scholarly journals Influence of Recreational, Landscape and Protective Functions on the Value of Forest, Wooded and Bushy Properties in Urbanized Areas on the Example of the Local Market of the City of Krakow

2021 ◽  
Vol 29 (4) ◽  
pp. 1-9
Author(s):  
Robert Zygmunt ◽  
Radosław Gaca
Keyword(s):  
Real Estate ◽  
Raw Material ◽  
Local Market ◽  
The Road ◽  
Railway Line ◽  
Vistula River ◽  
The North ◽  
Urbanized Areas ◽  
The Impact ◽  
The City

Abstract The paper presents a proposal for an approach to the valuation of forest, wooded and bushy real estate located in cities, which allows for the assessment of the impact of natural, protective and landscape factors on the value of this type of real estate. The main problem in the valuation of this type of real estate is the correct estimation of the impact on the value of the non-production factors described above. Considering the above, the main goal of the study was to identify the factors influencing the prices and value of forested, wooded and shrubby properties located in urbanized areas. The supplementary goal was to confirm the suitability of the methods and statistical models used in the study for similar measurements. By implementing the adopted goals, the article presents an analysis of the impact of these factors on the prices and value of real estate. The study covered the southwest part of the city of Kraków, located between the Vistula River and the Kraków-Rzeszów railway line in the north and east, and the southern and western border of the city. Urban forests perform mainly social functions, constituting only a marginal source of wood raw material. The results of the study showed that, in the case of similar properties, prices are significantly influenced by factors such as location, type and nature of the surroundings, form of access to the road, landscape and recreational values, manner of use and development status, as well as the permissible form of development, which is a measure of the profitability of timber production. The work ended with a discussion on the results and proposed directions for further research.

scholarly journals The Influence of Traffic Noise on Apartment Prices on the Example of a European Urban Agglomeration

2020 ◽  
Vol 12 (3) ◽  
pp. 801 ◽  
Author(s):  
Agnieszka Szczepańska ◽  
Adam Senetra ◽  
Monika Wasilewicz-Pszczółkowska
Keyword(s):  
Real Estate ◽  
Traffic Noise ◽  
Real Estate Market ◽  
Infrastructure Projects ◽  
The Real Estate ◽  
The Road ◽  
Key Factor ◽  
City Construction ◽  
The Impact ◽  
The City

Traffic noise is one of the key determinants of apartment prices. The real estate market is highly sensitive to adverse environmental factors, which explains significant variations in apartment prices. The aim of this study was to identify the correlations between traffic noise levels and the prices of apartments traded on a local real estate market. The study analyzed three residential districts in the city of Olsztyn in north-eastern Poland. The database covered 5259 transactions concluded in 2005–2018. The collected data were standardized in terms of technical and functional parameters, and noise was the key factor differentiating the evaluated property. The relationships between the explained variable (apartment price) and the explanatory variable (traffic noise) were determined by linear correlation analysis. A negative correlation was noted, which confirms that a building’s location relative to the road network and, consequently, the level of traffic noise, is one of the factors that play a role in the potential buyers’ choice of property. The results of the study also indicate that the impact of traffic noise on the decisions made by real estate buyers continued to decrease in the analyzed period. Infrastructure projects in the city (construction of tramway lines and a ring road) have visibly reversed the previously observed trends and have decreased the strength of the above correlations in the evaluated residential districts. The values of the correlation coefficient were stabilized below the level noted in earlier stages of the analysis after the completion of the major infrastructure projects.

scholarly journals The Impact Of Changing Determinations Of A Local Spatial Development Plan On The Cadastral Value Of Real Estate

2015 ◽  
Vol 23 (4) ◽  
pp. 16-23
Author(s):  
Karolina Szmatloch
Keyword(s):  
Land Use ◽  
Real Estate ◽  
Spatial Development ◽  
Development Plan ◽  
Local Market ◽  
Development Plans ◽  
The Impact ◽  
The City ◽  
Intended Use ◽  
Real Estates

Abstract This paper concerns changes of the cadastral value of real estate connected with changes in the land use determinations of the local spatial development plan in a given area over the analyzed period of time. The research has revealed a variable course of the determinations of adopted local plans over the years, which would indicate the need to re-appraise the cadastral value of real estates, as well as recharge the tax ad valorem. To demonstrate the effects of the identified changes in spatial development plans in accordance with the assumptions of mass appraisal, the cadastral value of sample real estates located in the area of research was determined. The real estates were covered by a change of intended use resulting from adopting the Local Spatial Development Plan for the City of Krakow. The conducted research confirmed a significant change in the cadastral value of real estates subjected to evaluation. In addition, the characteristics of the knowledge base on real estates on the local market of the City of Krakow have been researched, and the valid legal acts regarding the connection of information contained in the local spatial development plan with the method of determining the cadastral value of a real estate have been analyzed.

