Emotions Paper

The connection between motivation and emotions can be seen in everyday life. To show the connection this paper will discuss two of the historical theories of emotion and arousal as they relate to human motivation. Then it will analyze two research methods used for uncovering basic emotions. Finally it will cover the facial feedback hypothesis, particularly the event-appraisal-emotion sequence. James-Lange Theory There have been numerous theories on emotions and arousal. The James-Lange theory is one of the earliest theories of emotion (Goodwin,2008).William James was considered America's first psychologist. James was captivated with understanding the functions of consciousness. Carl Lange was a psychologist and physician in Denmark. Even though his work is directly linked to James, his deconstruction of emotions has made his work a precursor to the theories of emotion (Wassmann, 2010). He is not as popular as James but was an important contributor to the James-Lange theory. The theor y discusses how emotions are directly affected by the physiological arousal of the body in reaction to an exciting stimulus (Deckers, 2010).According to the James-Lange theory one will feel emotions in a specific sequence. The theory's sequence is emotional stimulus followed by physiological response leading to an affective experience (Deckers, 2010). For example, if a person is involved in a car accident he or she will feel the physiological responses of the body. One may experience heart pounding, hands shaking, or jaw tightening. These responses bring forth emotions like fear, panic, anger, or anxiety. Therefore the physiological arousal is what determines the emotions (Deckers, 2010). Cognitive Arousal TheoryThe cognitive arousal theory takes emotions to next level by focusing on the interaction between arousal and cognition (Deckers, 2010). According to this theory when a person experiences a situation, he or she will interpret the physiological arousal, and will extract inform ation needed to have an affective experience (Deckers, 2010). Within this theory there are two dimensions of emotions, they are quality and intensity. Quality is a person's interpretation of the experience where as the intensity of the experience depends on the degree of the arousal.For example when experiencing a car accident, one will focus in on the actual occurrence of the accident, and then based on the severity, the person will analyze and respond effectively. So according to the cognitive arousal theory the intensity of the emotional experience will be dictated by physiological arousal and will directly affect how a person feels (Deckers, 2010). Facial Feedback According to Buck (1980), facial feedback hypothesis states that the facial expressions of a person provides a necessary requirement for a person’s emotional experience or behavior to affected (page 812).A person’s facial feedback, or facial expressions, can change how another person will react to a parti cular event or situation. There are two versions that may play a role in the actual hypothesis itself based on specific personalities. Between-subjects version of facial feedback hypothesis implies that a lack of overt expression can be detrimental to the emotional process as a whole (Buck, 1980). The premise of this version is that if a person is nonexpressive with one emotion then that person would be nonexpressive on all other emotions and vice versa.Within-subjects version of the facial feedback hypothesis states that a person will have a higher emotional experience on other emotions if they are expressive in general (Buck, 1980). The backbone of this version is that if a person is expressive in general they may have a higher emotional experience across the board. The event-appraisal-emotion sequence has three varying assumptions in emotional events. To begin, different emotions can be produced by varying appraisals of the same event. For example, the end of a sporting event can elicit two different emotions.The winning team will feel excited, happiness, and victory while the losing team may feel disappointment, neglect, and failure. Next, similar appraisal of varying events can create similar emotions. Two people purchasing like vehicles may walk into a dealership and the first may pay $5,000 for a vehicle and the second may pay $10,000. Though there is a difference in purchase prices, both customers may walk out with feelings of success as they are satisfied with the purchase price of their vehicles because it fell within their budget.Lastly, the outcome of the appraisal process provokes automatic emotions. In many situations, a person will be unable to avoid feeling happiness or sadness. Research Methods Uncovering basic emotions can be handled with various research methods such as category analysis of emotion words and facial expressions. Category analysis of emotions words is based on the belief that certain words have been created or modified to desc ribe people’s emotional responses (Deckers, 2010).Words like love, sad, or angry have been labeled as such because people have experienced such emotions and needed the words to categorize the feelings. With category analysis, the feelings or the emotions drive the creation of emotion words and so without the emotions themselves, the words would not exist. Through this type of analysis, words were classified by emotional category based on word meaning and resulted in five basic emotion categories: happiness, sadness, anger, fear, and disgust (Deckers, 2010). Facial expression analysis states that there is a specific facial expression for each basic emotion.Furthermore, any â€Å"emotion† that does not have a distinctive facial expression should not be considered an emotion. There are six major facial expressions of emotions that are easily identifiable by people of different cultures throughout the world: happiness, surprise, sadness, fear, anger, and disgust. It is als o believed that the intensity of any emotion and the intensity of its corresponding facial expression will increase at the same rate.Conclusion References Buck, R. (1980). Nonverbal behavior and the theory of emotion: The facial feedback hypothesis. Journal Of Personality ;amp; Social Psychology, 38(5), 811-824. Deckers (2010). Motivation, Biological, psychological and environmental (3rd ed. ). Boston, MA: Allyn ;amp; Bacon. Dimberg, U. , ;amp; Soderkvist, S. (2011). The voluntary facial action technique: A method to test the facial feedback hypothesis. Journal Of Nonverbal Behavior, 35(1), 17-33. doi:10. 1007/s10919-010-0098-6. Goodwin, C. J. ((2008)). A History of Modern Psychology (3rd ed. ). Retrieved from The University of Phoenix eBook Collection database.

To Use or Not to Use Singlish “Aiyah! so Headache!”

Victoria University of Wellington School of Linguistics and Applied Languages Studies WRIT 101 – Writing English Assignment 2 – Persuasion Due Date: 20 September 2004 Name of Student: Chor Teck Daryl Toy To Use or Not To Use Singlish â€Å"Aiyah! So Headache! † + In recent years, there has been much concern on how Singaporeans use English. While some consider Singapore Colloquial English or Singlish as an undeniable part of being a Singaporean, others including the Government, deem it inferior, even condemn it, and support the use of Singapore Standard English almost relentlessly (Tan 2002).I shall attempt to address the following question, â€Å"Should Singlish be accepted and used or be abandoned? † I believe we need to use both Singlish and Standard English in order to be effective life-long communicators. We shall look into this argument in the context of education, the sociolinguistic understanding of diglossia and code-switching, and the role of teac hers in guiding students in the language acquisition process. Firstly, let us look at the development of English that eventually led to this language controversy in Singapore.English is one of the four official languages recognised in Singapore. It is the language medium used in education, in administration, and in the workforce, and is often used at home nowadays, along with the other ‘mother tongues’. Some, especially the younger families, have adopted English as their first language. Out of this multi-lingual background comes Singlish, which blends English with the other local languages, accents, dialects and slang. Singlish is used in informal ccasions, especially among children, adolescents, and the less-educated. If we were to spend some time mingling with Singaporeans and listening to the way we converse with each other, we may catch colloquial phrases like, â€Å"Why you so like dat? † â€Å"Eeee! You so kiasu one! † â€Å"Dun play-play with me! à ¢â‚¬  â€Å"Do your work lah! † Such familiar terms can also be detected in local television programmes, like Under One Roof and Phua Chu Kang Pte Ltd, and in local films, like Army Daze, Money No Enough and I Not Stupid.Indeed, Singlish has become an unofficial Singaporean icon, which I think, our friends from other countries can use to identify and differentiate who we are from other Asians! While Singlish is widely used in Singapore, it is often treated with disgust, even disdain and aversion, especially by the highly-educated and ‘language-purity’ advocates. Singlish is viewed as an embarrassing reflection of Singaporeans being ‘uncouth’ and ‘uneducated’, as contrast with Standard English. As former Prime Minister Goh Chok Tong once commented, â€Å"Poor English reflects badly on us †¦ and makes us seem less intelligent or competent. (Tan 2002) As Singlish is seen as ‘poor English’, attempts, such as the governmen t-supported â€Å"Speak Good English Movement†, are set to propagate the proper use of the language among Singaporeans, mainly through the education system. Despite the various efforts made in condemning and even banning the use of Singlish in Singapore, there is no denying that using this locally-conceived language is very much a part of being a true-blue Singaporean. We use it in our daily lives with our families, friends and even at work in our conversations.Linguists have noted that most children in Singapore would acquire Singlish first from their homes or in kindergartens, rather than Standard English (Gupta 2001, Deterding 1998). In some studies conducted on language acquisition, it is observed that adults used the low variety of a language to communicate with their children, who in turn use it to communicate with their peers (Ferguson 1959). In accordance to the language phenomenon of diglossia, it is argued that children would acquire language initially through its n on-standard, colloquial, low variety, before learning its standard high variety through formal education.In line with the view mentioned above, some might feel that a little dose of Singlish used sometimes in the formal language acquisition process can help relax the already tense and stressful study atmosphere. Surely it would provide some lighter and humorous moments to the classroom. During my teaching stint in the primary school, I remember that my students would listen amusingly to my teaching, and appreciate my efforts in explaining complex terms with some occasional ‘lahs’ and ‘lehs’.Students, especially those yet to be competent enough to communicate in English, would find it easier to use a bit of Singlish to speak up in class at the initial stage of their learning. After all, don’t most students sometimes find it daunting to use the language they are learning, with an almost gripping fear of being ridiculed for their errors? Surely they wou ld choose to approach the language through its low variety first, before working their way towards the high.Allowing them to use Singlish as a basis might help to create a safe environment for our students to eventually acquire Standard English in their language learning experience. However, as an English language teacher, I do advocate the need to use Standard English as part of our linguistic repertoire, since it is the language of administration, economy, and communication in Singapore, and a channel to communicate with other countries. As teachers, while we teach Standard English with its different genre, conventions, functions and its importance, we should gradually encourage our students to use the language in their lives.Nevertheless, we should bear in mind in our teaching our students’ linguistic background, which includes Singlish. Therefore, I suggest that we should use the sociolinguistic understanding of diglossia and code-switching in the language teaching and le arning process. We, as parents and teachers, want our children and students to learn to communicate effectively as they grow. Therefore, we should teach them to identify and realise for themselves the different domains in which they have to switch between using Singlish and Standard English.We can do so through the means of modelling, conducting observations and discussions, to help them to differentiate the occasions for using Standard English or Singlish, and the various reasons for switching between these two varieties of language. For example, we use Standard English in answering questions, in writing, in presentations, and in sitting for examinations or tests, so as to get good grades as the examiners are able to comprehend what we present in our answers, and be convinced of our competency in acquiring the standard language. We also use Standard English as an essential tool to learn more about the world we live in.However, we use Singlish instead, when conversing with our famil y members and friends, ordering food from hawkers, and especially when idly chatting among ourselves. We would be seen as being ‘snooty’ or ‘distant’ if Standard English is used for these informal occasions. Using Singlish is also a way to make us feel at home with other Singaporeans, both local and overseas. In making such references to their prior knowledge and authentic life experiences, we help our students to realise how to switch between Singlish and Standard English according to the different domains.Thus, students can learn to be effective ‘language-variety-switchers’, and in turn feel proud of their Singaporean linguistic repertoire (Deterding 1998). To conclude, while we acknowledge the ‘popular’ use of Singlish among our students and Singaporeans, the use of Standard English should be strongly advocated as well. Singaporeans must realise the importance of learning Standard English, so as to be able to exercise our langua ge repertoire confidently as effective life-long communicators.Indeed, the mastery of Standard English, together with the use of Singlish and our mother tongues, should imbue in us a sense of pride for our unique Singaporean language heritage. To Use or Not To Use Singlish â€Å"Aiyah! † â€Å"Headache so much for wat?! † â€Å"Use BOTH Singlish and Standard English lor! † Word Count: 1225 words References: Deterding, David 1998. Approaches to Diglossia in the Classroom: The Middle Way. REACT 2 (November), 18-23. Ferguson, Charles A. 1959. Diglossia. In Dell Hymes (ed. ) 1964. Language in Culture and Society. NY: Harcourt. 429 – 439. Holmes, Janet 2001. (2nd ed. An Introduction to Sociolinguistics. London: Longman. 27 – 34. Expat Singapore Pte. Ltd. Language – Singlish http://www. expatsingapore. com/general/language. htm (13 March 2001) Gupta, Anthea Fraser 2001. Linguistic Ecology of Singapore. Paper given at GNEL/MAVEN Conference â€Å"T he Cultural Politics of English as a World Language† Freiburg, 6-9 June. Gupta, Anthea Fraser. Language Varieties – Singapore Colloquial English (Singlish) http://www. une. edu. au/langnet/singlish. htm (8 April 2004) Tan, Hwee Hwee 2002. A War of Words Over ‘Singlish’, TIME Asia 160 (29 July), 3

