The advent of accelerated global warming and volatile climate change has prompted the need for a better understanding of what factors and policies might contribute to mitigate these events as well as increase the resilience of communities. Transit systems’ effectiveness and efficiency in increasingly disperse, car-dependent, and poly-centric urban agglomerations is one such factor, including the search for strategies to increase transit patronage and decrease car-dependence. Improving access to rapid-transit systems is one key area as it has the potential to expand the system’s influence beyond station’s immediate pedestrian service areas into larger and less developed suburban areas, and/or serve more disperse employment. Precedent studies and most on-board surveys have focused on a variety of access modes to reach rapid-transit services, including automobile, walking, and bicycle. Bus access, despite representing on average a non-trivial 19.3% of all access trips at national level, more than 30% at some large poly-centric cities in the U.S., and close to 50% of access trips for some rapid-transit lines (out-sizing the share of pedestrian access) has not received as much attention as other access modes. Predictive models for bus access mode report notably lower explanatory power as compared to other modes and the account of bus access events is often conflated with that of walk access in many technical reports and surveys for reasons yet to be understood. Ignoring, overlooking and/or misrepresenting this mode of access may lead to misunderstanding of multi-modal transit travel behavior and its spatial extent, possibly misguiding planners and policy-makers’ decision-making and resulting in system-wide ineffectiveness and/or inefficiency. This investigation documents bus access share for one exemplary case study and clarifies built-environment and bus networks’ influence on rapid-transit patronage within descriptive and inferential quantitative methodologies. This study seeks to answer two guiding research questions: 1- How important are bus networks to rapid-transit ridership in large, dispersed, poly-centric metropolitan regions in the U.S.? and 2- Do land-use and built-environment attributes around feeder bus-stops influence rapid-transit boardings? Because of diverse geographical scales and service levels experienced by a rider on a chained bus / rapid-transit trip this study focuses on two distinct yet linked geographies for analysis: 1-rapid-transit station; and 2- bus-stop. Research design is based on a single-case study in the United States (Los Angeles metropolitan multi-modal transit system). The first study focuses on quantifying the share of bus access trips at station-level and gaging its influence on total boardings within a multivariate generalized regression framework. Several socio-economic, service-level, built-environment, and network attributes are taken into consideration as informed by travel behavior theory and literature review. A strong positive association between bus network’s service and connectivity levels with rapid-transit station boardings registers high statistical confidence levels with boardings across all specified models. The mutual dependence of rapid-transit and bus networks evinced in the case of Los Angeles argues for a full multi-modal transit planning and operations paradigm for advancing a more effective, equitable, and sustainable transit system if it is to compete with ubiquitous automobile travel and its underpinning policy, fiscal, infrastructural, and cultural support. For Los Angeles, rapid-transit bus access represents an estimated 33.5% of all access events at a system-wide level, 20% - 49% at line-level, and a notably wider range at station-level (0% - 86%). The second study in this investigation focuses in assessing bus-stop pedestrian service areas built-environment and land-use attributes’ potential influence on rapid-transit station boardings, whilst controlling for both known and hypothesized control factors at bus-stop and station-level. By simultaneously focusing on bus-stop level attributes and higher-level rapid-transit stations’ attributes this part of the investigation fills a gap in the extant land-use / travel-behavior literature that more often focuses on pedestrian service areas adjacent to rapid-transit stations and ignores those around feeder bus-stops. Results evince a highly significant statistical relationship between bus-stop service area built-environment characteristics and the number of boardings associated with access trips to rapid-transit stations. However, the absolute effect relative to bus service levels and to automobile availability is notably smaller. Taken together as a multi-scalar study of bus and rapid-transit network interactions this investigation points to the importance of bus / rapid-transit network connectivity and service integration for maintaining and increasing rapid-transit patronage and the potential of synergistic contributions of built-environment interventions at feeder bus stops that seek to improve walkability and shorter walking distances. As a general conclusion, Los Angeles County Metropolitan Transit Authority and its associated MPO policy emphasis on TOD development as a strategy to increase transit ridership is limited. A more comprehensive policy approach based on ‘integrated public transportation’ and a more extensive station access policy that incorporates improvements around feeder bus stops, not only around stations, is the recommended course. / A Dissertation submitted to the Department of Urban and Regional Planning in partial fulfillment of the requirements for the degree of Doctor of Philosophy. / Summer Semester 2018. / June 19, 2018. / built-environment, bus, multimodal, rapid-transit access, sustainable, transit / Includes bibliographical references. / Jeffrey Brown, Professor Directing Dissertation; Mark Horner, University Representative; Michael Duncan, Committee Member; John Felkner, Committee Member.