scholarly journals O COMPLEXO VIÁRIO ULISSES DE GÓIS E SUAS IMPLICAÇÕES NO ESPAÇO URBANO DA ZONA NORTE DE NATAL/RN

2017 ◽  
Vol 3 (9) ◽  
pp. 238
Author(s):  
Iapony Rodrigues Galvão
Keyword(s):  
Urban Space ◽  
Field Research ◽  
Capital City ◽  
Motor Vehicles ◽  
Transit System ◽  
The Road ◽  
The North ◽  
El Sistema ◽  
The Impact ◽  
The City

THE ULISSES DE GÓIS VIALE COMPLEX AND ITS IMPLICATIONS IN THE URBAN AREA OF THE NORTH OF NATAL ZONE/ RNEL COMPLEJO VIARIO ULISSES DE GÓIS Y SUS IMPLICACIONES EN EL ESPACIO URBANO DE LA ZONA NORTE DE NATAL/RNO complexo viário Ulisses de Góis localizado na porção Norte da capital potiguar é composto pela Ponte Ulisses de Góis, mais conhecida como Ponte de Igapó, a qual foi, durante mais de três décadas, a única ligação entre a porção Norte com o restante da cidade e pelo Viaduto Ulisses de Góis, concluído em 2002, o qual interliga a Ponte de Igapó com outras relevantes artérias desta Zona administrativa natalense. Com a construção deste último componente viário, ocorreram profundas dinâmicas no sistema de trânsito não somente da Zona Norte como o da capital potiguar. Desta forma, a presente pesquisa visou compreender a influência do complexo viário nas dinâmicas impostas no sistema de trânsito e nas próprias configurações urbanas da capital potiguar e as possíveis melhorias (ou não) trazidas por esta obra viária para a fluência dos veículos automotores. Assim, através de pesquisas bibliográficas e pesquisas de campo realizada com a aplicação de questionários estruturados a usuários e moradores da área em questão, observou-se que, apesar de considerável parcela dos usuários (48%) afirmarem que ocorreu significativa melhoria no trânsito da zona Norte com a construção do Viaduto Ulisses de Góis, uma parcela não menos importante (37%) considera que o impacto da construção do viaduto para a fluidez do trânsito fora insignificante, pois a construção do viaduto não contribuiu para a resolução dos problemas de circulação de veículos. Percebeu-se, assim, que se torna necessário dotar a cidade de um planejamento voltado para a sua realidade, objetivando aumentar ainda mais a fluidez do trânsito na capital potiguar, através de medidas como o incremento do transporte de massa, possibilitando ainda mais a mobilidade urbana e, assim, constituindo uma cidade mais justa e igualitária para todos os natalenses.Palavras-chave: Espaço Urbano; Complexo Viário; Trânsito.ABSTRACTThe Ulisses de Góis road complex located in the northern part of the capital of potiguar is made up of the Ulisses de Góis Bridge, better known as the Igapó Bridge, which for more than three decades was the only link between the North and the rest of the city and by the Ulisses de Góis Viaduct, completed in 2002, which connects the Igapó Bridge with other relevant arteries of this natal Administrative Zone. With the construction of this last road component, there were profound dynamics in the transit system, not only in the Northern Zone, but also in the capital city. In this way, the present research aimed to understand the influence of the road complex on the dynamics imposed on the transit system and on the urban configurations of the capital of potiguar and the possible improvements (or not) brought by this highway work for the fluency of motor vehicles. Thus, through bibliographic research and field research carried out with the application of structured questionnaires to users and residents of the area in question, it was observed that, despite a considerable portion of users (48%), they affirmed that there was a significant improvement in the area's traffic (37%) considered that the impact of the construction of the viaduct to traffic flow was insignificant, since the construction of the viaduct did not contribute to the vehicles. It was realized, therefore, that it is necessary to endow the city with a planning focused on its reality, aiming to increase even more the flow of traffic in the capital of potiguar, through measures such as the increase of mass transport, making possible even more mobility urban and, thus, being a fairer and egalitarian city for all natalians.Keywords: Urban Space; Road Complex; Traffic.RESUMENEl complejo vial Ulisses de Góis ubicado en la porción Norte de la capital potiguar está compuesto por el Puente Ulisses de Góis, más conocido como Puente de Igapó, el cual fue durante más de tres décadas la única conexión entre la porción Norte con el resto de la ciudad y por el Viaducto Ulisses de Góis, concluido en 2002, el que interconecta el Puente de Igapó con otras relevantes arterias de esta Zona administrativa natalense. Con la construcción de este último componente viario, ocurrieron profundas dinámicas en el sistema de tránsito, no solamente en la Zona Norte como el de la capital potiguar. De esta forma, la presente investigación pretendió comprender la influencia del complejo vial en las dinámicas impuestas en el sistema de tránsito y en las propias configuraciones urbanas de la capital potiguar, y las posibles mejoras (o no) traídas por esta obra vial para la fluencia de los vehículos automotores. Por lo tanto, a través de investigaciones bibliográficas e investigaciones de campo, realizada con la aplicación de cuestionarios estructurados a usuarios y residentes del área en cuestión, se observó que: a pesar de la considerable proporción de los usuarios (48%) que afirman que ocurrió una significativa mejora en el tránsito de la zona, en el norte con la construcción del Viaducto Ulisses de Góis, una parte no menos importante (37%), considera que el impacto de la construcción del viaducto para la fluidez del tránsito fue insignificante, pues no contribuyó a la resolución de los problemas de circulación de los vehículos. Se percibió, que se hace necesario dotar a la ciudad de una planificación volcada hacia su realidad, con el objetivo de aumentar aún más la fluidez del tránsito en la capital potiguar, a través de medidas como el incremento del transporte de masa, posibilitando aún más la movilidad urbana y, así, constituyendo una ciudad más justa e igualitaria para todos los natalenses.Palabras clave: Espacio Urbano; Complejo Vial; Tráfico.