Macbeth Hallucinations

Desires of the Subconscious In the tragedy, Macbeth, William Shakespeare uses motifs as a way to portray several different underlined themes of his work. Of the numerous themes, one in particular is applied throughout the entire story, this motif being hallucinations. Even while mans conscious is actively thinking, his subconscious is also thinking. It is thinking about the true desires of ones heart. The subconscious also thinks about guilt and what it wants to forget about. These two ideas of the subconscious come alive in this tragedy through hallucinations.In the beginning of the tragedy, Macbeth receives a prophecy that he will become king. His aspiration for becoming king clouds his conscience. He desires to become king so much that he and Lady Macbeth create a plan to murder Duncan and take his power. While they are carrying out the plan, Macbeth sees something in front of him. This is further shown in the quote, â€Å"Is this a dagger which I see before me. the handle toward my hand? Come, let me clutch thee. I have not, and yet I see thee still.Art thou not, fatal vision, sensible To feeling as to sight, or art thou but A dagger of the mind, a false creation, Proceeding from a heat-oppressed brain? † (2. 1. 33-39) This hallucination is particularly interesting. At this point in the tragedy, Macbeth is having second thoughts about murdering Duncan. As he hallucinates of a bloody dagger pointing towards Duncan’s room, it shows the reader that he is yearning to become king so badly that he would murder for it. Though the reader doesn’t see this from Macbeth’s exterior emotions, it is depicted through his subconscious.In the next act, Macbeth kills his best friend, Banquo, because he is becoming suspicious of the murder. Shakespeare shows Macbeth growing guilty of this act through another illusion in the quote, â€Å" If I stand here, I saw him†¦ Blood hath been shed ere now, i’ th’ olden time, Ere humane sta tue purged the gentle weal; Ay, and since too, murders have been performed Too terrible for the ear. The time has been and there an end. But now they rise again With twenty mortal murders on their crowns And push us from our stools. This is more strange Than such a murder is. (3. 4. 89-99) As the story continues, Macbeth feels more and more guilt building up on him. This guilt persuades his subconscious to form a mirage of Banquo, arriving to dinner with him. This shows the reader that Macbeth is feeling overwhelming guiltiness. As Lady Macbeth played a large role in the murders of Duncan, Banquo and Macduff’s family, she is also being plagued with guilt. This is shown when she is sleep walking in the following quote, â€Å"Here's the smell of blood still. All the perfumes of Arabia will not sweeten this little hand.Oh, oh, oh! † (5. 1. 49-51) In this quote, the blood that Lady Macbeth sees on her hands represents guilt. The hands represent her mind. Therefore, Lady Ma cbeth can’t disguise her guilt in anyway so much as to say that all of the perfumes of Arabia cannot overpower the guilt she feels. Shakespeare uses the motif of hallucinations to illustrate the theme that what man hallucinates is what man either wants to see or what he wants to forget about. This is shown in Macbeth before the murder of Duncan, after the murder of Banquo and at the end of the book.

Improving Electronic Store Database Design Essay

Improving Electronic Store Database Design - Essay Example Improving Database Design through Normalization The tables are already in 1, 2, and 3rd Normal Forms. They are as follows: Customer Table (Customer ID, Customer Name, Address, Residence) Sales Order Table (Sale ID, Date, Units Sold, Customer ID, Social_Security_Number) Employees Table (Social_ Security_ Number, First_Name, Last_Name, Address, City, State, Zip_Code, Birth_Date, Full_Time, Part_Time, Salary, Date_Hire) The tables exist in the three normalization forms because they meet the criteria to existing in those states. That is to say, in the first normal form, there is no more than one row of data that has a repeating group of information (Date, 2005). A different table is created for every set of data that is related as well as identifying every set of related data with a primary key. In the second normal form, sets of values containing multiple records should exist in varied tables. The tables are then related using a foreign key. In third normal form, all fields depend on th e primary key otherwise they should be eliminated.

Boiler Room from legal perspective Essay Example | Topics and Well Written Essays - 500 words

Boiler Room from legal perspective - Essay Example The basic function of this firm is to sell illegal drugs like Cocaine to the public in order to make enormous profits. For a firm to achieve this function the movie used some normal residents to do the work of trafficking and selling drugs to the public that is illegal. Unreasonably, Seth falls in the trap of the firm by being a client. By doing this the firm abuses the law that one should not be found in possession, manufacturing or even sale of the illegal drugs. For the firm is to be accused of possessing and distributing of illegal drugs. The effects of the three steps are that those drugs may cause death to the users, may also cause serious health problems to the users also and may also cause violence, which may pose threats affecting everyone’s safety leading to a non-peaceful state. According to the law penalties on illegal drugs are based on three elements and which are: The quantity of the drug, the type of the drug and the purpose of possession. On the quantity of drug, there is a bigger penalty for people, organizations and firms who are found in possession of a large quantity of drugs than one got with just a small amount of the drug. Generally, possessors of drug selling organizations are supposed to get weighty charges like 25years in jail without parole. The second one is on the drug, which is based on their potential for dependency in contrast to medicinal drugs whereby possession of more potential drugs calls for a bigger penalty than just mere possessors of no potential drugs. According to the law, it is a more serious crime having illegal drugs for sale other than having them for subsistence use. Due to this, possession of drugs for sale to other will face more serious charges and penalty than possessing drugs for personal use. For instance possessing a small amount of drug for personal use the charges may yield to $10000 fine while possessing drugs for sale may

Analysis of Bosch Company Essay Example | Topics and Well Written Essays - 750 words - 112

Analysis of Bosch Company - Essay Example Consequently, it has also employed over 306,000 employees who work tirelessly for the success of this company (Savitz 12-56). The company has a clear vision and mission statements that motivate all employees to work harder in ensuring that it progresses positively. The company started as a workshop for engineering but later opened other branches in London, Paris, and New York due to its speedy growth. The company majors on specific technological business sectors, which include the Industrial Technology, Automotive Technology, Automation Technology, and the Packaging Technological sector (De Tolnay). Bosch Company's vision is to improve the lives of all people through technological advancement and development. Robert Bosch main intention was to promote the moral and physical development of the society so that individuals may endure all kinds of hardship and become productive members later in their lives. The vision of Bosch Company was to ensure that most of the society members lived with dignity, consequently leading a quality life and enhancing sustainable advancement in the future through industrial-technological advancement (Savitz 12-56). Consequently, the company aims at improving the economic development of the nation by enhancing financial interdependence and cultural diversification. Additionally, it promotes economic development with the intention of overcoming its challenges and improving the strength of the company. The vision of the company guides it and directs it towards achieving success in the end (De Tolnay). It also acts as a foundation to structural changes in the company consequently resulting in its growth and development. The company's mission steers it towards achieving success since it directs its efforts towards reaching its goals and objectives.  