The percentage of older adults residing in America’s auto-oriented suburbs is projected to grow significantly in the coming decades. When these individuals are no longer able to safely drive themselves, they may seek alternative modes of transportation in order to maintain their independence. In many metro areas, robust public transit exists in the urban core but can be relatively sparse in suburban areas, thus creating a service gap. At the same time, a growing number of elder-service nonprofits have begun to offer transportation services for older clients, leveraging unique staff expertise with elder-care issues in order to fill the service gap. The potential for partnerships between nonprofits and public transit agencies is on the rise, fueled primarily by federal grants and skyrocketing demand for transportation. This dissertation examines the state of affairs in elder-service transportation in the suburbs of three American cities from three perspectives: The elder-service nonprofits innovating programs, the transit agencies partnering with these nonprofits, and the older adults who use these services in order to age in place. The investigation relies on interviews, focus groups, and document analysis as source material. Using a process of axial coding and pattern matching, analysis focuses on the ways in which providers function, partner, and meet the needs of suburban older adults. The results show that these nonprofit innovators are delivering specialized and elder-conscious services that are quite popular with riders, while also often remaining deliberately independent of taxpayer support. Interagency partnerships, although viewed positively by managers in both agency types, are thus limited to short-term contracts that dissipate as the nonprofit matures and secures local funding. Where partnerships do occur, results show a need for simplified reporting of designated outcomes and better information-sharing between agencies. Taken together, the results indicate a rich and varied network of resources being committed to address this critical mobility challenge. / A Dissertation submitted to the Department of Urban and Regional Planning in partial fulfillment of the requirements for the degree of Doctor of Philosophy. / Spring Semester 2018. / March 1, 2018. / Nonprofit Management, Older Adults, Partnerships, Rider Perspective, Suburbia, Transportation / Includes bibliographical references. / Jeffrey R. Brown, Professor Directing Dissertation; Ralph S. Brower, University Representative; Rebecca Miles, Committee Member; Michael Duncan, Committee Member.

Thesis. 1979. M.C.P.--Massachusetts Institute of Technology. Dept. of Urban Studies and Planning. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ROTCH. / Bibliography: leaves 98-100. / M.C.P.

Thesis (MPH)--University of Limpopo, 2010. / Background: Sexual health of young people is a matter of public health concern and Reproductive health occupies a central position in health and development. Unwanted pregnancy and sexually transmitted infections among young women can be prevented through effective use of contraception. Unmet need for contraception in developing world and rates of unintended pregnancy among young women is high. Aim of the Study: To assess the level of awareness of contraceptives and utilization of family planning services among young women and barriers that hinders effective use of such services Methods: A quantitative descriptive survey was conducted among 360 female undergraduate students of the National University of Lesotho, Roma, Lesotho. A hand delivered self administered questionnaire was used to collect data with the help of four trained research assistants. Epi info version 3.5 was used for data entry and analysis. Results: Awareness of family planning is high among the participant (98.3%); Condom is the most commonly known and used family planning method. Level of sexual experience and Contraceptive prevalence is high. Married status is associated with current use, positive perception on health benefit while Formal teaching on family planning is associated with misconceptions. Conclusion: The level of awareness and Utilization of family planning services is high among female students of university of Lesotho. Access to services is good but there are misconceptions. There is the need to introduce family planning teaching that is based on accurate knowledge to school curriculum

