This thesis addresses the problem of determining urban park and facility requirements. Traditionally, the standards approach has been used, however not only does it oversimplify the problem it also fails to reflect the diverse characteristics of urban populations. Standards are insensitive to the availability of community land and financial resources, and often lead to park and facility requirements which are unrealistic, uneconomical and unattainable. Furthermore, they are inadequate for determining development priorities and for making allocation decisions among facilities and planning areas. Although there has been a growing interest in developing methods which determine space needs for non-urban parks, little of this research has been directed toward urban settings. Methods which have been developed translate recreation participation into space required to accommodate expected peak users, taking into account capacity factors. They attempt to estimate space demands which reflect the diverse characteristics, interests and resources of communities. Although an improvement on standards, deficiencies still exist. Participation is used as a measure, thereby producing requirements which reflect the status quo. Imbalances in supply are perpetuated. Severe limitations for determining priorities and making allocation decisions also result from these methods. This thesis has developed an alternative method; a hybrid of methods previously developed. Recreation activities have been classified into parks and facilities which are accommodated in a hierarchy of service areas. A process then translates participation into unit and space requirements for parks and facilities by service areas. A computer program was written to demonstrate the method's applicability in a practical situation and the method applied to data collected in Richmond, B.C. Determined for Richmond service areas was: amount of space required for parks and facilities, parkland and facility deficiencies, and land and facility costs, cost per peak hour user and the number of peak users which can be accommodated in individual parks and facilities. As a planning tool, this method determines requirements which reflect specific activity participation and interests of populations in various service areas and available land resources. Development costs for parks and facilities are provided which enable a realistic assessment of the feasibility of development according to available financial resources. Development priorities and allocation decisions can also be made. The approach developed in this thesis has a number of uses in recreation system and site planning. However, rather than a panacea for decision making, it provides information to aid decision making. It is nevetheless, far from perfect. Several limitations could be improved upon. For instance, more research is needed to enable the development of a comprehensive park and facility classification system for urban areas. The measurement of participation and use patterns could be improved. Also capacity estimates should consider the impact of use on site deterioration while operating cost impacts of recreation development should be considered in addition to capital costs. Although imperfect, the method developed in this thesis is a useful planning tool for determining urban park and facility requirements. The author hopes it may find practical application. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The goal of this research is to understand the role, influence, and attitudes of downtown Atlanta business elites on downtown redevelopment policies. The downtown business elites has dominated the local politics of Atlanta for decades in order to achieve their redevelopment objectives. This research investigates the behavior of Atlanta business elites on downtown redevelopment policies from 1950s to 2000s in light of the 1996 Summer Olympic Games experience. This research explored the interplay between Atlanta's downtown business elites and the city elected officials as well as other interested parties in order to analyze the power and involvement of elites on the urban policy-making process. This study is grounded in urban regime theory to analyze how the business elites of downtown Atlanta attempted to transform Atlanta from a regional-national hub into an international city using the city's hosting of the Olympic Games as a convenient vehicle to implement their vision. First, the author lays out the picture in 1950s by introducing the regime actors in Atlanta and by explaining how the regime was shaped and has evolved over decades. Next, the author investigates how the business elites used the Olympics as a convenient vehicle to implement their own vision for downtown redevelopment. Finally, the author discusses the short- and long-term impacts of the Olympics on downtown Atlanta redevelopment. By establishing a connection between the Olympic bidding idea, Olympic legacy, and the changing role of downtown Atlanta business elites in urban policy-making process, this study contributes to the body of literature in urban politics by linking the regime theory and mega-event literature to expand the understanding of Atlanta's local political power structure and the city's policy dynamics in light of the 1996 Olympic experience. The results indicate that the regime in Atlanta has changed since its creation because of several internal and external factors, including the relative decline of downtown Atlanta, growing and attractive competitive suburbs, and changing demographics. Local growth advocates have promoted Atlanta first as a regional, then a national, and finally an international city. The Olympic bid was a logical result of the existing regime in Atlanta seeks to transform the city into a world-stage player. Downtown Atlanta business elites sought to use the Olympics as a convenient strategy to create an international city image, reverse the declining trend of office and retail businesses in downtown, and to increase the primacy of downtown Atlanta over growing suburbs in the region. The elites seized the opportunity presented by a potential Olympic hosting in Atlanta to make promises and implement a vision that revitalizes certain downtown areas. Atlanta's Olympic strategy gave positive results in the short-run, however did not help to increase the primacy of downtown Atlanta in the long term due to short-term focused strategies selected by downtown business elites as well as prioritized regional issues and shifted focus of business elites to regional growth. The findings suggest that regime theory has limited ability to explain the changes in governing coalition. / 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, 2015. / June 24, 2015. / Atlanta, Business Elites, Olympic Games / Includes bibliographical references. / Jeffrey R. Brown, Professor Directing Dissertation; Frances Berry, University Representative; William H. Butler, Committee Member; Timothy S. Chapin, Committee Member.