Help to the third world countries Essay Example | Topics and Well Written Essays - 750 words

Help to the third world countries - Essay Example US needs to change the way it gives donation from giving relief aid to education so that third world countries will become less dependent for foreign aid. When US provides more funds for education, it has the effect of reducing poverty thus making the aid lesser in the future because third world countries can already help themselves. Education teaches knowledge and skills that enables people to make a living that would better their lives and communities. Unlike giving relief aid, giving donation towards education has economic returns for the beneficiary. According to the article of Hugh Evans, the years added to the education of children has an equivalent of 0.37 percent. He also added that if secondary education is higher by 10 percent that the average, war is reduced by around 3 percent. This means that giving aid in education provides economic benefit as well as peace. It would even be better if the aid given to education is extended to young girls. In the same report of Evans, it showed that by educating young girls, it will also have the effect of lowering infant mortality rates. And since there are more babies growing to become adults, crop harvest increases because there are more help to do the harvest. It follows then that when there are more harvest, there is more income that will be earned by a family to improve their lives. The best way to do foreign aid is to focus it towards education. It is because it helps people help themselves and make them less dependent to others. Therefore, their benefit is more.

The Industrialization of Europe 1780-1914 Essay

The Industrialization of Europe 1780-1914 - Essay Example Industrialization shares close relation with both economic development and economic growth but the concepts are not the same. Kuznets termed it as the modern economic epoch. The process of economic growth involved the association or interaction of four factors namely population, resources, institutions as well as technology. The process of interaction between the factors determines the outcome of the process but the variation of possible outcomes is infinite. During the process of industrialization in the nineteenth century several factors played many different roles at different times (Henderson, 1969). The era of industrialization brought improvements in the standards of living of the society, new wealth on the hands of the population and a transformation from agricultural productivity to urbanization and upgraded standards of health. Technology consisted of the inventions that contributed in the process of production. Such innovation transformed the way production took place. The inventions of new machines like cotton gin, power loom contributed in production of large quantities. In the era of industrialization there was rapid demand for cotton and the demand surpassed the supply in the market creating the condition for excess demand. The demand could not be served if spinning machines were not invented. Industrialization increased urbanization in the continent. The cities in the nineteenth century became the places of manufacturing. Immigration into the industrial cities took place at a rapid rate as jobs were available in this part of the continent. The urbanization achieved raped rate before the planning process got implemented and therefore few challenges regarding social security aroused. The environmental problems coupled with overcrowding caused the challenges to become more hazardous. Industrialization transformed the social structure. As commerce and industry developed there was development of middle class locally referred as bourgeoisie. During the process of industrialization the middle class gained political power and social respect. Ultimately new elite of social class evolved and they were refereed as wealthy bourgeois. The human labor began to be replaced by machines. The use of steam engine was the benchmark for producing textiles. Commercial revolution, price revolution, and the cottage industry are regarded as the roots of industrialization. The commercial revolution brought about exploration age. The price revolution contributed in stimulating the production process as the producers can now get more money for their goods. There was rise in the capitalism structure as the surplus money began to circulate in the investment ventures. The middle class acted as the leaders in economic revolution. Trading as well as manufacturing brought wealth to the bourgeois (Cameron, 1985). Research objective The objective of the research is to analyze the effects of industrialization in the continent of Europe. It is believed that ind ustrialization brought in improvements in the stands of living of the society and therefore the blessings on industrial revolution helped the continent to advance into one of the developed parts of the world. The time period under consideration for the research is 1780 to 1914. Research questions The research

Compare and contrast the characters of Tybalt and Mercutio Essay

Compare and contrast the characters of Tybalt and Mercutio - Essay Example In addition, they play key roles in precipitating the tragedy that befalls the lovers. However, even though Tybalt and Mercutio provide a foil for characters that are rather similar, their two characters represent almost two entirely different spheres of existence in terms of their essential natures. The most direct contrast of their characters comes in the tense interaction between Mercutio and Tybalt in Act 3 Scene 1 before Romeo arrives. Tybalt arrives and after Mercutio offers a witty quip, the Capulet immediately states his willingness to fight with swords instead of words (III,i,36-50). But Mercutio, the gifted artisan of language, stands his ground in an exchange with Tybalt and will not budge, even though this feud is now taking place in the public space. This difference in the two characters demeanours is the most noticeable throughout the play, given the instrumental role Tybalt’s sword will have on the plot structure—leading to Mercutio’s death and Romeo’s subsequent exile. But by mocking emotions and aspirations of other characters, Mercutio lightens the play with clever humour, contrasted with the almost infuriatingly solemnity of the malevolent Tybalt. And as a man with a more cynical perspective on human affairs, Mercutio allows the aud ience to see deeper through psychology. Tybalt, on the other hand, exemplifies simplicity and dimensionless action. In terms of a contrast, there remains also the issue of both characters’ worldviews and choices in the narrative structure of the tragedy. Mercutio, unlike other characters, refuses to blame an objective fate for the occurrences in the play, exemplified by such concepts as â€Å"star-cross’d lovers† (Prologue, 6). Instead, Mercutio lays the blame for the tragedy (in terms of events already taken place and those that will take place) on specific people rather than the hand of fate. In his view, the fault lays with the

How Effectively does Hourani use Ibn Khaldun Essay

How Effectively does Hourani use Ibn Khaldun - Essay Example Abd al-Rahm Ibn Khaldun belonged to a migrating family which has traveled from southern Arabia from Spain after the Arabs had conquered it. One cannot diminish the fact that Ibn Khaldun was bought with very traditional values that revolved around the Quran and the Sunnah. The Word of God as revealed in the Arabic language influenced ibn Khaldun’s personality to implement the shariah that he acquired from birth. Ibn Khaldun was an Arab historian that dramatically shaped the history that is written in more books. With that being said, Ibn Khaldun was utilized effectively to discuss many aspects that dominated society in his time period. The first reason that Hourani utilizes Ibn Khaldun is his ability to utilize Islamic knowledge and draw connections that are parallel in real life. One of the prime examples of this can be seen about the concept of freewill and pre-destination. Ibn Khaldun utilizes his mastery skills to analyze and ponder on this fact that left the Muslims in a s tate of confusion. Since the dawn of mankind, theologians have questioned where humans are given free will or have been predestined. This question has puzzled some of the most scholars known throughout the history. What is more intriguing is the fact that even religions under the Abrahamic tradition have different viewpoints regarding this issue. While the Christian doctrine states that â€Å"All humans have sinned,† Islam has taken a different approach regarding this sensitive issue. Undoubtedly, life is full of challenges, surprises, and works in mysterious ways. One cannot ignore the fact that certain circumstance that occur in life that one cannot control. Hence, the issue of fate and freewill become vital aspects in this discussion. Freewill is a meaningful theory that insists on unlimited experience of choice. Free will is a doctrine that refutes the idea of pre-destination. Freewill is a choice that individual possess that yields an outcome which is unknown. The concep t itself is very unique in a sense that it does take into account of external factors. Ibn Khalud takes a very logical approach towards this issue as he breaks the issue into two components, which consist of â€Å"predestination† and â€Å"fate.† He insists that human beings have never seen the past and can only anticipate the future, based on the â€Å"natural law.† Moreover, he insists in his works that it is not incumbent upon God to do the best for humans; however, this does not mean that God will not in fact do the best of his own free will. Hence, Hourani utilizes the mastery of knowledge of Ibn Khalud to dissolve the confusion of this theory. The second reason Hourani utilizes Ibn Khalud to discuss the strength of the Islamic nation in midst of a batter to appoint the caliphood. Hourani appreciates Ibn Khalud’s take on life, his work, and his relentless against trials and tribulations. Ibn Khalud’s attitude to remain calm during a time where the plague destroyed a city is the embodiment of leaderships that he possessed. This could be brilliantly illustrated as Hourani states, â€Å"Ibn’s world was full of reminders of the frailty of the human endeavor† (Hourani, 4). Hourani also discusses the development of the Makkan Empire and discusses the political reform that Muhammad conducted with the assistance of Ibn Khalud. One must acknowledge the fact that Muhammad entered the era

Problem question in Land Law Essay Example | Topics and Well Written Essays - 750 words

Problem question in Land Law - Essay Example test (exploring the degree of the item’s attachment to the ground), and the degree of annexation, (the removability) are the main legal tests that would be employed to determine who between K and V should have the rights over the sculptors. Chattels that are physically erected on the land will be considered as fixtures (Luther, 2004; Essert, 2013). In this case, K physically dug the sculptors, the studio and the greenhouse in the piece of land. Some of the properties rest on dug concrete plinths, while others are attached to similar concrete plinths with heavy metal bolts in a manner that make them more of fixtures than chattels (Holmes, 1940; Burn, Cartwright, & Maudsley, 2009). In light of their attachment, V can validly lay claims for the items as being part of the land. V’s claims are supported by the verdict in the case of Holland v Hodgson (1872) LR 7 CP 328, in which the court held that the relatively temporary looms placed on stone foundation were no longer chattels and had been mortgaged with the land as one property (McFarlane, Hopkins, & Nield, 2012; Kearney & Merrill 2013). In the case of Elitestone v Morris [1997] 1 WLR 687, the House of Lords followed the precedent set in Holland, holding that a bungalow resting concrete pillars was part of a realty since the degree of annexation was low. Williamson (2004) has said that in determining whether an item is a chattel or a fixture courts base their argument on the intent of the property owner. Following the ruling in Holland, chattels which are placed on a piece of land to enhance better enjoyment of the items in question remain fittings or while the those which are intended to improve the suitable use of the piece land should be considered as fixtures (Hamza, 2011; Hutchinson, 2010). In light of the argument, K’s studio, the greenhouse and the strategically-placed sculptors would be considered as better use of the piece of land, hence they are fixtures and should be legally retained by V. In

Life Is Easier Essay Example for Free

Life Is Easier Essay Living today is more comfortable and easier than when your grandparents were children. Use specific reasons and examples to support your answer. Recently, my grandparents often recall how difficult their lives were when they were young, claiming that my generation has much easier lives than they had. I agree with them. In fact, life today is much more comfortable and easier than it was in my grandparents’ youth for some reasons. First, technology has made modern-day life much more comfortable than in the past. During my grandparents’ time, life was rough and hard because all the work was done without any modern tool, so they had to do their laundry by hand, walked from one place to another by feet. Furthermore, there was limited in entertainment choices in the past. They could at best listen to the radio or perhaps watch a black-and-white movie for pleasure. Today, however, living has become a lot easier thanks to technological developments. We launder our clothes with washing machine, uses buses, subways, or cars to move around. We also enjoy home theater systems, DVDs, and video games. Technology has definitely improved our lives. In addition, people today have more leisure time than they did before. People no longer have to work very long hours like my grandparents did. Since my grandparents were farmers, they had to work in the rice field all day long even without resting on weekends. In contrast, many people today, including my parents, simply work from nine to five on weekdays and take weekends off. They therefore have much free time than my grandparents did, so they can spend more time on leisure activities. They go to the movies, go to the gym, or take trips. All these activities have positive affect on their quality of living. In conclusion, people today have more comfortable and easier lives than in the past. This is the results of technological developments and the extra leisure time available. These factors will make our live even more comfortable in the future.