'Half of all technology projects fail to meet CEO expectations'. CSC Index study (in CIO Enterprise, July 1998) Enterprise Resource Planning (ERP) Systems promise to revolutionise the way a business operates: allowing greater flexibility, market responsiveness, customer service, management information and reduced costs. However experiences and opinions vary dramatically as to whether ERP systems deliver on these promises. Certainly ERP systems customer demand remains strong, with major ERP systems vendors experiencing several years of double-digit growth and better, with a whole sub-industry of consultants and systems integrators growing around ERP system. This study examines the strategic nature and implications of the ERP systems decision: in reality a multitude of decisions, which together have drastic and lasting effects on nearly all aspects of an organisation. As with all strategic issues, there is no `step-by-step recipe for success' with ERP, but rather a successful approach depends on the specific organisation and its environment. Therefore what is required is an assessment and analysis of these, the results of which are combined with established knowledge about IT systems development and implementation to determine the most suitable approach. In this way ERP is integrated with organisational strategy and therefore can achieve maximum benefit. If ERP is not viewed and managed as a strategic project, it is likely, at best, to be a massive waste of resources and, at worst, may cripple an organisation.

Planning by owner-managers of small business has not received the attention from researchers a sector of such importance deserves. Using the forestry sector in Victoria as a sample, an investigation into the background and the planning undertaken by the owner-managers of small businesses was designed and implemented. The people consulted by the owner-manager as part of the planning process were identified as well as the topics discussed. A range of approaches to planning were identified and grouped into non-planners, partial planners and formal planners. The sample was divided into Consultants and Contractors based on the type of work undertaken and the equipment used. Further sub-sets were identified. Contractors were split into Labour Intensive Contractors and Capital Intensive Contractors and the Consultants were also divided by age into

In Mexico, transportation planning deals with unique social, political, financial and cultural elements when promoting mobility solutions. These elements include the opportunity costs of public investments, institutional barriers and changes in the political agenda. Other important element is the influence of existing private bus operator. Bus provision is offered by a disproportionate number of small private enterprises, single concessionaries and unregulated providers. Today, many of these entities have gained political power and, often, resist attempts to improve public transportation. The recommended solution to overcome political problem created from the opposition from private providers includes the introduction of franchise systems. Franchising systems under strict institutional regulations support the incorporation of current private providers in the proposed projects. However, incorporating bus operators into any form of system under franchise system implies major changes in private providers’ business and routines. Franchising implies moving from concession-owner-driver to simple employee or shareholder of the new system. Franchising also results in having to change routines associated with the operation. Understandably, these changes generate resistance, delaying implementations. In this thesis it is argued that a framework from which the influence of these private providers on transport improvements may be evaluated is critically important. This framework can contribute to knowledge about the political feasibility of projects. Private bus operators can exert an influence on system technology and on the selection of areas for improvements. Based on qualitative and quantitative methods, this thesis frames, analyzes, formalizes and quantifies the impact of private bus operators in government attempts to improve transit provision. A fieldwork methodology was employed to identify the factors that influence private bus operators’ reactions to transit improvements. Using a logistic regression, these factors are statistically evaluated. Results show that several variables in which the government exert a direct influence (that related with trust, the legal recognition to operate and taxation) on private bus operators’ willingness to participate in transit improvements. Other important variables include those associated with the (i) characteristics of private bus operators; (ii) the nature of the business activity; and (iii) private bus operators’ perceptions about business having created for extensive period of time. Rationalizing the influence of private bus operators’ influence on the planning process of transit improvements contributes to maximizing the political feasibility of completion.

