with the inherent issues of accessibility and affordability and supply an all-around answer to healthcare needs for the masses. The bottom line of the scheme entails enhancing accessibility, and providing cost- effective insurance to the people at the bottom of pyramid. It leverages the strengths of the general public sector and private players to redefine the health care delivery system. An attempt is made in this research article is made to review in brief the current status of healthcare in India and components of healthcare sector. This article also provides brief discussion on the challenges and opportunities faced by India’s Healthcare sector in delivering healthcare services.
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Seshu, Uttara, Homam A. Khan, Manish Bhardwaj, C. Sangeetha, G. Aarthi, Sujit John, R. Thara, and Vijaya Raghavan. "A qualitative study on the use of mobile-based intervention for perinatal depression among perinatal mothers in rural Bihar, India." International Journal of Social Psychiatry, October 16, 2020, 002076402096600. http://dx.doi.org/10.1177/0020764020966003.
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Background: Perinatal depression (PND) is one of the most common psychiatric illnesses in women, with a prevalence around 22% in India. Leveraging mobile-based technologies could help in the prevention and treatment of perinatal depression even in remote places. Understanding the experiences and barriers of using such technology interventions by perinatal mothers could help in the better design and in delivery of these interventions. We aimed to study the experiences of the perinatal women using a mobile phone-based intervention, Interactive Voice Response System (IVRS), for the prevention and management of perinatal depression in a rural district of Bihar, India. Materials and methods: A total of 12 in-depth interviews (IDIs) and one focus group discussion (FGD) with eight participants were conducted with perinatal mothers using the mobile-based IVRS to explore the experiences and perspectives of women receiving mobile phone-based interventions for the treatment of PND. Thematic analysis was done to identify major themes. Results: Five major themes emerged from the study around accessibility, usability, community participation, cost and preference to either intervention. Women found the mobile-based intervention useful as it made them feel lighter. They considered mental health as a health issue and wanted help to address their problems. They became familiar with terms like anxiety, depression, helplessness and burden and bean using them in their conversations. The patients used therapeutic strategies such as breathing, coping and relaxation. They even agreed to take up sessions for their peer group. Conclusion: Women in rural Bihar seemed satisfied with the technology-based intervention. It has made mental health issues more visible and acceptable even in the rural hinterlands of Bihar.
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Khanani, Risper Sarah, Emmanuel Junior Adugbila, Javier A. Martinez, and Karin Pfeffer. "The Impact of Road Infrastructure Development Projects on Local Communities in Peri-Urban Areas: the Case of Kisumu, Kenya and Accra, Ghana." International Journal of Community Well-Being, September 22, 2020. http://dx.doi.org/10.1007/s42413-020-00077-4.
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Abstract Large-scale spatial planning and urban development projects have gained popularity in cities of the Global South. Such projects are being used to improve connectivity, scale up cities’ competitiveness, and in return, attract investments. However, while road development changes peri-urban environments in the Global South cities, little attention is given to the consequences of road infrastructure in those areas. The objective of this paper is to investigate how the implementation of road infrastructure projects is transforming the socio-spatial landscapes and economic development, and how they affect social groups within the peri-urban areas of Kisumu (Kenya) and Accra (Ghana) cities, focusing on effects at the community level. The research employed a case study approach, using qualitative, quantitative and spatial methods to examine these socio-spatial and economic development dynamics. The findings show that, on the one hand, road infrastructure projects scaled up residential development, both in Kisumu and Accra, as the roads contributed to housing rents and land prices to increase and rendered peri-urban communities along them as attractive zones for real estate developers. Furthermore, accessibility to facilities and services improved. Also, in both cities, the road improvements fuelled employment opportunities. Conversely, in both cities, the road infrastructure projects led to gentrification and therefore to the displacement of poor residents into the hinterlands, which changed the social fibre and integration to a certain degree. The road infrastructure projects benefitted the rich, who own land at the expense of the poor. The findings that the impacts of road infrastructure appear to differ in locational context and class of individuals within peri-urban areas make us suggest that place-based and people-based policies need to be combined to address the consequences of road infrastructure projects.