Geographic Information System (GIS) for Location of Bus Stop

Geographic Information System (GIS) for Location of Bus Stop 1.1 Background Transportation is a system that considers the complex relationships between networks, the demand and space. Transit on the other hand is dominantly an urban transportation mode. Since transit is a shared public service, it potentially benefits from economies of agglomeration related to high densities and from economies of scale related to high mobility demands. Mass bus transit is highly suitable for any university campus, which experiences a high volume of traffic flow during a fixed time frame. Space on the other hand is limited due to its characteristic built environment. ( Reshmi Mukherjee, 2003) Transport or transportation is the movement of people and goods from one location to another. Modes of transport include air, rail, road, water, cable, pipeline, and space. The field can be divided into infrastructure, vehicles, and operations. Passenger transport may be public, where operators provide scheduled services, or private. Freight transport has become focused on containerization, although bulk transport is used for large volumes of durable items. Transport plays an important part in economic growth and globalization, but most types cause air pollution and use large amounts of land. While it is heavily subsidized by governments, good planning of transport is essential to make traffic flow, and restrain urban sprawl. (Wikipedia, 2011) Public transportation can be divided into infrastructure, vehicles, and operations. In infrastructure it involve on the fixed installations necessary for transport, including roads, railways, airways, waterways, canals and pipelines or terminals such as airports, railway stations, bus stations, bus stops and seaports. Vehicles traveling on the network include automobiles, bicycles, buses, trains, people and aircraft. Operations deal with the way the vehicles are operated, and the procedures set for this purpose including the financing, legalities and policies (Wikipedia, 2011). An intercity bus is a bus that carries passengers significant distances between different cities, towns, or other populated areas. Unlike a municipal bus, which has frequent stops throughout a city or town, an intercity bus generally has a single stop at a centralized location within the city, and travels long distances without stopping at all. Intercity buses exist all over the world that are operated by government or private industry, for profit and not for profit. (Wikipedia, 2011). Infrastructure particularly bus stop is one of the important fixed installation that need to take into account. The bus stop is also the most prominent icon of public transit. The locations, functionality, safety, and visual appearance of stops are critical to attracting and maintaining transit riders in any location In most urban areas, public transportation service is provided by fixed-route bus systems. Bus stops are the point of transition where an enquiry starts to become a journey. It is important to consider passenger characteristics (eg access to the bus stop), route characteristics (eg frequency of buses), service identity or the roading environment when determining the location of individual bus stops. The bus stop is also the first point of contact between the passenger and the bus service. The spacing, location, design, and operation of bus stops significantly influence transit system performance and customer satisfaction. A bus stop is a designated place where buses stop for passengers to board or leave a bus. These are normally positioned on the highway and are distinct from off-highway facilities such as bus stations. The construction of bus stops tends to reflect the level of usage. Stops at busy locations may have shelters, seating and possibly electronic passenger information systems; less busy stops may use a simple pole and flag to mark the location and customary stops have no specific infrastructure being known by their description. Bus stops may be clustered together into transport hubs allowing interchange between routes from nearby stops and with other public transport modes. (Wikipedia, 2011). 1.2 Problem of Statement Bus is a major demand in Malaysia as public intercity transit. Besides the fees is in low rate it also serve a better public transportation if it has to do with plenty numbers of passengers. Since the bus stop is the most prominent icon of public transit, the location, functionality, safety, and visual appearance of stops are critical to attracting and maintaining transit riders in any location. Present bus stops in Malaysia certainly are inconveniently located. GIS is being used to locate suitable location for the bus stops. As the density of passenger and land use pattern in Shah Alam has changed drastically it is upmost that new bus locations need to be identified. 1.3 Aim The aim of this case study is to locate the best locations for bus stops within the city of Shah Alam using Geographic Information System (GIS). Comparison of the existing and the planned bus stops will be carry out. 1.4 Objectives To compare the criteria of locating bus stop between the existing policy and my observation and to suggest an appropriate location to locate bus stop base on criteria: Standard spacing between bus stop Density of population Non-Resident of UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s students Nearby attractions and major people generators: Schools / educational premises Hospitals Residential Recreational park Shopping area 1.5 Limitations In this thesis, software used is ArcGIS version 9.3 Use the Network Analysis Extension tools options Focused only on the bus transportation provide by the RapidKL company The test network dataset is Section 7, Shah Alam road network 1.6 Assumption In this thesis, there are several assumption made. The bus stops served in transportation industry in Malaysia are certainly not consistently located. This study assumes that bus is the major transportation system used in Shah Alam and there is facilities transportation problem in bus transportation industries at Shah Alam area especially bus stops. The bus stop locations are not systematically located. 1.7 Study Area Shah Alam is the location for study area in this case study. It is because as we can see the major public transportation in Shah Alam is bus. This case study is more focus on students generators especially among UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s Non-resident students. From the demographic side, almost all the bus passengers are students. Most of student in UiTM Shah Alam use buses as their main transportation to go to classes. With the capacity of student, it makes the bus services route around the study area more frequently. In current situation, there are many bus stop location is inconveniently located. CHAPTER 2 LITERATURE REVIEW 2.1 Introduction This chapter discusses and review current practices of transportation in Malaysia especially in infrastructure of transportation. The discussion start with an overview of transportation in Malaysia followed by category of transportation namely private and public. This discussion is focused on the specification of location of bus stop. Final section will elaborate about the ArcGIS buffering framework, network analysis and its capability and that maybe useful in this study. 2.2 Transportation in Malaysia Malaysia is served by an excellent transport system. Once you are in the country there is always transport available to you to even remote areas. Traveling by road in peninsula Malaysia is popular as it has well- developed network of roads.  There are various options available as to how you might wish to get to a destination.   In Sabah and Sarawak, it is recommended for traveling by four-wheel drive as on unpaved roads, and many remote areas can only be reached by air or river-boats. If you want to see clearly the countryside, traveling by rail is also highly recommended. 2.2.1 Transport Transport or transportation is the movement of people and goods from one to another location. There are many types of modes of transport include air, rail, road, water, cable, pipeline and space. The field can be divided into infrastructure, vehicles, and operations. (Wikipedia, 2011) Transport infrastructure consists of the fixed installations necessary for transport, and may be roads, railways, airways, waterways, canals and pipelines, and terminals such as airports, railway stations, bus stations, warehouses, trucking terminals, refueling depots (including fueling docks and fuel stations), and seaports. Terminals may be used both for interchange of passengers and cargo and for maintenance. Vehicles traveling on these networks may include automobiles, bicycles, buses, trains, trucks, people, helicopters and aircraft. In the transport industry, operations and ownership of infrastructure can be either public or private, depending on the country and mode. 2.2.2 Road A road is an identifiable route, way or path between two or more places. Roads are typically smoothed, paved, or otherwise prepared to allow easy travel; though they need not be, and historically many roads were simply recognizable routes without any formal construction or maintenance. In urban areas, roads may pass through a city or village and be named as streets, serving a dual function as urban space easement and route. The most common road vehicle is the automobile which is a wheeled passenger vehicle that carries its own motor. Other users of roads include buses, trucks, motorcycles, bicycles and pedestrians. As of 2002, there were 590 million automobiles worldwide. Buses allow for more efficient travel at the cost of reduced flexibility. (Wikipedia, 2011) 2.2.3 Buses Buses are an inexpensive way to travel in Malaysia. Most, if not all buses in Kuala Lumpur (KL) are air-conditioned but there are still non-air-conditioned buses in smaller towns around the country. Buses plying routes within towns and cities typically charge fares according to the distance covered while interstate buses have fixed rates.Most of areas in Malaysia are using buses as major transportation. Especially in area with major people generator such as in residential, educational, industrial and recreational area. The public bus service in Shah Alam is efficient and covers a wide range of routes, although steps are being taken to constantly improve the services. Strategic bus stops and stations offer passengers plenty of boarding options. Buses are in good condition and fully air-conditioned. Designated bus lanes also enable smooth scheduling of bus services for passengers ease. The bus routes also link to other transportation options like the Light Rail Transit (LRT) system, train station and taxi stands (Urban Transportation Department, 2008). Rapid KL as one of the bus company in Malaysia operates 134 routes in the Klang Valley including the suburban feeder service to complement the LRT systems. It has two central workshops and 13 bus depots spread across the Klang Valley and plans to gradually introduce more 15 minutes frequency throughout its system is also one of RAPID KLs goals. Today, 15 minutes frequency is operated only at 13 routes at high-density routes (RapidKL, 2008). 