TO THE QUESTION OF THE IMPACT OF CLIMATE CHANGE ON THE ECOLOGICAL STATE OF ARTIFICIAL PLANTATIONS OF PITSUNDSKAYA PINE IN THE SEASIDE AREA OF GELENDZHIK

2017 ◽  
Author(s):  
Elizaveta Derevenets ◽  
Elizaveta Derevenets
Keyword(s):  
Negative Impact ◽  
Standard Technique ◽  
Negative Influence ◽  
Exhaust Gases ◽  
The Road ◽  
Industrial Enterprises ◽  
Federal Highway ◽  
On The Road ◽  
The Impact ◽  
The City

Gelendzhik is the resort town, there aren't a lot of industrial enterprises here. The main pollutant is transport. The work purpose is the assessment of a condition of the artificial landings of a pine located along the Federal highway "Don" and landings, which is nearly the sea coast. Researches were conducted to a standard technique of the General vital state (A. S. Bogolyubov). The assessment of a condition of pines was carried out during 6 years: from 2010 to 2015. For carrying out research we used 6 experimental grounds on the Markotkhsky spine and 2 control grounds within the town. We investigated 24 trees on each platform, middle age of the trees were 30 - 40 years. Results. 1. The condition of trees in the pine forests located in immediate proximity with the Federal highway "Don" (No. 1, 2, 3) is unsatisfactory. As even weak influences of the majority of atmospheric gaseous pollutants (sulphurous gas, nitrogen oxides, etc.) give effect of a necrosis and hloroz of pine needles, the condition of pines is connected with technogenic pollution. So near the Federal highway "Don" the air environment is strongly polluted by exhaust gases. Information of 2012 confirm that negative influence of the route on Markotkh's vegetation decreases at reduction of load of the route. 2. On the sites located above on a slope (No. 4,5,6) thanks to remoteness and the wind mode intensity of influence of pollutants is lower and a condition of pines the quite satisfactory. 3. Trees on the sites located near the sea (No. 7,8) are in a good shape. Small deterioration of a state is noted in very droughty years. Conclusion. Results of six years' research show that the condition of the plantings which are in close proximity with the road worsens. It is explained by increase in intensity of the movement on the road, especially during a resort season. Gelendzhik is the city with a good ecological shape, but the damage to environment is already caused. If not to take measures, we can lose a unique part of the nature in the future, recreate it will be impossible. Measures of reduction of negative impact of exhaust gases were offered. Results of researches are transferred to ecological department of the City administration of Gelendzhik.

