M.A. (Geography) / Please refer to full text to view abstract

Within the past few decades, commuter rail routes in several major metropolitan areas have been implemented to provide an alternative to automobile transportation. Urban planners in these cities are looking to commuter rail to mitigate congestion and pollution. However, research on the impacts of commuter rail development on the surrounding retail landscape is still needed. In metropolitan Dallas-Fort Worth, the Denton County Transportation Authority recently opened its new A-Train light rail service linking suburban Denton and downtown Dallas. This thesis examines urban changes that occurred in the years before and after the A-Train line's 2011 opening, with a focus on restaurant and retail development in the vicinity of the A-Train stations in Denton County. This analysis evaluates changes in retail density and type, the population surrounding stations, and municipal initiatives that shape the retail landscape of station vicinities. This was done by gathering field data, retailer listings, population data, and conducting interviews with local businesses and city planners. The findings suggest that A-train stations have had a differential impact on the surrounding landscape, depending on the existing retail landscape, the types of retailers present, and the current state of municipal infrastructure that promotes accessibility. Overall, results suggest that urban planners play a vital role in harnessing the potential of commuter rail to promote nearby retail growth.

The competitiveness of public transport on example of the Pardubice Region Abstract This diploma thesis is devoted to the competitiveness of public transport in the municipalities of the Pardubice Region. Competitiveness is understood mainly in terms of the price difference between travel time and cost of public and individual car transport, and also in terms of the real demand in the municipalities, thus the share of commuting by public transport. Other parameters of mode choice, that is understood as the main indicator of competitiveness, is the number of public transport lines and automobilization. The main objective of this work is to determine how public transportation depends on the other transport characteristics of municipalities. To select significant variables, multiple linear regression analysis was used. After that, geographically weighted regression was applied in order to explain the share of commuting from municipalities. Most data originate in public databases (The Register of vehicles of Department of Transport, population census, digital geographic databases ArcČR and CEDA) and web portals (OREDO, IDOS), part of the data was obtained within questionnaire survey in selected municipalities. An expected negative relationship between the degree of automobilization and the number of public...

While there has been considerable research regarding the role of Mobility Hubs in cities and transport networks, significant investment is required to develop these facilities. It is the correlation between investment, new users’ attraction and revenue generation that is the key for a sustainable development of Mobility Hubs and this investment must, therefore, be correctly assessed and targeted. This study aims to develop a methodology to determine the viability of investing in Mobility Hub features, weighing the investment on different Hub features and services against expected potential benefits and revenue generation, addressing the question: Can investment in Mobility Hub features be justified and, if so, which features maximize its expected positive impact? Based on a review of literature and definition of possible Hub features as variables, secondary research data was compiled to enable the analysis of expected impacts of each variable/feature in terms of new user’s attraction and revenue generation, which was then used to develop individual Net Present Value analysis of each feature. The result of these analysis demonstrates and concludes that different Hub features have the potential to generate substantially different investment outcomes, and that each feature should be analyzed individually prior to investment decision. It was also concluded by this research that the proposed assessment methodology can be used for future research on other listed Hub features, albeit with the constraint that primary data will be required when secondary research data is not available.