2.3 Transportation Facility 2.3.1 Bus Stop A bus stop is a designated place where buses stop for passengers to board or leave a bus. These are normally positioned on the highway and are distinct from off-highway facilities such as bus stations. The construction of bus stops tends to reflect the level of usage. Stops at busy locations may have shelters, seating and possibly electronic passenger information systems but there are also busy stops may use a simple pole and flag to mark the location and customary stops have no specific infrastructure being known by their description. Bus stops may be clustered together into transport hubs allowing interchange between routes from nearby stops and with other public transport modes. For operational purposes there are three main kinds of stops. First, scheduled stops, at which the bus should stop irrespective of demand. Second, request stops (or flag stop) where the vehicle will only stop on requested and hail and ride stops where a vehicle will stop anywhere along the designated section of road on request. Certain stops may be restricted to set-down only or pick-up only. Some stops may be designated as timing points and if the vehicle is ahead of schedule it will wait to ensure correct running to the timetable. In dense urban areas where bus volumes are high, skip-stops are sometimes used to increase efficiency and reduce delays at bus stops. Fare stages may also be defined by the location of certain stops in distance or zone based fare collection systems. (Wikipedia, 2011) Bus stops are placed in one of three locations: near-side (located immediately before an intersection); far-side (located immediately after an intersection); and mid-block (located between intersections). Each of these locations offers advantages to vehicle drivers and pedestrians. However, the final decision on bus stop locations dependent on ease of operation, transfer situations, space availability, and traffic volumes. Pace performs on-site evaluations of proposed bus stop to analyze operating conditions and identify appropriate bus stop locations. (Pace Development Guidelines, 1999) Near-side bus stop sign placement is generally 10 feet from the corner tangent point and 5 feet from the outer curb. However, site characteristics will ultimately dictate exact sign location. Where site limitations exist, the sign should be setback a minimum of 2 feet. Near-side locations offer a number of features to pedestrians and vehicle drivers. This location allows pedestrians to cross in front of the bus. This location also allows transit users to load and alight from buses close to crosswalks and intersections, thereby minimizing, walking distances to connecting transit service. Far-side bus stop locations are recommended on routes in which buses make left turns at intersections. Once a bus negotiates a left turn, a far-side stop provides a more appropriate service point. Far-side stops also are recommended in locations where dedicated right turn lanes are present. Far-side stops may facilitate easier bus re-entry into traffic due to gaps created by intersection traffic signa ls. Another bus stop location is the mid-block stop. A mid-block location is generally less congested than an intersection. Bus turnouts are most effectively located in a mid-block bus stop zone. Mid block stops are applicable at T-intersections or locations generating a larger passenger volume. (Pace Development Guidelines, 1999) Bus stop is the first point of contact between the passenger and the bus service. The spacing, location, design, and operation of bus stops significantly influence transit system performance and customer satisfaction. (Texas Transportation Institute, 1996) Bus stops should be at safe locations, no more than 50 meters after a traffic light or road intersection. They should not be located on sloped surfaces which considered unsafe. (Higher Committee of Planning Cities 2000) Good pedestrian facilities often make the trip to stops more enjoyable, thus making it easier for people to choose both modes of transportation to go to work, shopping, or other activities. All transit facilities and the transportation routes that lead to them have needed to be safe, convenient, and accessible. If people do not feel safe or comfortable walking to stops, then they are likely to choose other modes of travel, such as a car. (A Gis Approach To Evaluate Bus Stop Accessibility, Giuseppe SALVO). Socioeconomic data is vital for determining locations for transit routes and facilities. Often, socioeconomic spatial data resides in a zonal layer that may cover a very large area. While socioeconomic data aggregated to these large zones are useful for regional analyses, they canà ¢Ã¢â€š ¬Ã¢â€ž ¢t support a analysis of accessibility to bus stops. (A Gis Approach To Evaluate Bus Stop Accessibility, Giuseppe SALVO). Since the bus stops would have been installed before many years, the then density of the passengers and land use pattern would have undergone a drastic change and the bus stops would not commensurate with these changes. Hence there is an increasing need for the bus stops to be rationalized. (Mr. G. Saravanan Mr. S. Suresh Immanuel, 2003) 2.4 GIS à ¢Ã¢â€š ¬Ã…“a GIS is a system of hardware, software and procedures to facilitate the management, manipulation, analysis, modeling, representation and display of georeferenced data to solve complex problems regarding planning and management of resourcesà ¢Ã¢â€š ¬? (NCGIA, 1990). A geographic information system (GIS) is an information system that is designed to work with data referenced by spatial or geographic coordinates. In other words, a GIS is both a database system with specific capabilities for spatially reference data, as well as a set of operations for working with data. In a sense, a GIS may be thought of as a higher-order map. (Jeffrey Star and John Estes à ¢Ã¢â€š ¬Ã¢â‚¬Å" 1990) GIS integrates hardware, software, and data for capturing, managing, analyzing, and displaying all forms of geographically referenced information. GIS technology allows us to view, query, and understand data in many ways. We will see the relationships, patterns, and trends in the form of GIS-based maps, reports, and charts. GIS helps us answer questions and solve problems. When viewed in the context of geography, our data is quickly understood and easily shared. GIS technology can be integrated into any enterprise information system framework. (ESRI, 2011). In broad terms, a Geographic Information System could be defined as a set of principles and techniques employed to achieve one (or both) of the following objectives: à ¢Ã¢â€š ¬Ã‚ ¢ Finding suitable locations that have the relevant attributes. For example, finding a suitable location where an airport, a commercial forest or a retail outlet can be established. This is usually achieved through the use of Boolean (logical) operations. à ¢Ã¢â€š ¬Ã‚ ¢ Querying the geographical attributes of a specified location. For example, examining the roads in a particular locality, to check road density or find the shortest path, and so on. This is often achieved by à ¢Ã¢â€š ¬Ã‹Å"clickingà ¢Ã¢â€š ¬Ã¢â€ž ¢ onto the location or object of interest, and examining the contents of the database for that location or object. 2.4.1 GIS in Transportation GIS has been recognized for many years now as an invaluable tool for managing, planning, evaluating, and maintaining transportation systems. As the gateway to economic development and, subsequently, a healthy economy, transportation infrastructure represents one of the largest and most critical investments made in any nation, at whatever stage of development. Similarly, for many firms in the transportation industry, profitability and a strong competitive position depend on a safe and reliable system. Roads are the main arteries of a modern societyà ¢Ã¢â€š ¬Ã¢â€ž ¢s infrastructure, contributing heavily to the distribution of goods and persons. GIS provides many helpful applications for ensuring a smooth transportation flow. Customer satisfaction, competitive position, timely response, effective deployment, and profitability are all positively affected (GISDATA Group, 2009). Being able to visualize your assets and the surrounding environment when you build, upgrade, or repair transportation infrastructure helps you prioritize your work and make the right decisions. A geographic information system (GIS) software platform will allow you to do all this and much more. With Esrià ¢Ã¢â€š ¬Ã¢â€ž ¢s GIS technology, you can build dynamic and rich mapping applications that will keep everyone from the project team and government officials to field staff and the public in the know. (ESRI, 2011). GIS contain data related to location points, lines (commonly roadway links and corridors), and polygons. Analysis tools that are part of GIS software packages can be used to relate these data. The use of GIS to manage data can simplify the analysis of transport systems and can enhance the decision-making process (Worldbank ). 2.4.2 The Importance of Geospatial Data The nature of any natural or economic activity with a spatial dimension cannot be properly understood without reference to its spatial qualities. Spatial data have two essential parts: location and attributes. A GIS requires location references. Typical location references are latitude and longitude and national grid references such as the National Grid. However, other geospatial codes can also be used to identify location, such as postcodes. Attributes. Any locality would have a number of characteristics or properties associated with it. These attributes are usually kept in tables, containing such information as vegetation types, population, annual income, and so on. GIS systems store and process data in two formats, vector and raster. In the vector data model, the world is represented as a mosaic of interconnecting lines and points representing the location and boundaries of geographical entities. In vector data models, the data are represented as: arcs (lines) polygons (traversed areas) points (labelled nodes) nodes (intersection points) 2.4.3 Existing GIS Based System A Spatial Locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"Allocation GIS Framework for Managing Water Sources in a Savanna Nature Reserve. (Source: www.nceas.ucsb.edu) Associated with the establishment or removal of water sources in savanna ecosystems is the issue of the effects of such management actions on animal movement and habitat selection, longer term implications on population levels, and impacts of such change on habitat degradation and soil erosion. Extant metrics used to describe the spatial distribution of water sources on the landscape often fall short of providing source-specific information, making them hard to apply in small-scale management settings. Using the Klaserie Private Nature Reserve (KPNR) as a case study, comparison between of a: buffer framework which is to describing distances to water, a nearest neighbor framework, spatial locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation framework (SLAF) created in a geographic information system (GIS) These three frameworks can be combined into one GIS to demonstrate site-specific information on water source distribution, in addition to system-wide descriptions. The visually accessible quality of a GIS allows qualitative input from managers and property owners to achieve quantifiable management goals. The duality of database and visual representation provides a useful tool to assess the role of individual water sources and can easily be updated to reflect changes in their distribution. In this study, seasonal effects on the water source distribution are modeled first. Then two hypothetical management scenarios are modeled based on realistic management options for this reserve. For the first management scenario we map the resulting distribution when all artificially supplemented water sources are à ¢Ã¢â€š ¬Ã‹Å"turned onà ¢Ã¢â€š ¬Ã¢â€ž ¢ in the dry season. Fig 1: Location of KNPR (Klaserie Private Nature Reserve) Water sources in this study include seasonal pans, artificial pans and catchment dams as point sources and two major river courses, the Klaserie and the Olifants, which have perennial segments in KPNR. Buffer framework For the buffer framework, the locations of all the water sources tabulated during the wet season were buffered in concentric 1 km rings and clipped to the reserve boundary to assess the area of the reserve at different distances to water (Fig. 2a); this process was repeated for the dry season water sources (Fig. 2b) and then for the two hypothetical management scenarios and the results tabulated for comparison. Fig 2(a): Buffer model showing distribution of distance to water classes during the KPNR wet season Fig. 2(b): Buffer model showing distribution of distance to water classes during the KPNR dry season. Nearest neighbour framework The locations of the wet and dry season water points were used to calculate the nearest distance to river sections and then to nearest water source. The nearest neighbour distance between two point water sources was calculated as a vector, by minimizing the results of a triangular matrix calculator for Euclidian distance in Microsoft Excel ©. The lesser of the distance to nearest river or nearest neighbour was taken as the nearest neighbour distance to water. Spatial locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation framework (SLAF) The simplest spatial representation of an unconstrained locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation model of supply points to demand regions uses