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By P. Nijkamp (auth.), Professor Dr. Harry Coccossis, Professor Dr. Peter Nijkamp (eds.)

As eu nations pursue a typical attempt in the direction of developing a eu Union, quite a few remoted -and hence deprived -regions are inclined to face expanding aggressive pressures because of their peripheral situation. to help such parts, local, nationwide and supranational our bodies placed a lot attempt into constructing delivery and conversation networks and linkages so that it will make sure that such much less favoured parts are larger built-in within the broader eu social and fiscal improvement strategy. This booklet addresses the difficulty of lagging improvement in numerous -mainly important and southern - ecu areas that are in a disadvantageous place because of their remoted 10cation.··The persisting difficulties of social and fiscal improvement in different eu Union parts (e.g. islands, mountains, border parts) has grew to become the eye of policy-makers to "the serious significance of delivery and (tele)communication linkages. the aim of the ebook is to carry into standpoint the position of shipping and communications in local coverage for peripheral components. This topic is at present of excessive precedence, because the eu Union during the Structural money interventions (i.e. the group aid Frameworks) and the hot harmony Fund is predicated seriously on delivery and communique infrastructure investments to aid parts that are at a drawback because of their peripheral position and isolation. additionally, because the Union considers growth, a few of these matters will be of broad ecu interest.

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Extra info for Overcoming Isolation: Information and Transportation Networks in Development Strategies for Peripheral Areas

Sample text

With larger regions there are likely to be substantial variations in accessibility between urban and rural areas and between urban areas of different sizes. Even at NUTS 3 there are likely to be unrepresentative measures, and here the measure is based on that for the principal town of each region. The index concentrates on access in terms of time to the various networks, rather than access along those networks to other regions. It is more concerned with the internal accessibility than the external accessibility of these regions.

As would be expected the worst accessibility is found most distant from the major transport corridors and the main centres. In the context of the Atlantic Arc this produces the interesting result that in Britain and Ireland it is the more remote, physically distant, coastal regions which have the poorest connectivity. In Portugal and parts of Spain and France, it is typically interior regions which are worst off. This is due to physical factors such as mountains, but also reflects the trading situation of the economy, especially in the case of Portugal.

As well as the need for disaggregation by sector, the variety of transport on offer also requires a degree of disaggregation. The lack of a regional airport or seaport naturally precludes easy use of these modes without considering in detail the nature of access to them. Similarly the quality of provision of road and rail in terms of existence of high-speed rail or motorway alternatives will determine the nature of usage of these modes. Furthermore, with sea and air modes, variations in the quality of service will be critical.

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