Thesis (Ph. D.)--Ohio State University, 1977. / Includes bibliographical references (leaves 197-208). Available online via OhioLINK's ETD Center.

Thesis (M. Sc.)--University of Hong Kong, 2000. / Includes bibliographical references.

Thesis (M.S.)--Tennessee Technological University, 2008. / Title from title page screen (viewed on Sept. 28, 2009). Bibliography: leaves 72-73.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional & Community Planning / Gregory Newmark / Personal automobile use is commonly recognized as impacting public health, environmental sustainability, land use, and household expense. Car use is closely tied to car ownership rates, and fewer cars per household could indicate greater utilization of alternative modes of transportation. Most car ownership and active transportation research focuses on urban areas. However, much of the United States remains rural, and different factors may impact car ownership in less-densely populated areas. This research examines car ownership trends in rural counties to identify communities with lower than expected rates of car ownership considering demographic factors. 2,285 counties in the continental United States were identified as rural according to guidelines found in the Agriculture Act of 2014. These counties were grouped into five regions based on U.S. Census Bureau definitions. To identify counties of interest, an Ordinary Least Squares regression was created for each region that incorporated data from the 1990 Decennial Census and 2014 5-year American Community Survey. Two counties from each region were selected and studied for policies that may be correlated with car ownership rates: a county with a lower-than-expected car ownership rate change and a county with a typical car ownership rate change to serve as a control. Local professionals were interviewed and relevant policies summarized.

No description available.

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

Thesis (Ph. D.)--University of North Carolina, Chapel Hill, 2007. / Includes bibliographical references (leaves [124]-137).

The negative consequences (especially urban smog and global warming) of the heavy dependence on motorized vehicles of residents in urban areas across Canada and the United States have rightly motivated a great deal of research into potential policies aimed at reducing car ownership and use. This research focuses on the potential role of neighborhood and regional urban form and land use pattern in reducing car-dependency in cities. The study relies primarily on an origin-destination travel survey collected by the Agence Metropolitaine de Transport (AMT) in 1998, consisting of a 5% representative sample of residents living in the Montreal CMA. The first statistical model of household car-dependency is a multinomial logit model (MNL) of household automobile ownership levels on the Island of Montreal. The results suggest that neighborhood form has only a modest relationship automobile ownership levels. However, the location of a household's neighborhood relative to Montreal's CBD and whether an adult in it is employed there are both strongly associated with the number of vehicles a household owns, especially of multiple vehicles. The results indicate the importance of the spatial distribution and density of employment opportunities to vehicle ownership The second statistical model, an OLS regression of vehicle kilometers driven (VKD) by households for shopping purposes, found that neighborhood population density and proximity to a large retail cluster are both associated with meaningful reductions in motorized travel. Having said that, the results from both models suggest the most important determinants of household car-dependency are its socioeconomic and demographic composition. These findings suggest new suburban developments based on the principles of New Urbanism are unlikely to have any meaningful effect on car-dependency in urban areas.

No description available.

Streets, the usual public spaces of cities, lose their popularities and users every passing day. The reason of this decline is the erroneous transport policies implemented in cities that increase the entrance of automobile into city centers and facilitate faster movement of automobiles at the expense of pedestrians. While pedestrians are marginalized in city centers, automobiles become the primary users of streets. The traffic, noise and air pollution that automobiles cause contribute to the decline of town centers and shopping streets lose their function as meeting places and public spaces. In addition, automobile oriented policies create car-dependent urban forms and cause sprawl towards the peripheries. Because of the newly developing dwelling areas on the peripheries and the increasingly inaccessible city centers, number of out-of-town shopping centers increase day by day to meet the daily needs. While shopping centers develop, there is now a new tendency to design them with streets, squares and bazaars, with a view to resemble and simulate street life in these shopping centers. This situation shows us that, users, who are the reason of existence of social spaces, actually need the atmosphere of streets. In this study, while analyzing all these trends and factors, Tunali Hilmi Street, which is a once pedestrian-friendly street in Ankara, will be analyzed. The study has two main research tasks. First, it analyses Tunali Hilmi Street&rsquo / s potentials as a public space and street, through the development of a framework that incorporates the essential urban design theorems with a special focus on street design. Secondly, it carries out a questionnaire on shopping center users in Ankara, in order to assess their choices, preferences, and perceptions regarding shopping centers and Tunali Hilmi Street. Based on the findings of these two analyses, this thesis aims to propose planning and design strategies to improve Tunali Hilmi Street as a public space and to attract more users to it.