TO THE QUESTION OF THE IMPACT OF CLIMATE CHANGE ON THE ECOLOGICAL STATE OF ARTIFICIAL PLANTATIONS OF PITSUNDSKAYA PINE IN THE SEASIDE AREA OF GELENDZHIK

2017 ◽  
Author(s):  
Elizaveta Derevenets ◽  
Elizaveta Derevenets
Keyword(s):  
Negative Impact ◽  
Standard Technique ◽  
Negative Influence ◽  
Exhaust Gases ◽  
The Road ◽  
Industrial Enterprises ◽  
Federal Highway ◽  
On The Road ◽  
The Impact ◽  
The City

Gelendzhik is the resort town, there aren't a lot of industrial enterprises here. The main pollutant is transport. The work purpose is the assessment of a condition of the artificial landings of a pine located along the Federal highway "Don" and landings, which is nearly the sea coast. Researches were conducted to a standard technique of the General vital state (A. S. Bogolyubov). The assessment of a condition of pines was carried out during 6 years: from 2010 to 2015. For carrying out research we used 6 experimental grounds on the Markotkhsky spine and 2 control grounds within the town. We investigated 24 trees on each platform, middle age of the trees were 30 - 40 years. Results. 1. The condition of trees in the pine forests located in immediate proximity with the Federal highway "Don" (No. 1, 2, 3) is unsatisfactory. As even weak influences of the majority of atmospheric gaseous pollutants (sulphurous gas, nitrogen oxides, etc.) give effect of a necrosis and hloroz of pine needles, the condition of pines is connected with technogenic pollution. So near the Federal highway "Don" the air environment is strongly polluted by exhaust gases. Information of 2012 confirm that negative influence of the route on Markotkh's vegetation decreases at reduction of load of the route. 2. On the sites located above on a slope (No. 4,5,6) thanks to remoteness and the wind mode intensity of influence of pollutants is lower and a condition of pines the quite satisfactory. 3. Trees on the sites located near the sea (No. 7,8) are in a good shape. Small deterioration of a state is noted in very droughty years. Conclusion. Results of six years' research show that the condition of the plantings which are in close proximity with the road worsens. It is explained by increase in intensity of the movement on the road, especially during a resort season. Gelendzhik is the city with a good ecological shape, but the damage to environment is already caused. If not to take measures, we can lose a unique part of the nature in the future, recreate it will be impossible. Measures of reduction of negative impact of exhaust gases were offered. Results of researches are transferred to ecological department of the City administration of Gelendzhik.

scholarly journals Extracting Road Traffic Volume in the City before and during covid-19 through Video Remote Sensing

2021 ◽  
Vol 13 (12) ◽  
pp. 2329
Author(s):  
Elżbieta Macioszek ◽  
Agata Kurek
Keyword(s):  
Travel Behavior ◽  
Traffic Management ◽  
Road Traffic ◽  
Traffic Volume ◽  
The Road ◽  
Traffic Characteristics ◽  
Annual Average Daily Traffic ◽  
On The Road ◽  
The Impact ◽  
The City

Continuous, automatic measurements of road traffic volume allow the obtaining of information on daily, weekly or seasonal fluctuations in road traffic volume. They are the basis for calculating the annual average daily traffic volume, obtaining information about the relevant traffic volume, or calculating indicators for converting traffic volume from short-term measurements to average daily traffic volume. The covid-19 pandemic has contributed to extensive social and economic anomalies worldwide. In addition to the health consequences, the impact on travel behavior on the transport network was also sudden, extensive, and unpredictable. Changes in the transport behavior resulted in different values of traffic volume on the road and street network than before. The article presents road traffic volume analysis in the city before and during the restrictions related to covid-19. Selected traffic characteristics were compared for 2019 and 2020. This analysis made it possible to characterize the daily, weekly and annual variability of traffic volume in 2019 and 2020. Moreover, the article attempts to estimate daily traffic patterns at particular stages of the pandemic. These types of patterns were also constructed for the weeks in 2019 corresponding to these stages of the pandemic. Daily traffic volume distributions in 2020 were compared with the corresponding ones in 2019. The obtained results may be useful in terms of planning operational and strategic activities in the field of traffic management in the city and management in subsequent stages of a pandemic or subsequent pandemics.

scholarly journals Kampus Uniwersytecki Morasko w Poznaniu – geneza, struktura przestrzenno-funkcjonalna, obsługa transportowa

2020 ◽  
pp. 7-32
Author(s):  
Katarzyna Kulczyńska ◽  
Natalia Borowicz ◽  
Karolina Piwnicka-Wdowikowska
Keyword(s):  
Functional Structure ◽  
Recreational Sports ◽  
University Campus ◽  
Social Sciences And Humanities ◽  
Railway Line ◽  
The North ◽  
North Eastern ◽  
History Of ◽  
The City

