Background
According to a recent 2018 survey, the rate of childhood acute malnutrition in Malawi has decreased while the rate of stunting in children under five has remained at 37.4%. Our study ...assesses the impact of child sex, child age, and household distance from main road access on nutritional status in rural Malawi.
Methods
Anthropometric data was collected on a sample of children aged 0-18 years at three sites in rural Malawi. Z-scores were calculated based on normative height-for-weight and height-for-age World Health Organization (WHO) growth curves. Univariate odds ratios and 95% confidence intervals (CIs) were calculated for the association of the assessed risk factors with stunting prevalence.
Results
198 children were assessed 46.4% male (92). Children were grouped ages 0-<2 years (19, 10%), 2-<5 years (88, 44%), and 5- ≤18 years (91, 46%). 2.5% met criteria for wasting, 8.6% had moderate stunting, 5.1% had severe stunting. Data was collected from 3 villages at <2km (16%), 4-5km (35%) and >10 km (52%). Village distance of ≥10 km from the main road (OR = 2.91, CI = 1.26-6.75) and child age under 2 years (odds ratio, OR = 5.54, 95% CI = 1.61-19.1) were both significantly associated with childhood stunting.
Conclusions
Within our sample, village distance ≥10 km from the main road and child age <2 years were both significantly associated with stunting. Our results suggest the need for greater resource access and allocation to isolated communities for future public health interventions.
Ethiopia has adopted commercialization of smallholder agriculture as a policy tool for agricultural development and rural transformation thereby to improve rural welfare. Towards this end, the ...government has given policy focus to rual road infrastracture. The objective of the study is, therefore, to estimate the effect of acess to rual road on commercialization of smallholder farmers in the country. The study used the Ethiopian Socio- Economic Survey, a nationally representative panel data prepared by Central Statistics Agency of Ethiopia and the World Bank. Descriptive statistics as well as Econometric techniques are used to analyze the effect of rural accessibility and mobility on agricultural market participation and commercialization. The descriptive statistics reveals that the commercialization index for households in villages with access to all weather roads is 19 percent against the corresponding figure of 16 percent for their counterparts. The econometrics estimation also tallied with this finding. More interestingly, mode of transport used for agricultural purposes is found to have a positive and significant effect on commercialization. The result indicates that commercialization level for farmers using modern mode of transport is 17 percentage points higher than those who did not use any. In the same manner, the result indicates that commercialization level of farmers using traditional mode of transport is 12 percentage points higher than those who did not use any. Thus, integrating remote areas with urban centers through rural transport infrastructure development that addresses both access and mobility demand of rural communities should be given priority.
Keywords: commercialization, market participation, rural road access, mobility
Coimbatore is the second largest city in Tamilnadu. The bus terminus infrastructure in the city is not sufficient to handle the capacity of buses. Therefore, the Tamilnadu government has decided to ...construct new bus terminus at Vellalore. But when the route network between the existing bus terminus and the location of new bus terminus provides the inconvenient route behaviour for the passengers. This research work executes the route behaviour analysis for locating the efficient and accessible bus terminus inside the skirts of the city. The demand of various routes and the expectations of passengers has been analysed based on the questionnaire survey and the finalised route choice has been predicted based on the demand of the passengers and bus services.
Development literature on road infrastructure exists, yet the scholarly works on road access in the Seven Maar Lakes merely touch upon, but lesser tackled. Lake roads are fleetingly referenced but ...marginal academically stressed, wanting to study exclusively. This article investigates and examines the road access of the crater lakes from the above outlook. Explicitly, Sampaloc Lake, Bunot Lake, Palakpakin Lake, Pandin Lake, Yambo Lake, Mohicap Lake, and Calibato Lake look into the road infrastructure’s big picture and espouse a subjective-qualitative perspective to verify and recognize the still-in-progress proceedings and hindrances. The inferences are: (1) All the seven crater lakes’ road accessibility is present, but the local government’s route direction is different, and the local communities and tourism’s development of the entry-exit road is still to be completed overall. (2) Sampaloc Lake has spearheaded advancing the road infrastructure, while Pandin Lake, Yambo Lake, and Mohicap Lake have ameliorated the premier route and brought forward the small lake’s economic development. (3) Bunot Lake, Palakpakin Lake, and Calibato Lake still have issues with the in-and-out designated paths, especially touching the tourism expansion and aquaculture facilitation, as the direct and open entrance roads are still wanting, specifically Calibato Lake, as it is absent. (4) The Seven Maar Lakes have embraced the fundamental condition— road access, notwithstanding the different status and circumstances. Overall, the lake road trajectory is about the center for tourism development, supporting the lake’s resources and facilitating their populace.
