What turns a space into a place? What factors, human and physical, influence the character of places? What different categories of place exist? How can different people perceive places in different ways? How is your Local place different from places that are geographically far away geographically distant?
How is your local place different from places that economically, socially and culturally distant? How do agencies try to manipulate our ideas and thoughts about place? What impact have globalizing forces had upon places?
How does pace impact upon the quality of life of people living there? How are places linked together via their relationships and connections? Why do places change over time? How can we use qualitative and quantitative sources to investigate place? In this context these are just spaces — somewhere that is unknown, unfamiliar, like looking at tourist board photos or images on the Internet. However, this does not fully define place or explain why people attach so much meaning to places.
Perhaps place can be defined as a location with meaning. Thinking Global, Looking Local. Simon Oakes delivers an exciting session at the Geographical Association Conference in Manchester. For more information on what cookies are and how you can manage and remove them click here. Changing place changing places. Changing Place; Changing Places Twelve articles from Geography matters , addressing the concepts of place and changing places, to support planning this core theme contents page Changing Places Six articles from Geography , addressing the concept of place, studentification, the changing urban environment of Beirut, the changing ethnic composition of urban neighbourhoods in England and Wales, the notion of urban renaissance and urban heritage trails contents page.
Changing Places Six articles from Teaching Geography , addressing the concept and teaching of place, urban regeneration and change. Population change In this five-minute video aimed at A level and university students, Professor Danny Dorling talks about population growth and decline, immigration and the prospects for the UK following the referendum for the UK to leave the EU.
Connections and thinking across scales In this three-minute video, Professor Peter Jackson explains how geographic thinking can be used to find connections in the world which are not immediately apparent.
Urbanisation In this seven minute video, Dr. Urban poverty In this six minute video, Dr. Population and housing in the UK Outlines for ten fully-resourced lessons supporting planning on urban areas or and rural change. Become a member GA membership provides specialist support and expert advice for geography teaching.
Featured Product. Journals Members get free online access to the journal s they subscribe to and GA Magazine. Visit journals page. Place prosperity policies are also aimed at people, but they confer benefits only if the recipient remains in a specific place; examples are subsidies for local job creation or public infrastructure.
Any description, any analysis, and any prescription for a place must take account of these changes. These changes of course may be functions of gender, age at the start of the period, education and occupation, or other personal characteristics.
The life course is dependent in large part on the career path, a concept well known in human capital theory and other areas of labor economics. Other changes are due to more abrupt alterations in economic situation or to shifts in social attitudes in the nation or region as a whole, and these are not very predictable. The changes due to migration and turnabouts in preferences are related to each other in a significant way.
Some change can prompt current residents to leave a place. The option to choose one course of action over another is significant, though this is never reflected in the readily available data. Many things affect choice, including the expected efficacy of voice if the person stays. If policy makers wish to retain populations, they have to design political processes that facilitate participation in the decision process.
A district may get its common character from natural features, distinctive buildings, economic function, pervasive affluence, or pervasive poverty. High-poverty districts are major features of the modern city, and they are dramatic reminders of long-term historical processes shaped by discrimination, inequality of opportunity, durability of the.
Their residents often do not have adequate accessibility to jobs and essential amenities. Examples include clusters of architectural styles, strip malls, highway medians, cemeteries, parks, wetlands, and wooded areas.
Although patches can be created or lost quickly, paths connecting diverse patches can enhance the livability of a large, dense urban district. Legibility can either add to or detract from the favorable qualities of a place, and historical processes are important in creating and preserving legibility.
For example, some districts exhibit strong path interdependence, but others change fairly quickly due to population shifts. Examples include home and workplace, as well as town centers, urban villages, shopping centers, parks, areas of leisure, and places devoted to sharing experiences with others concert halls, stadiums, etc. These areas are like islands; they have distinctive character, yet mobility makes them contiguous to a degree, and the places and connections between them act as an integrated system Dubois-Taine, , p.
Travel between the territories may be by foot, bicycle, private car, or public transportation, but regardless of travel mode, the spaces between the lived-in territories are important features that help define the entire assemblage. Some writers in France e. The poor quality of local transportation accentuates inequalities in the availability of important options.
This is true, for example, of the home-to-work journey, traditionally. Thus, the space-time paths of people coincide less often than in the past. The many different lived-in territories and the different times people live in them, along with the nature of these modern travel corridors, underscore the need to focus on entire systems of lived-in territories. Horizontal relationships between places are shaped by the flows of people, goods, and information and also by common experiences of different places located in a common political jurisdiction.
Comparisons between places, linkages between them, and flows between them are ubiquitous. Much of the extensive scholarly literature is concerned with modeling economic specializations and the trade between places, which are relevant for work in cultural geography and sociology that explores the socioeconomic structure, character, and evolution of places over time.
The literature also contains many models of systems of places, usually hierarchical in structure. People, in their capacity as economic actors—whether managers of firms, workers, or retired persons choosing a place to live—are always making explicit comparisons of places.
In a society that allows and even encourages mobility, it is essential that people evaluating their options have access to data on livability, in its many dimensions, in many different places.
The choice between exit and voice, which affects how a place changes over time, never depends solely on internal or vertical characteristics—it is always made by comparing the place with other places, places one could move to, places one might move to. Livability here matters, but only in comparison with livability there.