Morasko University Campus in Poznań – origin, spatial and functional structure, transport solutions The purpose of the paper is to characterize the most recently created part of the Adam Mickiewicz University – the Morasko Campus. The paper consists of three parts. The first concerns the origins and development of the campus. The second part presents its spatial and functional structure on the basis of a field inventory, while the third one – campus transport solutions based on a survey conducted among students. The history of the campus located in the northern, peripheral part of the city began with laying the foundation act and the cornerstone in 1977. The agricultural role of this area, dominant until the 1980s, has been replaced with new functions, mainly academic and scientific ones. The first university buildings were commissioned in the 1990s, and the construction boom began after 2000. A total of nine faculties (out of 21 existing) are housed in eight buildings in the campus, including exact and natural sciences, as well as a part of social sciences and humanities. To this day, neither student dormitories nor accommodation for PhD students have been constructed (although they are likely to be built), which would emphasize the academic function of the campus. The campus also comprises areas with recreational, sports, residential and other service functions (e.g. catering, beauty, hairdressing, and commercial services), which are complemented by areas that serve transport functions. Location in the northern periphery of the city, and above all the railway line for freight (the northern bypass of Poznań) separating the city from the campus, makes transport to this part of the city limited. The results of the survey revealed a lack of a safe bicycle path between the western and eastern part of the campus, insufficient number of parking places for motorists, a lack of paved roads from the north and west, only three narrow access roads for car commuters, and difficult access by public transport to the eastern and north-eastern parts. In the latter case, the planned extension of the tram line towards Umultowo after the year 2022 is expected to solve the problem. Zarys treści: Celem opracowania jest charakterystyka najmłodszej przestrzeni Uniwersytetu im. Adama Mickiewicza – Kampusu Morasko. Opracowanie składa się z trzech zasadniczych części. Pierwsza część artykułu dotyczy genezy powstania i rozbudowy miasteczka uniwersyteckiego. W drugiej części przedstawiono strukturę przestrzenno-funkcjonalną kampusu w oparciu o inwentaryzację terenową, w trzeciej zaś obsługę transportową na podstawie badań ankietowych przeprowadzonych wśród studentów. Historia położonego w północnej, peryferyjnej części miasta kampusu rozpoczęła się od wmurowania aktu erekcyjnego i kamienia węgielnego w 1977 r. Dominująca do lat 80. XX w. funkcja rolnicza tego obszaru została zastąpiona przez nowe funkcje, głównie akademickie i naukowe. Pierwsze budynki dydaktyczne oddano do użytku dopiero w latach 90. ubiegłego wieku, a boom budowlany rozpoczął się po roku 2000. Swoją siedzibę znalazły tutaj nauki ścisłe i przyrodnicze, a także część nauk społecznych i humanistycznych, w sumie dziewięć wydziałów (na 21 istniejących) w ośmiu budynkach. Do dzisiaj nie wybudowano akademików czy domu doktoranta (choć istnieją realne szanse na ich powstanie), co podkreśliłoby funkcję akademicką kampusu. W strukturze kampusu wyróżnia się ponadto obszary o funkcjach rekreacyjnych, rekreacyjno-sportowych, mieszkaniowych i innych o charakterze usługowym (np. usługi gastronomiczne, kosmetyczne, fryzjerskie, handel), których uzupełnieniem są obszary o funkcjach komunikacyjnych. Położenie na północnych peryferiach miasta, a przede wszystkim linia kolejowa dla przewozów towarowych (północna obwodnica Poznania) oddzielająca miasto od kampusu sprawiają, że obsługa transportowa tej części miasta jest ograniczona. Wyniki badań ankietowych wskazują na brak bezpiecznej drogi rowerowej między zachodnią i północno-wschodnią częścią kampusu, niewystarczającą liczbę miejsc parkingowych dla zmotoryzowanych, brak utwardzonych dróg od strony północnej i zachodniej, zaledwie trzy wąskie wjazdy na kampus dla dojeżdżających samochodem czy utrudniony dojazd komunikacją publiczną do części wschodniej i północno-wschodniej. W tym ostatnim przypadku rozwiązaniem ma być planowana po 2022 r. rozbudowa linii tramwajowej w kierunku Umultowa.

scholarly journals Main parameters influencing the plastic behavior of clays used for traditional ceramics production

