The city in the contemporary context, is witnessed as the place of many socio-spatial differentations. These are greatly manifested in its urban neighbourhoods. The better-quality urban neighbourhoods are more desirable for existing diverse potentials of social advantages and the poorer-quality urban neighbourhoods can no longer provide a considerable integration between inhabitants and the environment of their 'living place', because of poor housing conditions and the lack of local services needed. Many cities in the world are experiencing such situations. Tehran, as the capital of Iran and one of the largest cities in the Middle East is the typical example in this context. To explore its neighbourhood areas and the relationships between people and the environment of these areas, it is assumed to be a vital task to look at the important dimensions of neighbourhoods and their environment. In terms of local public services and social networks, the relation between residents and the environment of their 'living place' is indicated as the central focus of this study. The aim was to contribute to the goal of expanding choice and opportunity with special responsibility for the needs of residents as groups and as individuals. The identification of this issue in the city of Tehran has been undertaken as a contribution to bridging the existing gap between planning for this city and the reality of the urban environment of its `living places'. From this investigation and the exploration of the explained problems, it is anticipated that this study and its findings will facilitate attempts to investigate and to manage the local conditions of areas such as these A variety of research methods and tools were used. Interviewing local informants, structured observations; analysis of available documents; and a household survey of a representative sample of residents in each of the two selected neighbourhoods in Tehran. Overall, it has been found that residents in both advantaged and disadvantaged residential areas in Tehran used, interpreted, and evaluated their environment of THE residential areas through the filter of their socio-economic reference system. Their attitudes in this case were based on four socio-economic dimensions: the pattern of the dwelling, educational achievements, financial status and jobs. In addition, overall satisfaction with the environment of neighbourhoods was the result of congruence in major components such as: the affordably a suitable housing, the accessibility to public services and the formal and informal social support system in terms of local social networks. From the survey findings it was also evident how small a role social bonding played in advantaged neighbourhoods as a determinant of residential mobility while this notion has been very important to residents in disadvantaged areas. From this point of view it is concluded that social ties and their location were independent of the inclination to move to another neighbourhood in advantaged areas. But, they were related to the level of residential mobility in an area in the sense that the more stable the area, the more likely a household is to establish ties in a neighbourhood, but the existence or absence of such ties does not affect the households' desire to remain or move.

Thesis (Master)--İzmir Institute of Technology, İzmir, 2004 / Includes bibliographical references (leaves. 128).

Expansion of large metropolitan areas has rapidly increased at such a rate that development has begun to spill over original city boundaries. Almost every large city in the United States has accumulated smaller satellite cities on the periphery of the metropolitan area. These satellite cities house resources that exist because of their proximity to a larger urban core allowing them to harbor communities of people looking for inexpensive yet accessible housing close to a strong job market. The satellite city's location, stuck between a dense urban core and suburbia, lends itself to an identity that can be determined as neither urban or suburban. This confusing identity has resulted in high density urban infrastructure that is independent of an identifiable urban core, therefore spread out and sparse. As both the desire to live in major city centers and the cost of living in these city centers grows, satellite cities are becoming a destination where people within the city can escape huge expenses and suburban families can achieve urban living at an affordable cost. In turn, the future of satellite cities is a frontier to affordable urban living. One such city is Harrison, New Jersey; a city just a twenty-minute subway ride away from downtown Manhattan. This commuter city has become a bridge between the suburbs of New Jersey and Manhattan's central business district. Every day people drive into Harrison with the intent to switch to rail transportation into downtown Manhattan. Because of this role in daily commuting patterns and accessibility to resources from New York City, Harrison is growing at an extremely rapid rate with over 8,000 residential units proposed to be built in the next ten years1. This remarkable growth has resulted in cheaply built and loosely planned city infrastructure ignoring key factors in the city's expansion. Subsequentially, Harrison's city fabric has become victim to residential sprawl with many missing pieces, having failed to take advantage of the potential in the centrally located commuter city transit infrastructure. As developers continue to propose high profit residential housing scattered throughout the city, they fail to meet the demands of growing density, parking, and public amenities. The centrally located transit accommodations that exist allow Harrison to be a lucrative city with an identifiable city center that can provide housing communities to people looking for inexpensive yet accessible housing close to New York City. With these existing circumstances, there is possibility to improve Harrison's physical environment and its residents' quality of life by introducing a transit oriented development plan surrounding public transportation hubs located in the core of the city. Establishing a connection between existing parking structures, housing, and public amenities will create a satellite city typology that can adapt to the drastically changing habitation throughout a typical work day. As the push towards a new urbanization becomes more prevalent in our future, satellite cities like Harrison can be designed to adapt to growing numbers of urban residents and their transportation patterns and ultimately brand themselves with a new identity and role in sustainable urban futures. / 0 / SPK / specialcollections@tulane.edu

No description available.

From the incipient and occasional town planning solutions of the late medieval period, to the Renaissance model of the "ideal city", there was primarily a process of conceptualisation of the dream urban environment. Order and utility were the main premises conforming to the structuring of a rational approach to knowledge and to the organisation of societies. The Baroque period developed and put extensively into practise the above referred to town planning schemes. They were carried out according to a defined economic, social and political context. Ports and capital cities became major elements in the urban-network. Their impressive growth was the reflection of a fast evolving society. Architectural excellence and regular spatial layout became the main town planning premises. In the eighteenth century, these concepts evolved to architectural embellishment and public utility. Apart from the unquestionable symbolic character of architecture, there was also an emerging concern with more wide-ranging issues: the social dimension of town planning was gaining an increasing relevance. The Enlightenment looked at the city as a coherent urban unit, which should be able to supply to its citizens a favourable environment. The Enlightened city was an ideological statement, which only made sense by its practical implementation. It was a conceptual model that determined a precise and operative town planning program. Utopia was gradually turning into an attainable vision of the city. Pombaline Lisbon, the New Town of Edinburgh and London's West End are three specific, yet comparable, town planning situations. In the sixteenth and seventeenth centuries, as large and important European cities, Lisbon, Edinburgh and London underwent a parallel process of urban growth and urban planning. They were all confronted with uncontrolled and deficient building, sanitary problems, traffic congestion and criminality. In Lisbon, the political and military circumstances determined the structuring of a sober and pragmatic architectural and town planning trend. The military engineering directed and developed the latter. At the eve of the earthquake of the 1st November 1755, the military engineers possessed simultaneously the knowledge and the skills to set up a major town planning venture. They built a new city, which was designed to promote progress. The New Town of Edinburgh was born from two concomitant premises: the need to give to the middle class a suitable residential area and the desire to improve the city's image. The model was indisputably the Enlightened city. Pombaline Lisbon and the New Town of Edinburgh depict a low cost and efficient urban ensemble that was also able to enhance their image in an international context. London served unquestionably as an example, given the spacious and agreeable new West End squares. London's expansion was a major financial enterprise, which used established schemes of building procedures. The aim was to improve London's urban conditions, yet the drive was its financial benefit. London's main town-planning procedures suggested already a new urban context: the industrial city.

Thesis (M. U. D.)--University of Hong Kong, 2007. / Also available in print.

Thesis (M.U.R.P. 1979) from the Department of Architecture, University of Adelaide.

Thesis (Ph. D.)--University of New South Wales, 2000. / Also available online.

Thesis (Ph. D.(Town and Regional Planning) -- University of Pretoria, 2009. / Summary in English. Includes bibliographical references.

Thesis (M. Arch.)--University of Detroit Mercy, 2004. / "23 April 2004". Includes bibliographical references (p. 75-78).