Linkages related to transportation include personal travel, complementary and competitive connections in economic trade, movement of capital, and common experiences in political places. One common thread is the importance of air transportation, which looms larger in importance than in the previous discussion. However, transportation is not always a crucial factor in important linkages.
People travel between places for many reasons, for example, to visit family, receive education, or participate in tourism or other recreational activities. Accordingly, ease and cost of travel is a factor in the livability a person enjoys. Over time, as extended families have continued to disperse, long-distance personal travel has become increasingly important.
Therefore, air travel options and interstate highway systems have important implications for livability. Air travel has enabled growth of certain popular U. All of these places are important to tourists not only within the United States but also around the globe. Complementary refers to trade between producers of inputs and producers of final products. In any place, some business firms are producing final products and need transportation of inputs, whereas others are producing goods that will be inputs into final products made elsewhere.
These inputs might include raw materials, energy sources, intermediate goods, and capital goods. The quality of freight transportation affects economic competitiveness, and in most places, rail, trucking, and air modes are relevant; water transportation also is important in some places. However, transportation of people is not a trivial concern, since managers, salespeople, and technicians often demand efficient travel to customers or suppliers, and here too the quality of air transportation is a factor.
Most firms must compete for customers, and the quality of transportation affects competitiveness. This group of linkages is not sharply distinguishable from the previous ones, since producers of raw materials and intermediate goods must compete for customers, as do producers of final products. A variety of modes of freight transportation is especially important; additionally, air transportation of people is often an important factor. The quality of communication matters for linkages in capital flows, but.
The exceptions can be significant, however, especially in some places. For example, in the case of venture capital, the suppliers tend to be much more concentrated spatially than the recipients, yet both suppliers and recipients demand occasional face-to-face contact, requiring someone to travel.
Connections between places are often created by political boundaries and a common government, even when there is no direct interaction or movement. The quality of public services, the protection of the environment, effects of regulation, and the combined effect of taxes and expenditures are determined by political places that encompass many smaller places.
The inhabitants of these smaller places have limited power to affect the results. Residents of Northam and Southam have limited control over transportation decisions made in their state capital, but the residents of the two towns are inextricably linked together by the decisions made in Capital City. Travel within and between towns, travel in and out of the state, economic trade, and competition—all of these are affected by political jurisdictions.
The distinguishing characteristics, including the identity, of larger places such as metropolitan areas or state and multistate regions depend on the relations and linkages between the smaller places in them. The perceived character of a large region, such as New England or the Great Plains, results from the simultaneous existence and interdependence of its large cities, small cities and towns, and rural areas and from interdependence between financial centers, manufacturing cities, and farming areas.
A large region can have a clear identity and sense of place as an agglomeration of the identities of its smaller places. Many elements of legibility in a larger region are assemblages of its smaller places. The major paths in the region are channels connecting the smaller places, for example, highways and river valleys. River valleys and basins in particular have long been identifying features of large regions. Bioregions are increasingly considered meaningful places as more people recognize the importance of river basins.
The Connecticut River valley is an example of an identifying feature that helps the larger New England area. Such a valley may present a dilemma for the transportation planner: a natural corridor that cries out for efficient pavement, yet an element of legibility that should be altered with care. Edges are also good examples,. The districts of a large-scale region are often clusters of towns, small cities, and rural areas, and the major landmarks are often single towns.
Sometimes a landmark town is so small that it is only a patch when one considers the larger scale. Thus, again the variety of scales is important for legibility.
In a small place, the elements of legibility may be a river walkway, a town square, a college campus, a mountain, or a park. In a large region, they may be a river valley, an ocean coast, a college town, a mountain range, an emerald necklace of parks in several towns, or a subregion featuring many farms and small towns.
The connections between these smaller places within the larger one change over time. Smaller places may change greatly, sometimes with marked effect on the character of the larger region. Yet a rural district may change from primarily agricultural to primarily tourist, and the loss of rurality and the increases in congestion have a significant deleterious effect.
The same can happen if a rural district with farms or a small town is transformed into an edge city by suburban expansion from a large, distant city by construction of a superhighway and interchange. Transportation routes and facilities can have a major effect on the character of the entire region.
Allen, J. Massey, and A. Rethinking the Region. New York: Routledge. Becker, G. Preferences and values. Chapter 1 in Accounting for Tastes. Cambridge, Mass. Bolton, R. Urban Studies Coleman, J. Social capital in the creation of human capital. American Journal of Sociology SS Downs, A. Washington, D. New Visions for Metropolitan America. The Future of U. Ground Transportation from to Remarks to the U.
Accessed September 26, Dubois-Taine, G. An analysis of the human settlements in France: Ville emergente. Golledge, R. Spatial Behavior: A Geographic Perspective, 2nd edition. New York: Guilford. What about people in regional science? Papers of the Regional Science Association Hanson, S. Isms and schisms: Healing the rift between the nature-society and space-society traditions in human geography. Annals of the Association of American Geographers Hirschman, A.
Katz, C. Monk, eds. Lakshmanan, T. Regional energy and environmental analysis. Nijkamp, ed. Amsterdam: North Holland Press. Massey, D. Power-geometry and a progressive sense of place. Bird, B. Curtis, T. Putnam, G. Robertson, and L. Tickner, eds. Putnam, R. Princeton, N. New York: Simon and Schuster. Sack, R. Homo Geographicus.
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