the Dirichlet tessellation to generate Voronoi or Thiessen polygons (Okabe et al. 1992). A tessellation is essentially a mosaic, a tiling created in a geometric plane. This tessellation is created by the intersections of perpendicular bisectors between each point in a set. The three frameworks used to assess the change in distribution of water points in the reserve yielded generalizations, which are useful as descriptors of system change, but can be hard to translate directly into management action on specific water sources. The advantage of the SLAF over the two other frameworks is that the area of the polygon associated with each water source is visually Optimization of Bus stop locations using GIS as a tool for Chennai city- Acase study, R.Sankar, 2003 In a developing country like India every advancement depends upon the funds available. This influencing factor is considered as there is huge need of finance for the development of infrastructure such as laying of good, strong roads. The road grade is essential for having bus routes in a particular area. It is not possible to have bus stops in the interior where the grade is poorer. The density of population and the infrastructure go hand in hand, this is the reason for having many bus stops in close proximity in the main roads. While considering the financial status of the government it is also necessary to consider the status of the public. In a higher middle income, higher income groups the dependency on the public transit system is less making it less imperative to have more bus stops. Conversely the lower income group and the economically weaker section entirely depend upon the corporation buses for their transit. Finally the locations are graded based on the risk factors. The s ites selected should not be near the junctions. Dangerous turnings are avoided. Methodology Data collection is taking on the ground using GPS and the map of road network which include the position of each bus stop in term of coordinates. There are about 41 bus stops between Vadapalani and Besent nagar, which is the study area. There are about 21 roads in the selected route. The network map is digitized. Digitization is done manually using On-screen method. The errors in the original maps will be transferred and they are likely magnified when digitized using GIS. Here arcs and nodes are defined by the user. The projection used here is polyconic which is considered the best suited for India. Arc View and Arc Info are the softwares used for digitization, transformation/projection and analysis. Analysis Buffer analysis is made to determine the effected area. The minimum and maximum distances are given. Selected route in the network map which are given as buffer distances. If there is overlap in the buffers then a common point can be considered for the location of the stop such that there is no overlap. This point is selected considering other criteria also. Confluence of all parameters is essential before arriving into any decision. The similar way if the distance between two buffers are more this indicate that the area in the in between region is not properly served by any of the bus stops. In this case new bus stops can be created. Thus it is necessary to calculate based on all the parameters that none of the areas are under served or over served. The route analysis was made the impedance value and the speed is given based on the vehicular volume on each road. The bus stops can be minimized in roads where there the existing traffic is high, additional positioning of these stops would add up to the traffic congestion. The locations of important centers such as hospitals, schools etc are also estimated for their proximity to the stops using the route analysis module. The time gained due to the reduction of the stops vice versa is also projected by having each location as a node and by giving a positive or negative value for the calculation of impedance. The demographic characteristics are also computed. CHAPTER 3 METHODOLOGY 3.1 Introduction This chapter will explain the methodology adopted in this study. The explanation starts with the introduction of adopted method for literature review, the method for data acquisition and the type of data acquired, data preparation and processing and followed by performing data analysis and results documentation and recording methods. Project Planning Data Preparation and Processing Data Acquisition and type of Data acquired Analysis and Results Fig. 3.1: Methodology Flow Sequence 3.2 Research Methodology Project Planning Selection of hardware and software (ArcGIS) Selection of study area (Shah Alam) Selection of data Data Acquisition and Type of Data Acquired Spatial data 1) Land use map 2) Route map 3) Layer Trace existing bus stop location using handheld GPS (X,Y). Attribute name 1) Road name 2) Building 3) Population UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s NR student source from HEP UiTM. (X,Y) Data Preparation and Processing Creating different Themes Digitizing Scanning Digitizing Creating Attribute Tables Analysis and Result - - Compare existing bus stop location with the recommendation as requested safety reasons. Proposed new bus stops based on the location of resident for Non-Resident students. Compare the distance between two consecutive bus stops with the standard distance of travel by man by walk which is 400m. (source from MBSA) Fig 3.2: Flow Chart of Methodology Phase 1: Preliminary Study Project Planning 1. Selection of Study Area The city of Shah Alam has to be selected as study case area which covers section 2 until section 24. This study emphasized in the area with educational institutions especially UiTM since this study is focused on non-residents students. 2. Selection of Hardware and Software Hardware for scanning, digitizing, and processing has been determined. Software that will be used is ArcMap. This software helps in digitizing also analysis. 3. Selection of Data To select data, it needs to relate with problem statement. Data has been gathered from many of sources that will be explain in Data Collection. Phase 2 : Data Acquisition and Type of Data Acquired 1. Spatial Data Spatial data is data pertaining to the location and spatial dimensions of geographical entities Geographic Information System (GIS) for Location of Bus Stop Geographic Information System (GIS) for Location of Bus Stop 1.1 Background Transportation is a system that considers the complex relationships between networks, the demand and space. Transit on the other hand is dominantly an urban transportation mode. Since transit is a shared public service, it potentially benefits from economies of agglomeration related to high densities and from economies of scale related to high mobility demands. Mass bus transit is highly suitable for any university campus, which experiences a high volume of traffic flow during a fixed time frame. Space on the other hand is limited due to its characteristic built environment. ( Reshmi Mukherjee, 2003) Transport or transportation is the movement of people and goods from one location to another. Modes of transport include air, rail, road, water, cable, pipeline, and space. The field can be divided into infrastructure, vehicles, and operations. Passenger transport may be public, where operators provide scheduled services, or private. Freight transport has become focused on containerization, although bulk transport is used for large volumes of durable items. Transport plays an important part in economic growth and globalization, but most types cause air pollution and use large amounts of land. While it is heavily subsidized by governments, good planning of transport is essential to make traffic flow, and restrain urban sprawl. (Wikipedia, 2011) Public transportation can be divided into infrastructure, vehicles, and operations. In infrastructure it involve on the fixed installations necessary for transport, including roads, railways, airways, waterways, canals and pipelines or terminals such as airports, railway stations, bus stations, bus stops and seaports. Vehicles traveling on the network include automobiles, bicycles, buses, trains, people and aircraft. Operations deal with the way the vehicles are operated, and the procedures set for this purpose including the financing, legalities and policies (Wikipedia, 2011). An intercity bus is a bus that carries passengers significant distances between different cities, towns, or other populated areas. Unlike a municipal bus, which has frequent stops throughout a city or town, an intercity bus generally has a single stop at a centralized location within the city, and travels long distances without stopping at all. Intercity buses exist all over the world that are operated by government or private industry, for profit and not for profit. (Wikipedia, 2011). Infrastructure particularly bus stop is one of the important fixed installation that need to take into account. The bus stop is also the most prominent icon of public transit. The locations, functionality, safety, and visual appearance of stops are critical to attracting and maintaining transit riders in any location In most urban areas, public transportation service is provided by fixed-route bus systems. Bus stops are the point of transition where an enquiry starts to become a journey. It is important to consider passenger characteristics (eg access to the bus stop), route characteristics (eg frequency of buses), service identity or the roading environment when determining the location of individual bus stops. The bus stop is also the first point of contact between the passenger and the bus service. The spacing, location, design, and operation of bus stops significantly influence transit system performance and customer satisfaction. A bus stop is a designated place where buses stop for passengers to board or leave a bus. These are normally positioned on the highway and are distinct from off-highway facilities such as bus stations. The construction of bus stops tends to reflect the level of usage. Stops at busy locations may have shelters, seating and possibly electronic passenger information systems; less busy stops may use a simple pole and flag to mark the location and customary stops have no specific infrastructure being known by their description. Bus stops may be clustered together into transport hubs allowing interchange between routes from nearby stops and with other public transport modes. (Wikipedia, 2011). 1.2 Problem of Statement Bus is a major demand in Malaysia as public intercity transit. Besides the fees is in low rate it also serve a better public transportation if it has to do with plenty numbers of passengers. Since the bus stop is the most prominent icon of public transit, the location, functionality, safety, and visual appearance of stops are critical to attracting and maintaining transit riders in any location. Present bus stops in Malaysia certainly are inconveniently located. GIS is being used to locate suitable location for the bus stops. As the density of passenger and land use pattern in Shah Alam has changed drastically it is upmost that new bus locations need to be identified. 1.3 Aim The aim of this case study is to locate the best locations for bus stops within the city of Shah Alam using Geographic Information System (GIS). Comparison of the existing and the planned bus stops will be carry out. 1.4 Objectives To compare the criteria of locating bus stop between the existing policy and my observation and to suggest an appropriate location to locate bus stop base on criteria: Standard spacing between bus stop Density of population Non-Resident of UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s students Nearby attractions and major people generators: Schools / educational premises Hospitals Residential Recreational park Shopping area 1.5 Limitations In this thesis, software used is ArcGIS version 9.3 Use the Network Analysis Extension tools options Focused only on the bus transportation provide by the RapidKL company The test network dataset is Section 7, Shah Alam road network 1.6 Assumption In this thesis, there are several assumption made. The bus stops served in transportation industry in Malaysia are certainly not consistently located. This study assumes that bus is the major transportation system used in Shah Alam and there is facilities transportation problem in bus transportation industries at Shah Alam area especially bus stops. The bus stop locations are not systematically located. 