Several recently published studies have demonstrated that employing planning strategies oriented on improving the internal characteristics of transit service, including frequency, coverage, intermodal integration, and seamless connectivity between all important trip attractors, positively influences ridership and productivity of multimodal bus and light rail transit systems. However, the research has not assessed overall economic outcomes of implementing these strategies, including social benefits and capital costs. Another emerging body of scholarship pointed to transit service contracting and consolidated regional governance as another possible strategy for improving transit feasibility. Again, not all economic aspects of these decisions have been evaluated thus far, and the available assessments of contracting and transit governance models do not consider long-term effects of specific organizational decisions. This study intends to fill these research gaps by investigating the influence of several internal and external transit performance factors on the amount of net benefits generated by 13 U.S. bus and light rail transit systems, observed annually during the 2001 - 2011 period. The evaluation starts with an estimation of net benefits (agency revenues plus non-direct social benefits minus operating and capital costs). Next, a panel regression model is employed to examine the statistical relationship between specific performance factors and the average net benefits generated by the case systems. The results of this study indicate that higher frequency, higher service density, higher ratio of contracted service and the presence of strong regional transit governance positively influence net benefits. The role of network decentralization (volume of service headed outside of the central business district) appears to be insignificant. These results bring additional evidence indicating the positive outcomes of certain internal transit planning strategies, which corresponds with the findings offered by previous research studies. / A Dissertation submitted to the Department of Urban and Regional Planning in partial fulfillment of the requirements for the degree of Doctor of Philosophy. / Fall Semester, 2014. / September 9, 2014. / benefit-cost analysis, light rail, public transportation, regional governance, transportation economics, transportation planning / Includes bibliographical references. / Jeffrey R. Brown, Professor Directing Dissertation; Keith Ihlanfeldt, University Representative; Andrew Aurand, Committee Member; Michael Duncan, Committee Member; Gregory L. Thompson, Committee Member.

In this dissertation, I explore how a community in East Los Angeles, California planned a urban greenway routed by local schools and to what extent schoolchildren use the trail. Previous research has largely focused on greenways as a community amenity for adults. However in this study, I investigate schoolchildren's use of an urban rail-trail. With this greenway being routed near schools, I explore to what extent, if any, are schoolchildren using the greenway to actively travel to school. Though there is extensive literature on both greenways and active travel to school as discrete research topics, there is a gap in the literature concerning whether or not greenways can serve as an environmental support for children's active travel behavior to school. Concerning the research design, I used a single case study approach to document the critical case of the Whittier Greenway. After conducting a nation-wide search, I selected this case based on the following criteria. First, I located greenways routed near school properties. Second, I prioritized urban greenway sites over rural greenway sites. I selected Whittier, California because it has sufficient density where children's active travel to school is more likely to occur than in more rural settings. For the methodology, I interviewed key individuals who have historical knowledge of the trail, analyzed planning documentation, and retrieved archival resources to create a rich descriptive account of how the greenway was created. To determine children's greenway use and active travel behaviors, I employed survey methodology at three schools with property adjacent to the greenway: two elementary schools and one high school. One of the three schools has restrictive access to the greenway. Each school has a largely Latino student population. I used student surveys at the high school and parents surveys at the elementary schools. Both surveys are adapted from the nationally recognized Safe Routes to School survey to include greenway use and behavior questions. To determine children's use of the greenway, I employed descriptive statistics and performed a content analysis. Also, I ran descriptive statistics, a logistic regression, and a Pearson's Chi-Square analysis to address the extent that schoolchildren are using the greenway to travel to school. Concerning the findings, this case illustrates how a city planned and created an urban greenway. Serving as the catalyst that started the project and part of the general planning process, participation played a vital role in the creation of the Whittier Greenway. This case also reveals how one community successfully planned and constructed an urban rail-trail without the use of a city's general funds. A further analysis of the survey results reveals that both children and youth use the greenway as a recreational amenity. Though high school students use the greenway for recreation, their most common use of the greenway was traveling to destinations within their community. From a sample of active travelers, the results show that greenways may make it easier for high school students to walk or cycle to school compared to walking or cycling through neighborhoods. Distance and traveling with a companion are significant predictors that influence students' use of a greenway when traveling to school. As the distance from home to school increases, high school students are more likely to take the greenway to travel to school as compared to active travel through neighborhoods. High school students are also more likely to use the greenway to go to school if they travel alone rather than with a companion. For other communities contemplating a greenway project, the Whittier Case offers greenway practitioners' lessons on how to plan and fund an urban greenway near schools. In addition to being a recreational support, the Whittier Greenway serves as a transportation corridor for high school students to travel to school among other community destinations. In terms of policy implications, evidence from this case suggests that a greenway intervention near schools may be a viable strategy worth further testing to promote active travel to school in other communities. / 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, 2014. / May 22, 2014. / Active Travel to School, Green space, Greenway, Planning, Schools, Youth and Children / Includes bibliographical references. / Christopher Coutts, Professor Directing Dissertation; Jeffrey Chanton, University Representative; Rebecca Miles, Committee Member; Tim Chapin, Committee Member.