In der vorliegenden Dissertation wird am Beispiel des Berliner Umlandes der Frage nachgegangen, ob ein Wohnort im suburbanen Raum trotz postfordistischer und postsozialistischer gesellschaftlicher Einflüsse einschränkend auf den Alltag von Frauen wirkt. Die Annahme genderspezifischer Differenzen ergibt sich vor dem Hintergrund eines „frauenfeindlichen“ Images, welches dem Umland von Städten seit Jahrzehnten anhaftet. Es wird für Bewohnerinnen herausgestellt, ob und in welchem Maße ihnen Handlungsressourcen zur Verfügung stehen, welche sie den möglichen Begrenzungen entgegensetzen können. Die Ergebnisse der empirischen Analyse zeigen, dass die Kombination einer geringen Ausstattung mit wohnortnahen Arbeitsstätten mit der vorrangigen Zuständigkeit von Frauen für Reproduktionsarbeit(smobilität) dazu führen, dass die Mehrheit der Umlandbewohnerinnen eindeutig constraints ausgesetzt ist. Die Arbeitsteilung gilt hierbei nach wie vor als stark Geschlechterrollen determinierend. Neben der räumlichen Ausstattung mit Erwerbsarbeitsmöglichkeiten übt die Verfügbarkeit von Kinderbetreuungseinrichtungen einen Einfluss auf den weiblichen Zugang zum Arbeitsmarkt aus. Wie für den Bereich der Arbeit kann auch für den der Mobilität dem Differenzierungsmerkmal der Sozialisation eine maßgebliche Bedeutung beigemessen werden, da ost- und westdeutsch sozialisierte Personen immer noch den jeweiligen, sie prägenden Gesellschaftsmodellen der beiden deutschen Staaten verhaftet scheinen. Den mit Arbeit und Mobilität verbundenen Einschränkungen können Frauen jedoch nicht in kompensierendem Umfang die Ressource des Sozialkapitals entgegensetzen, da sie ihre „typisch suburbane“ Lebensweise an der Entwicklung eines gemeinschaftlichen Lösungsansatzes hindert. Aus den dargestellten Ergebnissen leitet sich die Aufforderung ab, die Herausforderung der Gestaltung suburbaner Räume anzunehmen und durch die genaue Kenntnis spezifischer Teilräume eine gendergerechte Planung zu ermöglichen. / This thesis examines the question if residence in a suburban area – region surrounding Berlin taken as an example – imposes constraints on women’s day-to-day life despite the social impact of post-Fordism and post-Socialism. One can assume gender-specific differences since suburban residential areas have been labelled as “women-unfriendly” for decades. Ten study areas have been chosen with the objective to establish if any and what particular course of action is available to female residents to compensate the likely constraints. The empirical analysis proves that the lack of employment sites available for women in the vicinity of the place of their residence comes into collision with women’s paramount role in reproductive labour (mobility) and results in evident constraints imposed on the majority of female suburban residents. The division of labour is assumed to strongly determine gender roles to this day. The availability of paid work in a given area along with the access to childcare institutions determines women’s chances at the job market. Different patterns of socialisation were found to play an essential role in the work as well as in the mobility practices, since people of the East- or the West German origin seem still to be shaped by the respective society models. The constraints on work and mobility can hardly be compensated through the resources of social capital since women’s “typically suburban” art of living hinders a cooperative search for solutions. The results presented in this thesis urge to rise to the challenge of designing the suburban areas and, with the help of better knowledge of specific area divisions, to facilitate suburban planning which would better meet the needs of both men and women.

Since 2008, more than 50% of the world's population has lived in cities and it is projected that by 2050 around 87% will do so. Designing infrastructure in urban spaces has become increasingly critical for achieving human well-being. This dissertation examines socio-spatial transformation processes related to urbanization, economic development and the marginalization of utilitarian cycling in Cali, Colombia, as a particular expression of the struggle for transportation space occurring in urban areas. The research analyzes (a) the socio-spatial processes that have restricted the use of bicycles as a means of transportation in the city of Cali, Colombia; and (b) the social, health and economic implications for people who use bicycles as their primary means of transportation in this city. Cali is a major city in Latin America and an excellent case to study the complex dynamic of how social and economic forces are evident in resource distribution at the street level. Informed by Harvey's work (1976; 1978; 2012), combined with an environmental justice perspective (Bullard 2007), this research adopts a conceptual framework that examines the transformation of the built environment as part of capitalist led urbanization. It concludes that the implementation of transportation infrastructure was aimed at enabling productivity and profits, with less emphasis on the comprehensive needs of all citizens, ultimately marginalizing transportation options for those of lower socio-economic status. The experience in Cali can be understood as a case of consolidation of inequality at the street level. A historical review of Cali's urbanization process demonstrates that cycling as a mode of transportation has been losing social and physical space. Analysis of the political economy of more recent economic development initiatives suggest that the City, in responding to the demands of globalization, and in conjunction with international financial agencies and national government support has implemented a Bus Rapid Transit system and a set of megaprojects which marginalize bike commuters, particularly those who bike out of economic necessity. Although bike commuters recognize economic and health and time-saving benefits of biking to themselves as individuals they also experience daily travel in Cali as a classed, problematic, stigmatized, and transitory activity. From an environmental justice perspective, the resulting impact on residents, particularly, those of lower socioeconomic stratum, unmasks the uneven distribution of environmental benefits and harms. The marginalization of biking as a means of transportation in urban areas in Latin America may be understood as a social injustice similar to the deprivation of parks, schools, health services, or housing endured by residents of lower socioeconomic status.