1.7 Study Area Shah Alam is the location for study area in this case study. It is because as we can see the major public transportation in Shah Alam is bus. This case study is more focus on students generators especially among UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s Non-resident students. From the demographic side, almost all the bus passengers are students. Most of student in UiTM Shah Alam use buses as their main transportation to go to classes. With the capacity of student, it makes the bus services route around the study area more frequently. In current situation, there are many bus stop location is inconveniently located. CHAPTER 2 LITERATURE REVIEW 2.1 Introduction This chapter discusses and review current practices of transportation in Malaysia especially in infrastructure of transportation. The discussion start with an overview of transportation in Malaysia followed by category of transportation namely private and public. This discussion is focused on the specification of location of bus stop. Final section will elaborate about the ArcGIS buffering framework, network analysis and its capability and that maybe useful in this study. 2.2 Transportation in Malaysia Malaysia is served by an excellent transport system. Once you are in the country there is always transport available to you to even remote areas. Traveling by road in peninsula Malaysia is popular as it has well- developed network of roads.  There are various options available as to how you might wish to get to a destination.   In Sabah and Sarawak, it is recommended for traveling by four-wheel drive as on unpaved roads, and many remote areas can only be reached by air or river-boats. If you want to see clearly the countryside, traveling by rail is also highly recommended. 2.2.1 Transport Transport or transportation is the movement of people and goods from one to another location. There are many types of modes of transport include air, rail, road, water, cable, pipeline and space. The field can be divided into infrastructure, vehicles, and operations. (Wikipedia, 2011) Transport infrastructure consists of the fixed installations necessary for transport, and may be roads, railways, airways, waterways, canals and pipelines, and terminals such as airports, railway stations, bus stations, warehouses, trucking terminals, refueling depots (including fueling docks and fuel stations), and seaports. Terminals may be used both for interchange of passengers and cargo and for maintenance. Vehicles traveling on these networks may include automobiles, bicycles, buses, trains, trucks, people, helicopters and aircraft. In the transport industry, operations and ownership of infrastructure can be either public or private, depending on the country and mode. 2.2.2 Road A road is an identifiable route, way or path between two or more places. Roads are typically smoothed, paved, or otherwise prepared to allow easy travel; though they need not be, and historically many roads were simply recognizable routes without any formal construction or maintenance. In urban areas, roads may pass through a city or village and be named as streets, serving a dual function as urban space easement and route. The most common road vehicle is the automobile which is a wheeled passenger vehicle that carries its own motor. Other users of roads include buses, trucks, motorcycles, bicycles and pedestrians. As of 2002, there were 590 million automobiles worldwide. Buses allow for more efficient travel at the cost of reduced flexibility. (Wikipedia, 2011) 2.2.3 Buses Buses are an inexpensive way to travel in Malaysia. Most, if not all buses in Kuala Lumpur (KL) are air-conditioned but there are still non-air-conditioned buses in smaller towns around the country. Buses plying routes within towns and cities typically charge fares according to the distance covered while interstate buses have fixed rates.Most of areas in Malaysia are using buses as major transportation. Especially in area with major people generator such as in residential, educational, industrial and recreational area. The public bus service in Shah Alam is efficient and covers a wide range of routes, although steps are being taken to constantly improve the services. Strategic bus stops and stations offer passengers plenty of boarding options. Buses are in good condition and fully air-conditioned. Designated bus lanes also enable smooth scheduling of bus services for passengers ease. The bus routes also link to other transportation options like the Light Rail Transit (LRT) system, train station and taxi stands (Urban Transportation Department, 2008). Rapid KL as one of the bus company in Malaysia operates 134 routes in the Klang Valley including the suburban feeder service to complement the LRT systems. It has two central workshops and 13 bus depots spread across the Klang Valley and plans to gradually introduce more 15 minutes frequency throughout its system is also one of RAPID KLs goals. Today, 15 minutes frequency is operated only at 13 routes at high-density routes (RapidKL, 2008). 2.3 Transportation Facility 2.3.1 Bus Stop A bus stop is a designated place where buses stop for passengers to board or leave a bus. These are normally positioned on the highway and are distinct from off-highway facilities such as bus stations. The construction of bus stops tends to reflect the level of usage. Stops at busy locations may have shelters, seating and possibly electronic passenger information systems but there are also busy stops may use a simple pole and flag to mark the location and customary stops have no specific infrastructure being known by their description. Bus stops may be clustered together into transport hubs allowing interchange between routes from nearby stops and with other public transport modes. For operational purposes there are three main kinds of stops. First, scheduled stops, at which the bus should stop irrespective of demand. Second, request stops (or flag stop) where the vehicle will only stop on requested and hail and ride stops where a vehicle will stop anywhere along the designated section of road on request. Certain stops may be restricted to set-down only or pick-up only. Some stops may be designated as timing points and if the vehicle is ahead of schedule it will wait to ensure correct running to the timetable. In dense urban areas where bus volumes are high, skip-stops are sometimes used to increase efficiency and reduce delays at bus stops. Fare stages may also be defined by the location of certain stops in distance or zone based fare collection systems. (Wikipedia, 2011) Bus stops are placed in one of three locations: near-side (located immediately before an intersection); far-side (located immediately after an intersection); and mid-block (located between intersections). Each of these locations offers advantages to vehicle drivers and pedestrians. However, the final decision on bus stop locations dependent on ease of operation, transfer situations, space availability, and traffic volumes. Pace performs on-site evaluations of proposed bus stop to analyze operating conditions and identify appropriate bus stop locations. (Pace Development Guidelines, 1999) Near-side bus stop sign placement is generally 10 feet from the corner tangent point and 5 feet from the outer curb. However, site characteristics will ultimately dictate exact sign location. Where site limitations exist, the sign should be setback a minimum of 2 feet. Near-side locations offer a number of features to pedestrians and vehicle drivers. This location allows pedestrians to cross in front of the bus. This location also allows transit users to load and alight from buses close to crosswalks and intersections, thereby minimizing, walking distances to connecting transit service. Far-side bus stop locations are recommended on routes in which buses make left turns at intersections. Once a bus negotiates a left turn, a far-side stop provides a more appropriate service point. Far-side stops also are recommended in locations where dedicated right turn lanes are present. Far-side stops may facilitate easier bus re-entry into traffic due to gaps created by intersection traffic signa ls. Another bus stop location is the mid-block stop. A mid-block location is generally less congested than an intersection. Bus turnouts are most effectively located in a mid-block bus stop zone. Mid block stops are applicable at T-intersections or locations generating a larger passenger volume. (Pace Development Guidelines, 1999) Bus stop is the first point of contact between the passenger and the bus service. The spacing, location, design, and operation of bus stops significantly influence transit system performance and customer satisfaction. (Texas Transportation Institute, 1996) Bus stops should be at safe locations, no more than 50 meters after a traffic light or road intersection. They should not be located on sloped surfaces which considered unsafe. (Higher Committee of Planning Cities 2000) Good pedestrian facilities often make the trip to stops more enjoyable, thus making it easier for people to choose both modes of transportation to go to work, shopping, or other activities. All transit facilities and the transportation routes that lead to them have needed to be safe, convenient, and accessible. If people do not feel safe or comfortable walking to stops, then they are likely to choose other modes of travel, such as a car. (A Gis Approach To Evaluate Bus Stop Accessibility, Giuseppe SALVO). Socioeconomic data is vital for determining locations for transit routes and facilities. Often, socioeconomic spatial data resides in a zonal layer that may cover a very large area. While socioeconomic data aggregated to these large zones are useful for regional analyses, they canà ¢Ã¢â€š ¬Ã¢â€ž ¢t support a analysis of accessibility to bus stops. (A Gis Approach To Evaluate Bus Stop Accessibility, Giuseppe SALVO). Since the bus stops would have been installed before many years, the then density of the passengers and land use pattern would have undergone a drastic change and the bus stops would not commensurate with these changes. Hence there is an increasing need for the bus stops to be rationalized. (Mr. G. Saravanan Mr. S. Suresh Immanuel, 2003) 2.4 GIS à ¢Ã¢â€š ¬Ã…“a GIS is a system of hardware, software and procedures to facilitate the management, manipulation, analysis, modeling, representation and display of georeferenced data to solve complex problems regarding planning and management of resourcesà ¢Ã¢â€š ¬? (NCGIA, 1990). A geographic information system (GIS) is an information system that is designed to work with data referenced by spatial or geographic coordinates. In other words, a GIS is both a database system with specific capabilities for spatially reference data, as well as a set of operations for working with data. In a sense, a GIS may be thought of as a higher-order map. (Jeffrey Star and John Estes à ¢Ã¢â€š ¬Ã¢â‚¬Å" 1990) GIS integrates hardware, software, and data for capturing, managing, analyzing, and displaying all forms of geographically referenced information. GIS technology allows us to view, query, and understand data in many ways. We will see the relationships, patterns, and trends in the form of GIS-based maps, reports, and charts. GIS helps us answer questions and solve problems. When viewed in the context of geography, our data is quickly understood and easily shared. GIS technology can be integrated into any enterprise information system framework. (ESRI, 2011). In broad terms, a Geographic Information System could be defined as a set of principles and techniques employed to achieve one (or both) of the following objectives: à ¢Ã¢â€š ¬Ã‚ ¢ Finding suitable locations that have the relevant attributes. For example, finding a suitable location where an airport, a commercial forest or a retail outlet can be established. This is usually achieved through the use of Boolean (logical) operations. à ¢Ã¢â€š ¬Ã‚ ¢ Querying the geographical attributes of a specified location. For example, examining the roads in a particular locality, to check road density or find the shortest path, and so on. This is often achieved by à ¢Ã¢â€š ¬Ã‹Å"clickingà ¢Ã¢â€š ¬Ã¢â€ž ¢ onto the location or object of interest, and examining the contents of the database for that location or object. 