Nd:Glass-Raman laser for water vapor dial

A tunable solid-state Raman shifted laser which was used in a water vapor Differential Absorption Lidar (DIAL) system at 9400 A is described. The DIAL transmitter is based on a tunable glass laser operating at 1.06 microns, a hydrogen Raman cell to shift the radiation to 1.88 microns, and a frequency doubling crystal. The results of measurements which characterize the output of the laser with respect to optimization of optical configuration and of Raman parameters were reported. The DIAL system was also described and preliminary atmospheric returns shown

Soil potential for groundnut production at Kununurra, Western Australia : report of a survey conducted in January 1979

Production of groundnuts in trials on irrigated Cockatoo Sands near Kununurra have been sufficiently encouraging for a soil survey to be requested of three small areas possibly suitable for commercial release. It was anticipated that between 1 000 and 1 200 ha would be necessary in the immediate future for development of five farms for groundnut production. The survey was begun in November 1978 to: classify the sand soil types. determine the potential of these types for with groundnut production. examine possible relationships between soils and vegetation to be used when selecting land for groundnut production

Soil potential for groundnut production at Kununurra, Western Australia : report of a survey conducted in January 1979

Production of groundnuts in trials on irrigated Cockatoo Sands near Kununurra have been sufficiently encouraging for a soil survey to be requested of three small areas possibly suitable for commercial release. It was anticipated that between 1 000 and 1 200 ha would be necessary in the immediate future for development of five farms for groundnut production. The survey was begun in November 1978 to: classify the sand soil types. determine the potential of these types for with groundnut production. examine possible relationships between soils and vegetation to be used when selecting land for groundnut production

Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver

A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend it to include retail land uses. We estimate the rent premium conferred on retail properties in metropolitan Dallas and metropolitan Denver, both of which have extensive light rail transit systems. We find that consistent with half-mile-circle assumptions, retail rent premiums extend only to about 0.30 mile from transit stations with half the premium dissipating after a few hundred feet and three quarters within the first 0.10 mile. We offer implications for planners and public officials

Use of the Real Estate Market to Establish Light Rail Station Catchment Areas

Considerable literature reports the price effects of light rail transit accessibility on residential properties built principally for owner-occupants. Few studies show the relationship between light rail transit and rental apartment building values; those that have done so have evaluated outcomes within narrow bands of distance from light rail transit stations. The present study closes some of this gap in the research. The association between TRAX, the light rail system operated by the Utah Transit Authority serving Salt Lake County, Utah, and the value of rental apartment buildings in bands a distance from light rail stations of 0.25 mi out to 1.5 mi was estimated. When structural, neighborhood, and location characteristics were controlled for, a positive relationship between TRAX station proximity and rental apartment building values was found to 1.25 mi but not beyond. The implications of these findings are offered

Office Rent Premiums With Respect To Distance From Light Rail Transit Stations In Dallas And Denver

It seems an article-of-faith that real estate markets respond more favorably to location within one-half mile of transit stations. Planning and public decision-makers have thus drawn half-mile (or smaller) circles around rail transit stations assuming larger planning areas would not be supported by the evidence. Recent research, however, has shown market-responsiveness well beyond one-half mile. We contribute to this literature by evaluating the distance-decay function of office rents in metropolitan Dallas and Denver with respect to light rail transit (LRT) station distance. Using a quadratic transformation of distance we find office rent premiums extending in the range of two miles away from LRT stations with half the premium dissipating at about two-thirds on one mile and three quarters dissipating at about one mile. We offer planning and policy implications including the need to expand LRT station planning areas, perhaps considerably

Office Rent Premiums with Respect to Light Rail Transit Stations: Case Study of Dallas, Texas, with Implications for Planning of Transit-Oriented Development

It seems an article of faith that because ridership catchment receives the largest share of riders within the first 0.5 mi (0.80 km), the design of transit-oriented development should be limited to 0.5 mi (0.80 km). But design of transit-oriented development requires another consideration: how the commercial real estate market responds. Unfortunately, much of the research into the commercial real estate value or rent premiums associated with transit station proximity is designed to reinforce the 0.5-mi (0.80 km) presumption. This paper reviews the literature and implications of ridership studies and research into commercial value and rent premiums with respect to distance from a transit station. The paper then reports research into transit station–related office rent premiums in the Dallas, Texas, metropolitan area. To the authors’ knowledge, this study is the largest of its type undertaken on this question. Among the findings are that the premium extends 1.85 mi (2.98 km) from transit stations, with 25% of the premium—not a trivial amount—existing to 0.93 mi (1.50 km), with higher shares closer to the stations. The paper offers a reconsideration of both worker-based ridership and research on commercial real estate premiums to suggest that planning areas for transit-oriented development may extend beyond 0.5 mi (0.80 km), perhaps to 1 mi (1.61 km)