The lack of adequate transportation infrastructure in Brazil has been a bottleneck for the soybean producers for many years. Moreover, the costly inland transportation incurred from this bottleneck has resulted in a loss in competitiveness for Brazil compared to other exporting countries, especially the United States. If transportation costs are reduced by introducing improved infrastructure, Brazil is expected to increase its competitiveness in the world soybean market by increasing its exports and producer revenues. On the other hand, the United States and other significant soybean competing exporting countries are expected to lose market share as well as producer revenues. This study uses a spatial equilibrium model to analyze transportation infrastructure improvements proposed by the Brazilian government vis-à-vis enhance the nation’s soybean transportation network. The analyzed transportation improvements are: (i) the development of the Tapajós-Teles Pires waterway; (ii) the completion of the BR- 163 highway; (iii) the construction of the Mortes-Araguaia waterway; (iv) the Ferronorte railroad expansion to Rondonópolis and the linkage between the city of Rio Verde to Uberlândia; and (v) the Ferropar railroad expansion to the city of Dourados. The model specifies the Brazilian inland transportation network and the international ocean shipments. The model divides Brazil into 18 excess supply regions and 8 excess demand regions. The competing exporting countries are the United States, Argentina, Rest of South America (Bolivia, Paraguay, and Uruguay), Canada, and India. The importing countries are composed of China, European Union, Southeast Asia, Mexico, and the Rest of the World. Results suggest these proposed transportation improvements yield potential noteworthy gains to Brazil with producer revenues increasing more than $500 million and exports increasing by 177 thousand metric tons. Consequently, the world soybean price declines by $1.16 per metric ton and producer revenues and exports in the United States fall by 63 thousand metric tons and $104.89 million, respectively. Although the absolute gains in price, revenues, and exports for Brazil are considerable, they only represent in relative changes 1.48, 2.35, and 0.32 percent, respectively. Similarly, the loss in price, revenue, and export value for the United States is also low, declining by 0.23, 0.23, and 0.12 percent, respectively.

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This study examines the relationship between the developing landscape and the water flowing through it. The study area was an 86 sq. mi. watershed located in the coastal plains in Harris County, Texas. Daily streamflow data for 52 years was obtained from USGS and coincident precipitation data was obtained from NOAA. Georeferenced parcel-level data was obtained from the Harris County Appraisal District with sufficient detail to determine year of development, parcel area, and impervious cover. Watershed boundaries were obtained from the Harris County Flood Control District. After controlling for daily precipitation, streamflow exhibited significant increases at all levels over time. Increasing streamflow was not associated with climate change. FRAGSTATS was used to quantify spatial patterns in the developed landscape on an annual basis. Regression analysis was used to determine the relationship between spatial and non-spatial measures of development and streamflow. It was found that models based on the spatial configuration of the developed landscape predict streamflow better than non-spatial measures such as total impervious cover. Several metrics were identified for their potential use as guidelines for urban planning.

The lack of adequate transportation infrastructure in Brazil has been a bottleneck for the soybean producers for many years. Moreover, the costly inland transportation incurred from this bottleneck has resulted in a loss in competitiveness for Brazil compared to other exporting countries, especially the United States. If transportation costs are reduced by introducing improved infrastructure, Brazil is expected to increase its competitiveness in the world soybean market by increasing its exports and producer revenues. On the other hand, the United States and other significant soybean competing exporting countries are expected to lose market share as well as producer revenues. This study uses a spatial equilibrium model to analyze transportation infrastructure improvements proposed by the Brazilian government vis-à-vis enhance the nation's soybean transportation network. The analyzed transportation improvements are: (i) the development of the Tapajós-Teles Pires waterway; (ii) the completion of the BR- 163 highway; (iii) the construction of the Mortes-Araguaia waterway; (iv) the Ferronorte railroad expansion to Rondonópolis and the linkage between the city of Rio Verde to Uberlândia; and (v) the Ferropar railroad expansion to the city of Dourados. The model specifies the Brazilian inland transportation network and the international ocean shipments. The model divides Brazil into 18 excess supply regions and 8 excess demand regions. The competing exporting countries are the United States, Argentina, Rest of South America (Bolivia, Paraguay, and Uruguay), Canada, and India. The importing countries are composed of China, European Union, Southeast Asia, Mexico, and the Rest of the World. Results suggest these proposed transportation improvements yield potential noteworthy gains to Brazil with producer revenues increasing more than $500 million and exports increasing by 177 thousand metric tons. Consequently, the world soybean price declines by $1.16 per metric ton and producer revenues and exports in the United States fall by 63 thousand metric tons and $104.89 million, respectively. Although the absolute gains in price, revenues, and exports for Brazil are considerable, they only represent in relative changes 1.48, 2.35, and 0.32 percent, respectively. Similarly, the loss in price, revenue, and export value for the United States is also low, declining by 0.23, 0.23, and 0.12 percent, respectively.