2.4.1 GIS in Transportation GIS has been recognized for many years now as an invaluable tool for managing, planning, evaluating, and maintaining transportation systems. As the gateway to economic development and, subsequently, a healthy economy, transportation infrastructure represents one of the largest and most critical investments made in any nation, at whatever stage of development. Similarly, for many firms in the transportation industry, profitability and a strong competitive position depend on a safe and reliable system. Roads are the main arteries of a modern societyà ¢Ã¢â€š ¬Ã¢â€ž ¢s infrastructure, contributing heavily to the distribution of goods and persons. GIS provides many helpful applications for ensuring a smooth transportation flow. Customer satisfaction, competitive position, timely response, effective deployment, and profitability are all positively affected (GISDATA Group, 2009). Being able to visualize your assets and the surrounding environment when you build, upgrade, or repair transportation infrastructure helps you prioritize your work and make the right decisions. A geographic information system (GIS) software platform will allow you to do all this and much more. With Esrià ¢Ã¢â€š ¬Ã¢â€ž ¢s GIS technology, you can build dynamic and rich mapping applications that will keep everyone from the project team and government officials to field staff and the public in the know. (ESRI, 2011). GIS contain data related to location points, lines (commonly roadway links and corridors), and polygons. Analysis tools that are part of GIS software packages can be used to relate these data. The use of GIS to manage data can simplify the analysis of transport systems and can enhance the decision-making process (Worldbank ). 2.4.2 The Importance of Geospatial Data The nature of any natural or economic activity with a spatial dimension cannot be properly understood without reference to its spatial qualities. Spatial data have two essential parts: location and attributes. A GIS requires location references. Typical location references are latitude and longitude and national grid references such as the National Grid. However, other geospatial codes can also be used to identify location, such as postcodes. Attributes. Any locality would have a number of characteristics or properties associated with it. These attributes are usually kept in tables, containing such information as vegetation types, population, annual income, and so on. GIS systems store and process data in two formats, vector and raster. In the vector data model, the world is represented as a mosaic of interconnecting lines and points representing the location and boundaries of geographical entities. In vector data models, the data are represented as: arcs (lines) polygons (traversed areas) points (labelled nodes) nodes (intersection points) 2.4.3 Existing GIS Based System A Spatial Locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"Allocation GIS Framework for Managing Water Sources in a Savanna Nature Reserve. (Source: www.nceas.ucsb.edu) Associated with the establishment or removal of water sources in savanna ecosystems is the issue of the effects of such management actions on animal movement and habitat selection, longer term implications on population levels, and impacts of such change on habitat degradation and soil erosion. Extant metrics used to describe the spatial distribution of water sources on the landscape often fall short of providing source-specific information, making them hard to apply in small-scale management settings. Using the Klaserie Private Nature Reserve (KPNR) as a case study, comparison between of a: buffer framework which is to describing distances to water, a nearest neighbor framework, spatial locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation framework (SLAF) created in a geographic information system (GIS) These three frameworks can be combined into one GIS to demonstrate site-specific information on water source distribution, in addition to system-wide descriptions. The visually accessible quality of a GIS allows qualitative input from managers and property owners to achieve quantifiable management goals. The duality of database and visual representation provides a useful tool to assess the role of individual water sources and can easily be updated to reflect changes in their distribution. In this study, seasonal effects on the water source distribution are modeled first. Then two hypothetical management scenarios are modeled based on realistic management options for this reserve. For the first management scenario we map the resulting distribution when all artificially supplemented water sources are à ¢Ã¢â€š ¬Ã‹Å"turned onà ¢Ã¢â€š ¬Ã¢â€ž ¢ in the dry season. Fig 1: Location of KNPR (Klaserie Private Nature Reserve) Water sources in this study include seasonal pans, artificial pans and catchment dams as point sources and two major river courses, the Klaserie and the Olifants, which have perennial segments in KPNR. Buffer framework For the buffer framework, the locations of all the water sources tabulated during the wet season were buffered in concentric 1 km rings and clipped to the reserve boundary to assess the area of the reserve at different distances to water (Fig. 2a); this process was repeated for the dry season water sources (Fig. 2b) and then for the two hypothetical management scenarios and the results tabulated for comparison. Fig 2(a): Buffer model showing distribution of distance to water classes during the KPNR wet season Fig. 2(b): Buffer model showing distribution of distance to water classes during the KPNR dry season. Nearest neighbour framework The locations of the wet and dry season water points were used to calculate the nearest distance to river sections and then to nearest water source. The nearest neighbour distance between two point water sources was calculated as a vector, by minimizing the results of a triangular matrix calculator for Euclidian distance in Microsoft Excel ©. The lesser of the distance to nearest river or nearest neighbour was taken as the nearest neighbour distance to water. Spatial locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation framework (SLAF) The simplest spatial representation of an unconstrained locationà ¢Ã¢â€š ¬Ã¢â‚¬Å"allocation model of supply points to demand regions uses the Dirichlet tessellation to generate Voronoi or Thiessen polygons (Okabe et al. 1992). A tessellation is essentially a mosaic, a tiling created in a geometric plane. This tessellation is created by the intersections of perpendicular bisectors between each point in a set. The three frameworks used to assess the change in distribution of water points in the reserve yielded generalizations, which are useful as descriptors of system change, but can be hard to translate directly into management action on specific water sources. The advantage of the SLAF over the two other frameworks is that the area of the polygon associated with each water source is visually Optimization of Bus stop locations using GIS as a tool for Chennai city- Acase study, R.Sankar, 2003 In a developing country like India every advancement depends upon the funds available. This influencing factor is considered as there is huge need of finance for the development of infrastructure such as laying of good, strong roads. The road grade is essential for having bus routes in a particular area. It is not possible to have bus stops in the interior where the grade is poorer. The density of population and the infrastructure go hand in hand, this is the reason for having many bus stops in close proximity in the main roads. While considering the financial status of the government it is also necessary to consider the status of the public. In a higher middle income, higher income groups the dependency on the public transit system is less making it less imperative to have more bus stops. Conversely the lower income group and the economically weaker section entirely depend upon the corporation buses for their transit. Finally the locations are graded based on the risk factors. The s ites selected should not be near the junctions. Dangerous turnings are avoided. Methodology Data collection is taking on the ground using GPS and the map of road network which include the position of each bus stop in term of coordinates. There are about 41 bus stops between Vadapalani and Besent nagar, which is the study area. There are about 21 roads in the selected route. The network map is digitized. Digitization is done manually using On-screen method. The errors in the original maps will be transferred and they are likely magnified when digitized using GIS. Here arcs and nodes are defined by the user. The projection used here is polyconic which is considered the best suited for India. Arc View and Arc Info are the softwares used for digitization, transformation/projection and analysis. Analysis Buffer analysis is made to determine the effected area. The minimum and maximum distances are given. Selected route in the network map which are given as buffer distances. If there is overlap in the buffers then a common point can be considered for the location of the stop such that there is no overlap. This point is selected considering other criteria also. Confluence of all parameters is essential before arriving into any decision. The similar way if the distance between two buffers are more this indicate that the area in the in between region is not properly served by any of the bus stops. In this case new bus stops can be created. Thus it is necessary to calculate based on all the parameters that none of the areas are under served or over served. The route analysis was made the impedance value and the speed is given based on the vehicular volume on each road. The bus stops can be minimized in roads where there the existing traffic is high, additional positioning of these stops would add up to the traffic congestion. The locations of important centers such as hospitals, schools etc are also estimated for their proximity to the stops using the route analysis module. The time gained due to the reduction of the stops vice versa is also projected by having each location as a node and by giving a positive or negative value for the calculation of impedance. The demographic characteristics are also computed. CHAPTER 3 METHODOLOGY 3.1 Introduction This chapter will explain the methodology adopted in this study. The explanation starts with the introduction of adopted method for literature review, the method for data acquisition and the type of data acquired, data preparation and processing and followed by performing data analysis and results documentation and recording methods. Project Planning Data Preparation and Processing Data Acquisition and type of Data acquired Analysis and Results Fig. 3.1: Methodology Flow Sequence 3.2 Research Methodology Project Planning Selection of hardware and software (ArcGIS) Selection of study area (Shah Alam) Selection of data Data Acquisition and Type of Data Acquired Spatial data 1) Land use map 2) Route map 3) Layer Trace existing bus stop location using handheld GPS (X,Y). Attribute name 1) Road name 2) Building 3) Population UiTMà ¢Ã¢â€š ¬Ã¢â€ž ¢s NR student source from HEP UiTM. (X,Y) Data Preparation and Processing Creating different Themes Digitizing Scanning Digitizing Creating Attribute Tables Analysis and Result - - Compare existing bus stop location with the recommendation as requested safety reasons. Proposed new bus stops based on the location of resident for Non-Resident students. Compare the distance between two consecutive bus stops with the standard distance of travel by man by walk which is 400m. (source from MBSA) Fig 3.2: Flow Chart of Methodology Phase 1: Preliminary Study Project Planning 1. Selection of Study Area The city of Shah Alam has to be selected as study case area which covers section 2 until section 24. This study emphasized in the area with educational institutions especially UiTM since this study is focused on non-residents students. 2. Selection of Hardware and Software Hardware for scanning, digitizing, and processing has been determined. Software that will be used is ArcMap. This software helps in digitizing also analysis. 3. Selection of Data To select data, it needs to relate with problem statement. Data has been gathered from many of sources that will be explain in Data Collection. Phase 2 : Data Acquisition and Type of Data Acquired 1. Spatial Data Spatial data is data pertaining to the location and spatial dimensions of geographical entities