Developments in getting GIS technologies into classrooms

The paper maps progress in the adoption of GIS in secondary education over more than 15 years, As it explores the incentives and impediments in the adoption of GlS in secondary schools, it notes the rich technology base in North America, and benefits of national geography curriculum and support structures in Britain

Geographically Referenced Data for Social Science

An estimated 80% of all information has a spatial reference. Information about households as well as environmental data can be linked to precise locations in the real world. This offers benefits for combining different datasets via the spatial location and, furthermore, spatial indicators such as distance and accessibility can be included in analyses and models. HSpatial patterns of real-world social phenomena can be identified and described and possible interrelationships between datasets can be studied. Michael F. GOODCHILD, a Professor of Geography at the University of California, Santa Barbara and principal investigator at the Center for Spatially Integrated Social Science (CSISS), summarizes the growing significance of space, spatiality, location, and place in social science research as follows: "(...) for many social scientists, location is just another attribute in a table and not a very important one at that. After all, the processes that lead to social deprivation, crime, or family dysfunction are more or less the same everywhere, and, in the minds of social scientists, many other variables, such as education, unemployment, or age, are far more interesting as explanatory factors of social phenomena than geographic location. Geographers have been almost alone among social scientists in their concern for space; to economists, sociologists, political scientists, demographers, and anthropologists, space has been a minor issue and one that these disciplines have often been happy to leave to geographers. But that situation is changing, and many social scientists have begun to talk about a "spatial turn," a new interest in location, and a new "spatial social science" that crosses the traditional boundaries between disciplines. Interest is rising in GIS (Geographic Information Systems) and in what GIS makes possible: mapping, spatial analysis, and spatial modelling. At the same time, new tools are becoming available that give GIS users access to some of the big ideas of social science."

An ECOOP web portal for visualising and comparing distributed coastal oceanography model and in situ data

As part of a large European coastal operational oceanography project (ECOOP), we have developed a web portal for the display and comparison of model and in situ marine data. The distributed model and in situ datasets are accessed via an Open Geospatial Consortium Web Map Service (WMS) and Web Feature Service (WFS) respectively. These services were developed independently and readily integrated for the purposes of the ECOOP project, illustrating the ease of interoperability resulting from adherence to international standards. The key feature of the portal is the ability to display co-plotted timeseries of the in situ and model data and the quantification of misfits between the two. By using standards-based web technology we allow the user to quickly and easily explore over twenty model data feeds and compare these with dozens of in situ data feeds without being concerned with the low level details of differing file formats or the physical location of the data. Scientific and operational benefits to this work include model validation, quality control of observations, data assimilation and decision support in near real time. In these areas it is essential to be able to bring different data streams together from often disparate locations

Constructing Fuzzy for Socio Economic Urban Growth Dynamic In Surabaya Based on GIS

Urban modeling is an important tool for efficient policy designing in a big city. Surabaya, a big city are now recognized as complex systems through which nonlinear and dynamic processes occur. The paper present a methodological framework for urban modeling from socio economic point of view, which suggested framework incorporates a set of fuzzy systems. In this case, the variable consist of manufacture, hospital, school and shopping centre. Combining with spatial analysis in GIS, the result is a dynamic model was shown to be capable of replicating the trends and characteristics of an urban environment, in this case the city of Surabaya

Economic Development Impacts of High Speed Rail

This paper reviews the state of high-speed rail (HSR) planning in the United States c. 2010. The plans generally call for a set of barely inter-connected hub-and-spoke networks. The evidence from US transit systems shows that lines have two major impacts. There are positive accessibility benefits near stations, but there are negative nuisance effects along the lines themselves. High speed lines are unlikely to have local accessibility benefits separate from connecting local transit lines because there is little advantage for most people or businesses to locate near a line used infrequently (unlike public transit). However they may have more widespread metropolitan level effects. They will retain, and perhaps worse, have much higher, nuisance effects. If high-speed rail lines can create larger effective regions, that might affect the distribution of who wins and loses from such infrastructure. The magnitude of agglomeration economies is uncertain (and certainly location-specific), but presents the best case that can be made in favor of HSR in the US.high-speed rail, public transportation, economic development, land use, hub-and-spoke

Economic Impacts of Residential Property Abandonment and the Genesee County Land Bank in Flint, Michigan

Describes the land bank model, which allows local public authorities to manage and develop tax-foreclosed properties with a focus on returning them to productive use, and summarizes the activities of a successful land bank effort in Flint, Michigan

Transit proximity effects : Capital MetroRail and its impact on land prices in Austin, Texas

textSince its first operation in 2010, the 32-mile Austin Capital MetroRail has connected downtown Austin to the city of Leander with 9 stations operating in total. Currently, no research has investigated the impact of the Austin MetroRail on property values. This study fills the research gap by understanding its impacts on property values and other socio-economical influences. Hedonic models have been constructed to assess the effects of transit proximity on land price in this research. The model suggests Austin MetroRail has a positive impact on property values- for properties in the study area, every 100 feet further away from the train station, property values will decrease $13,068/acre. Another analysis of the rail only focused on 7 stations located in the city of Austin and suggests transit premium varies by different neighborhood. In high-income neighborhoods, transit proximity impact is positive; and in middle or low- income neighborhoods, it is negative. When stations were grouped into different study areas, models reveal transit proximity has different effects throughout the system. The research findings confirm the positive effect of Austin MetroRail although in some neighborhoods the effects vary and suggest a series of value-capture strategies to help finance future development.Community and Regional Plannin

Geoportals: an internet marketing perspective

A geoportal is a web site that presents an entry point to geo-products (including geo-data) on the web. Despite their importance in (spatial) data infrastructures, literature suggest stagnating or even declining trends in visitor numbers. In this paper relevant ideas and techniques for improving performance are derived from internet marketing literature. We tested the extent to which these ideas are already applied in practice through a survey among 48 geoportals worldwide. Results show in many cases positive correlation with trends in visitor numbers. The ideas can be useful for geoportal managers developing their marketing strateg

Understanding Transit Ridership Demand for a Multi-Destination, Multimodal Transit Network in an American Metropolitan Area, Research Report 11-06

This study examines the factors underlying transit demand in the multi-destination, integrated bus and rail transit network for Atlanta, Georgia. Atlanta provides an opportunity to explore the consequences of a multi-destination transit network for bus patrons (largely transit-dependent riders) and rail patrons (who disproportionately illustrate choice rider characteristics). Using data obtained from the 2000 Census, coupled with data obtained from local and regional organizations in the Atlanta metropolitan area, we estimate several statistical models that explain the pattern of transit commute trips across the Atlanta metropolitan area. The models show that bus riders and rail riders are different, with bus riders exhibiting more transit-dependent characteristics and rail riders more choice rider characteristics. However, both types of riders value many of the same attributes of transit service quality (including shorter access and egress times and more direct trips) and their use of transit is influenced by many of the same variables (including population and employment). At the same time, the factors that influence transit demand vary depending on the type of travel destination the rider wishes to reach, including whether it is the central business district (CBD) or a more auto-oriented, suburban destination. The results of the study offer new insights into the nature of transit demand in a multi-destination transit system and provide lessons for agencies seeking to increase ridership among different ridership groups. The results suggest that more direct transit connections to dispersed employment centers, and easier transfers to access such destinations, will lead to higher levels of transit use for both transit-dependent and choice riders. The results also show that the CBD remains an important transit destination for rail riders but not for their bus rider counterparts. Certain types of transit-oriented development (TOD) also serve as significant producers and attractors of rail transit trips