West Nile Virus (WNV) first appeared in Texas equids during June 2002. It has since spread rapidly across the state and apparently become endemic. Data from outbreaks occurring between 2002 and 2004 were analyzed to determine hotspots of equine WNV disease, identify environmental factors associated with outbreaks, and to create risk maps of locations with horses at a higher risk of the disease. Kriging was used to model the smoothed WNV attack rates, and interpolated rates were mapped to describe the spatial distribution of WNV disease risk in Texas. A retrospective time-space analysis using a Poisson model was conducted on each year's data to identify clusters with high attack rates. The resulting overlapping yearly clusters were considered areas of hyperendemicity (hotspots). The counties identified as hotspots included Hockley, Lubbock, and Lynn (primary cluster) and Leon and Roberstson (secondary cluster). Environmental and geographic features were added to the disease maps and analyzed to determine possible environmental factors associated with outbreaks. Locations in close proximity to lakes, bird breeding routes, migratory flyway zones, crop farm and agricultural land, and all dense vegetation were found to be important environmental predictors. Finally, risk maps were created that combined surveillance data on WNV positive mosquito collections and wild bird WNV cases with previously identified environmental risk factors to predict areas of high occurrence of WNV. These risk maps could be used to implement various preventative measures to reduce the transmission of WNV in the Texas equine industry.

Thesis (Ph. D.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 185-211).

Thesis (Ph. D.)--University of Texas at Austin, 2000. / Vita. Includes bibliographical references (leaves 50-61). Available also in a digital version from Dissertation Abstracts.

Thesis (M.S.)--Marshall University, 2003. / Title from document title page. Document formatted into pages; contains ix, 140 p. including illustrations. Includes vita. Includes bibliographical references (p. 104-108).

Thesis (M. Phil.)--University of Hong Kong, 1989.

There have been many changes in Geographical Information Systems (GIS) technology which are beneficial for analysis and visualisation of Geographical Information (GI) but these have failed to be applied to non GIS users. The development of a computer based working environment for using GI within generic decision-making situations is a necessity if more use is to be made of GI by non GIS specialists. Problems are outlined for the incorporation of GI into existing systems : GIS and Spatial Decision Support Systems (SDSS). Issues of usability, integration of software/information and functionality have slowed the wider acceptance of GIS. 'These issues have lead to the development of a conceptual functional model of a Geographical Operating Environment (GOE). The GOE is proposed as a solution to the use of GI within a generic computer based decision-making environment for non GIS users. The GOE integrates the use of GI and non GI to allow the user to view and analyse information within a decision-making context. A series of prototypes have been developed and tested, mostly in conjunction with commercial organisations. The research has shown that there is much benefit in facilitating access to GI and non GI by decision-makers and that alternate strategies can be visualised and analysed. However, there are still problems for the mainstream use of GI within generic decision-making using existing computer systems from both a technological and sociological perspective. Decision-makers would benefit from the .additional analytical and visualisation techniques that can be applied to GI through the use of a GI based working environment such as the GOE.