Changes in land use that are not in harmony with the growth in the number of vehicles cause congestion and decrease in the speed of travel. Toll road access is one of the important ways to decrease ...traffic jams in cities that require smooth traffic flow. The purpose of this study is to analyze the level of service level of toll road access to land use changes from residential environments to commercial areas. The analytical method was used to use multiple regression analysis to estimate traffic generation from changes in commercial land use. The degree of saturation of road toll access before land use change shows DS values of 0.56 to 0.65 which were analyzed at peak morning hours. This was an indication of the smooth flow of traffic. After there was a change in land use shown from the trip generation from the commercial area with the equation Y = 2.554 + 1.143 X3 + 1.041 X4 + 1.011 X5 +1.256 X6 + 1.2045 X7 with the significance of the model R2 = 0.91. So that due to changes in land use, the toll access point was higher with changes in the degree of saturation 0.6 to 1.2.
Combining new longitudinal and geo-referenced road map data with household panel survey data targeting rural smallholder farmers in South-Western Kenya, we implement a fixed effect (FE) estimation ...with other controls to assess the causal impact of the change in road access from 2004 to 2012 on the change in farming practices such as hybrid seed adoption, fertiliser intensification, high value crops adoption and market participation for milk and cereals. We construct effective time distance indicators which measures the shortest driving time to the nearest market and nearest large town. We find evidence of diversification into high value crops farming, fertiliser intensification and milk market participation in areas experiencing improved roads. It suggests that the recent road infrastructure investment in South-Western Kenya foster agricultural productivity and market participation by rural smallholder farmers. Also, it implies that the investment has the pro-poor effect since the road improvement occurred in more remote areas.
Do trappers understand marten habitat? Wiebe, Philip A.; Fryxell, John M.; Thompson, Ian D. ...
The Journal of wildlife management,
February 2013, Letnik:
77, Številka:
2
Journal Article
Recenzirano
Previous studies of the effects of fur trapping on marten populations have not considered habitat variation and how trappers use available habitat. We investigated the behavior of fur trappers with ...respect to roads, waterways, and the forest habitats on trap lines, using registered trap lines in northern Ontario as a study system. The objectives of this study were to 1) develop models for predicting trap location based on access and habitat features, 2) determine whether trappers target the same habitat preferred by American marten, and 3) investigate effects of spatial resolution on predictive models, using a geographic information system (GIS) for coarse resolution variables and direct forest mensuration for fine resolution variables. Distance to roads and water were by far the most influential factors in logistic models for predicting trap presence, accounting for 51.2—61.7% of the observed deviance. At a coarse spatial resolution, trappers selected sites that were close to vehicular access, and in older mixed wood forest stands. Similarly, at a coarse resolution, marten selected old stands, but dominated by coniferous trees. At a finer spatial resolution, trappers selected sites with high basal area of trees, pronounced proportion of black spruce, high canopy cover, and high density of coarse woody debris, consistent with previous studies on marten habitat selection at a fine resolution. Although coarse resolution models are easily applicable because of the wide availability of GIS land cover data, fine resolution models had greater predictive power when considering habitat variables. By quantifying trapper behaviors, these results suggest that the effectiveness of marten sanctuaries used in forest management depend not only on the age and species composition of forest stands left unlogged, but also on the degree to which they are accessible to trappers.
The impacts of access to roads on subjective well‐being at the household level are empirically examined using Timor‐Leste's nationally representative surveys. This paper examines not only the ...quantity, but also the quality of road infrastructure and, thus, extends existing studies that only consider the benefits of road accessibility. It is found that proximity to main roads may not necessarily result in improved welfare. Instead, ensuring all‐weather access to roads appears to be a more significant factor in raising household well‐being. Specifically, road accessibility during the rainy season reduces the probability of households reporting a ‘less than adequate’ (low satisfaction) response by 13–25 percent. This suggests that in Timor‐Leste, and likely in other developing economies under similar conditions, maintenance of existing roads is more essential to well‐being than building more roads.
In view of the impact of community opening on the surrounding roads' traffic capacity, an evaluation index system of the impact of community opening on road traffic based on the ..."Pressure-State-Response" (PSR) model was established. The "Analytic Hierarchy Process"(AHP) was used to determine the index weight, and the comprehensive index method was introduced to comprehensively evaluate the impact of community opening on road traffic. Class A community and class B community were selected as the research subjects, and the simulation software "VISSIM" was used to simulate the traffic conditions of the roads and crossroads around the two types of communities. The simulation results showed that the opening of the class A community reduces the traffic capacity of the surrounding roads, while the opening of the class B community improves the traffic capacity of the surrounding roads. The results of this study can provide a theoretical reference for the traffic administrative department to decide whether the community should be fully open.
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