Includes bibliographical references / This urban design thesis is a study of the urban issues and design principles pertinent to Port Cities. 'Man meets water': Our primordial psyche Man has had a relationship with water since time immemorial. Moving freely from earth to water is an activity which comes naturally to the human being. According to Eastern philosophy, Earth is the most important element. It comprises matter in a solid state, represents stability, physicality and gravity. Water is the second most significant element and represents fluidity, flexibility and adaptability (Ninjutsu.co.uk). Man meets water, in other words, is the moving from one realm to the other. In urban design terms, where 'Man meets water' is the 'in between' space - the interface. This is the area where two worlds come together - an area of interaction, interconnectedness and interrelationship. The area of study is a precinct of Port Louis - the interface between land and sea, as shown in Figure 1.1. The original urban quality of Port Louis has become degraded as a result of post-independence modernisation. The interface has been reshaped spatially and functionally. The original city of Port Louis was founded on the harbour, which was central to social, commercial and residential life. Today, the harbour is segregated from the city fabric. This thesis aims to explore the nature and design principles of places and spaces that lie within this land-water interface in order to formulate an urban design proposal wherein the land is reconnected to the water - an urban intervention for a people-oriented port city.

This study contributes a critical geographic perspective to understanding possibilities and constraints for achieving more sustainable and just urbanization through New Urbanism, a market-oriented, Smart Growth approach consistent with the trend of deregulation of growth management in the US in recent decades. Six master-planned Florida New Urbanist developments were evaluated using mixed methods. Empirical analyses were conducted using geographic information system (GIS) tools to assess the "locational sustainability" of the developments in relation to the surrounding regional fabric, and census data were used to evaluate the racial and ethnic composition of residents. In addition, the study investigates whether greater public participation is linked to stronger sustainability outcomes and how a New Urbanist "brand" affected development processes. Finally, archival research is employed to uncover development histories to enrich understandings of development processes and the role of New Urbanism from pre-development through siting and actual development. The findings show generally poor and patchy fulfillment of sustainability outcomes for the New Urbanist communities studied, with no single community scoring well for both locational sustainability and racial and ethnic population diversity. Communities where the strongest participatory processes were in effect prior to development exhibited better sustainability outcomes; however, for all six cases, siting and development decisions were driven by economic factors similar to those for conventional suburban developments. The findings suggest that rather than focusing on particular styles of built forms, efforts be directed at promoting political and economic processes and policies that lead to more just and sustainable outcomes. / A Dissertation submitted to the Department of Geography in partial fulfillment of the requirements for the degree of Doctor of Philosophy. / Summer Semester 2016. / July 12, 2016. / Florida, growth management, New Urbanism, sustainability, urbanization, Urban Political Ecology / Includes bibliographical references. / Joseph Pierce, Professor Directing Dissertation; Christopher Coutts, University Representative; Victor Mesev, Committee Member; Xiaojun Yang, Committee Member.