This thesis explores security planning policy in Canada. It provides a historical overview of the securing of cities from the threat of mass violence and demonstrates how violence affects urban populations and the form and function of cities as a result. A purposefully stampeded case study approach is used to determine the state of security planning in Canada and compare selected cities to a benchmark case of Washington D.C. This thesis contributes to the understanding of security planning within Canada in the post September 11, 2001 world and offers insight into strategies used in defense of urban areas The review of literature and discussion sections also provide a critical assessment of security planning which has occurred in the time following WWII, the IRA crisis in Britain the FLQ crisis in Quebec and the terrorist attacks in London and New York in the past decade. Research questions are answered through a case study and literature analysis approach. Results demonstrate that American responses to the threat of terrorism have motivated various governmental agencies to create policy and physical responses to respond to the threat of terrorism. This thesis concludes that Canada, in comparison to the United States and other areas has done little to secure itself against terrorist attack and more specifically that urban planning and municipalities in Canada have done little to integrate anti-terrorism security planning into their planning policy. It is argued that a lack of federal mandates, a lack of motivation and education in planning spheres as well as funding issues are contributing factors.

Ethnic tourism has emerged as a means that is employed by many countries to facilitate economic and cultural development and to assist in the preservation of ethnic heritage. However, while ethnic tourism has the potential to bring economic and social benefits it can also significantly impact traditional cultures, ways of life and the sense of identity of ethnic groups. There is growing concern in many places about how to balance the use of ethnicity as a tourist attraction with the protection of minority cultures and the promotion of ethnic pride. Despite the fact that a substantial literature is devoted to the impacts of ethnic tourism, little research has been done on how to plan ethnic tourism attractions or to manage community impacts of tourism. This research addresses the need for more research on planning for ethnic tourism by exploring the status and enhancement of planning strategies for ethnic tourism development. Drawing upon existing literature, a conceptual framework was developed and adopted to study ethnic tourism in a well-known ethnic tourist destination in China – Xishuangbanna, Yunnan. The research analyzes how ethnic tourism has been planned and developed at the study site and examines associated socio-cultural and planning issues. The framework is employed to compare and evaluate the perspectives of four key stakeholder groups (the government, tourism entrepreneurs, ethnic minorities and tourists) on ethnic tourism through on-site observation, interviews with government officials, planners and tourism entrepreneurs, surveys of tourists and ethnic minority people, and evaluation of government policies, plans and statistics. Economic advantages have been a driving force in ethnic tourism development. The government and tourism entrepreneurs are the main powers in developing ethnic tourism, but most of them are not ethnic members. Their administrative and commercial involvement in tourism strongly shapes the ways of staging, packaging and representing ethnic culture in tourism sites. Authenticity of attractions is not determined by the resource providers, the ethnic minorities, but is shaped by decisions of government and entrepreneurs. The commodification of ethnic culture and the production of cultural events and other tourist products are manipulated to fit the interests of business and political mandates. Minority people are usually marginalized or disadvantaged economically and politically because they have limited control over tourism resources and activities. Most minority people employed in tourism hold only low-paying jobs. The findings show that the production and commodification of ethnic culture is often accompanied by tensions among economic, political and cultural goals. Economic motives often outweigh other goals in tourism development. Thus, the balance between the use of tourism as a form of economic development and the preservation of ethnic culture should be addressed in tourism planning. More effective planning is required to mitigate negative impacts and to reinforce the positive aspects of ethnic tourism.

Travel patterns in Canadian urban areas changed during the twentieth century. No longer is urban travel downtown oriented. In all but the smallest Canadian urban areas, travel has evolved into a polycentric pattern. Despite this Canadian public transit networks remain oriented to the older travel patterns because of shortages in planning capacity. The transit literature on performance monitoring focuses on “system” variables rather than “network” variables like how well transit networks match travel patterns. This research develops a method by which transit planners can monitor the performance of transit networks in their communities. Applying this methodology provides recommendations to planners on how to improve transit network structures to better facilitate polycentric urban travel. Future research should compare the network performance of Canadian transit systems.