2021 ◽  
Author(s):  
Hicham El Boudour El Idrissi
Keyword(s):  
Mineral Composition ◽  
Ceramic Industry ◽  
Raw Material ◽  
Plastic Behavior ◽  
Different Types ◽  
The Impact ◽  
The City ◽  
Traditional Ceramics ◽  
Clayey Materials ◽  
Clay Mineral Composition

This paper investigates the main parameters influencing the plastic behavior of clays used for traditional ceramics production. For this, twenty-six clayey pastes were selected from twelve traditional ceramic plants around the city of Marrakech (Morocco). According to the lithology, six different types of materials are used as raw material in the ceramic industry of this region. Emphasis is placed on the impact of the characteristics of these clayey materials upon the plastic behavior of these clays. The pastes were characterized through their consistency using the Atterberg limits. It has been concluded that the gain size, the mineralogical and the clay mineral composition and content, the effect of diagenesis and the presence of talc-pyrophyllite association play the most important role in the control of the plasticity behavior.

scholarly journals PRICE DETERMINATION OF CHICKEN PORRIDGE MSMEs IN FACING RAW MATERIAL COST FLUCTUATION

2019 ◽  
Vol 3 (1) ◽  
pp. 273
Author(s):  
Faizal Haris Eko Prabowo
Keyword(s):  
Raw Material ◽  
Survey Method ◽  
Selling Price ◽  
Price Determination ◽  
Material Costs ◽  
Economic Census ◽  
Revenue Streams ◽  
The Impact ◽  
The City

The culinary industry is currently one of the best industries that are developing, this has become one of the economic supports in several regions. Based on the results of the economic census report of the Tasikmalaya City in 2016 the culinary industry in percentage and number of positions was in the third position followed by the large trade industry which occupied the first position and the processing industry in the second position. This study aims to determine the impact of changes in raw material costs lucratively on the selling price determination of chicken porridge in MSMEs at the City of Tasikmalaya. The population in this study were all MSMEs chicken porridge entrepreneurs totaling 261 units, while the method used in this study was a survey method with a quantitative approach presented descriptively. The result of this study is that changes in raw material costs have an impact of 89.2% on the determination of the selling price of chicken porridge. In fact, this is clearly illustrated by the chicken porridge activists who prefer to set the selling price using a mixed method based on market costs and demand. This is because there is a concern from chicken porridge activists for the risks that they will get such as decreasing sales and automatically reducing their revenue streams.

Central Greco-Roman Cities

2004 ◽  
Author(s):  
Dora P. Crouch
Keyword(s):  
Agricultural Land ◽  
The Road ◽  
Archaeological Data ◽  
Greco Roman ◽  
The North ◽  
Urban Core ◽  
Local Resources ◽  
Structure Morphology ◽  
The City ◽  
Eastern Edge

Argos, situated in the southern peninsula of Greece called the Peloponnese, lies on the northwest side of the Argos Plain, backed by hills to the north and west that are the eastern edge of an extensive region of mountains and intermountain basins. A road runs northward through the valley and over the hills to Nemea and Corinth. Eastward beyond the capricious rivers lie the old Mycenaean cities of Mycenae and Tiryns on their knolls, with the port of Nauplia closing the circuit to the southeast. Beyond Nauplia is the Argolid peninsula with the ancient pilgrimage and health center of Epidauros. (The term “Argolid” as used in the literature sometimes means all the area near Argos and sometimes means only the peninsula south and east of Nauplia. Herein, we will use Argolid for the latter and Argive Plain for the former.) Between Argos and the gulf about 6 km south is the marshy area of Lerna, remnant of a lake that once reached nearly to the outskirts of Argos, while the southeast part of the plain was until recently a series of lagoons (Piérart 1992). To the southwest, skirting the mountains, runs the road to Sparta. The advantages for Argos of being situated at the center of gravity in the triangular plain (Runnels 1995) continued throughout all the periods studied herein. Argos is unusual among ancient cities because we have ample modern geological investigations of regional structure, morphology, karst geology, and hydrogeology, literary evidence from antiquity, and archaeological data from decades of investigation. These materials contribute to a detailed understanding of how human settlement built on and responded to local resources. We will therefore describe the regional setting of the city before turning to an examination of the urban core. Below its mountains, the city of Argos stands on a shelf overlooking a plain of extensive fertile agricultural land that curves around the site from north to southwest. The stratigraphy is as follows, beginning with the topmost modern layers: . . . Higher plateau and mountains are Tripoli limestone. Tripoli plateau sits amid karstic mountains. (Older) Triassic and Jurassic limestones to the northeast. . . .

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