The exodus of residents and employment opportunities from central cities has greatly impacted the low income residents which have remained as suitable employment opportunities are locating further from their residence. This trend has negatively impacted the employment participation of these residents, worsening their economic situation. The implementation of light rail transit is considered to address this issue as it can connect this population to new labor markets and attract development along its corridor. This development has the potential to produce suitable employment opportunities for low income residents. Surprisingly, studies have found light rail investment to have negligible impacts on the employment participation of low income inner city residents. The researcher theorizes that these findings are due, in part, to the development outcomes achieved within light rail service areas. The aggressive development activity which is commonly observed within new transit areas has the potential to change the character of the surrounding environment. This change may come at the expense of low income residents as areas experience gentrification and lose suitable employment opportunities. This study explores the change in, and nature of, development which arises within light rail station areas in order to better comprehend the impact which resulting development outcomes have on opportunities suitable for low income residents. This is done by focusing on four cities which have implemented a light rail system between 2000 and 2010. The change in employment opportunities within station areas which can be attributed to the presence of light rail is estimated via a difference in difference model implemented within a negative binomial regression. Focus is placed on the change in employment opportunities suitable for low income residents. Next, the impact which light rail has on the odds of station areas gentrifying is explored via the generation of a gentrification index and application of a logistic regression. Lastly, cases which experienced diverging development outcomes were identified and further explored. Interviews and the review of relevant documents provided additional insight on the factors which contribute to the attainment of more equitable development outcomes. The results of this study indicate that development activity within light rail service areas has the potential to eliminate certain which are likely to employ low income residents. At the same time, some employment categories which employ low income residents were found to experience growth. Additionally, station areas in one case were found to face greater odds of gentrifying when compared to similar areas not serviced by rail transit. Results were not consistent across all cases as they deviated based on their respective location. The exploration of cases which experienced diverging outcomes provided insight on factors which may contribute to the attainment of specific development outcomes. / 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 20, 2018. / Development, Equity, Light Rail, Urban Planning / Includes bibliographical references. / Jeffrey R. Brown, Professor Directing Dissertation; Earle Klay, University Representative; Michael Duncan, Committee Member; April Jackson, Committee Member.

Despite the rapid global motorization, especially in developing countries, the use of the bicycle as urban transportation has increased in the last 35 years (Shaheen, Guzman, & Zhang, 2012). However, the United States, Canada, and Mexico have low cycling levels with bicycle mode share of little more than one percent (Buehler & Pucher, 2012). Some of the possible alternatives to promote the use of the bicycle is that the presence of bikeshare systems can encourage cycling by providing a safer environment for all types of cyclists (Fischman & Schepers, 2014). This dissertation examines the drivers’ perception towards cyclists and the possible difference in perception towards Ecobici bikeshare users and private cyclists. This research was carried out in Mexico City, at the EcoBici bikeshare service area. Data collection was done by a self-reported survey distributed online and by intercept surveys conducted to drivers who drive within the study area and control area. The analysis of the 710 participants' responses shows that drivers from the control area have a more positive perception towards cyclists, especially on issues related to bicycle investment and bicycle infrastructure. Overall, younger generations reported a more positive perception towards cyclists, and most drivers perceive that cyclists are not predictable on the roads as most of the drivers reported feel nervous when overtaking cyclists. When comparing Ecobici users to private cyclists, the results suggest that drivers do not have a clear preference for Ecobici users over private cyclists. Nevertheless, drivers are also more in favor of encouraging family and friends to use Ecobici bicycles over private bicycles, which could indicate that, unconsciously, participants consider that traveling on an Ecobici bicycle is safer than going on a private bicycle. The results from this study could have an impact on policymakers and transportation practitioners in Mexico City who would like to improve drivers-cyclists’ interactions in the road and to promote the use of the bicycle for transportation. / A Dissertation submitted to the Department of Urban and Regional Planning in partial fulfillment of the requirements for the degree of Doctor of Philosophy. / 2019 / October 31, 2019. / Bikeshare systems, Drivers perception / Includes bibliographical references. / Michael Duncan, Professor Directing Dissertation; Mark Horner, University Representative; Jeffrey Brown, Committee Member; John Felkner, Committee Member.

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Mémoire numérisé par la Direction des bibliothèques de l'Université de Montréal.