This dissertation examines unequal outcomes of urban transportation policies in the neoliberal era. It focuses on inequalities in the Portland, Oregon metro area between 1994 and 2011 as measured in three key areas: 1) access to public transit; 2) the journey-to-work; and 3) "household-serving" trips. Growing concern over the harmful impacts from an increasing dependence on cars has led planners in the U.S. to encourage a modal shift from private car to public transit, bicycling, and walking. The required policies to make this modal shift possible, however, might inadvertently be benefiting "choice" riders at the cost of transport disadvantaged groups. Other contributing factors to this unequal benefit appear to be the suburbanization of poverty, an ongoing gentrification of central areas, and market forces that make it difficult for low income groups to afford housing in transit-rich neighborhoods. The Oregon Household Activity and Travel surveys are used to answer the three major research questions in this dissertation: what has been the effect of neoliberalism on access to public transit?, how do gender, race/ethnicity, and income inequality affect the journey-to-work in Portland?, and how do household-serving trips vary by gender in Portland? Six hypothesis are tested in answering these questions. Those related to access to transit draw on Fred Block's theory of the capitalist state and the "urban growth machine" concept, both of which predict spatially unequal outcomes from neoliberal ideology. Hypotheses about the journey to work draw on a rich body of literature around social relations in the household and the job market, as well as residential location. The final question, about household-serving trips, draws on theories of gender socialization. Findings showed that: (i) individuals in the Portland metro area had less access overall to bus public transit in 2011 than in 1994; (ii) impoverished dependent riders have lost access to transit service over time, whereas choice dependent riders increased their access to public transit; (iii) low income groups have been "forced" into greater car-ownership, in part due to the lower access to public transit; (iv) women in Portland have shorter journey-to-work trips than men; (v) Blacks have longer journey-to-work trips than Whites and Latinos; (vi) low-income individuals have shorter journey-to-work trips than higher income individuals; and (vii) women with children make more household-serving trips than men in similar family structures.

Includes bibliographical references (leaves 233-248). Draws on insights of feminist and post-structuralist theorists to question the way in which urban travel is currently reflected upon by urban professionals and the potential effects of these modes of reflection. Argues that in refusing to explicate the counter practices and counter stories of travel, researchers also ignore the potentially disruptive ways of thinking about and intervening in urban travel and urban space. Uses the City of Adelaide in South Australia, as a site through which to examine the way in which the spaces, bodies, and conduct of travel have been objectified and subsequently intervened upon by urban experts.

Includes bibliographical references (leaves 233-248). / vi, 248 leaves ; 30 cm. / Title page, contents and abstract only. The complete thesis in print form is available from the University Library. / Draws on insights of feminist and post-structuralist theorists to question the way in which urban travel is currently reflected upon by urban professionals and the potential effects of these modes of reflection. Argues that in refusing to explicate the counter practices and counter stories of travel, researchers also ignore the potentially disruptive ways of thinking about and intervening in urban travel and urban space. Uses the City of Adelaide in South Australia, as a site through which to examine the way in which the spaces, bodies, and conduct of travel have been objectified and subsequently intervened upon by urban experts. / Thesis (Ph.D.)--University of Adelaide, Dept. of Geography & Dept. of Politics, 2002?

Over the last 100 years technological improvements in urban travel in terms of reliability and speed, has meant increased mobility for residents. This was accelerated with the advent of the automobile. It allowed many to move to the suburbs that were typified by less expensive lower density housing, and commute longer distances to their place of work. Today, in urban areas, cars are the main means of urban transport. The problem arises in major urban areas across North American when everyone tries to travel at the same time (usually during to trip to and from work). Urban areas are faced with problems of congestion (during rush hour) along with the lack of attractive transit alternatives. One aspect of this problem is examined in terms commuting habits. The purpose of this exercise is to examine the commuting habits of Justice Institute employees whose place of work moves from the West Side of Vancouver to New Westminister. In the postmove period employees made a number of decisions regarding their modal-type and residential location. These decisions may have a significant impact on their activities and travel patterns in the city. The goal is to collect data that would indicate the place of residence of employees before and after the Justice Institute move. It should also include employee modal-type in the pre and postmove periods of the move. Such information is important in the understanding the changes' employees make regarding their residential location and modal-type and the reasons for these changes. As well, employee characteristics such as income can influence these decisions. Such decisions are based on employee's preferences, likes and dislikes regarding their neighbourhood and modal-type. Within this framework, it is the goal of this analysis to understand how employees make trade-offs between where they live and the time they spend commuting to and from work. The correlation parameter may describe the tendency for some commuters to locate themselves close to their employment. The analysis of the survey results will help planners understand more about the urban transport problem. Within this framework, planners can learn why people choose to travel by car instead of transit. This may be related to choice of neighbourhood. It may be that employees choose neighbourhoods that they like to live in regardless of their place of work. Thus, to understand more about the transport problem planners need to know what kinds of neighbourhoods attract people. If the quality of neighbourhoods is an important factor regarding employees' choice of residential location, any transport plan must include land-use initiatives that attempt to create neighbourhoods that attract people. The idea is to bridge the two; otherwise conflicting land-use policies could easily undermine any transport plan. Within this framework, policy must be geared to bring home and places of work closer together. This means creating vibrant neighbourhoods that contain a variety of land-use that could create more employment opportunities closer to home. Neighbourhoods should not only create just residential uses alone. That would mean people would have less distance to travel. This would also mean creating pedestrian and transit friendly neighbourhoods. Less emphasis would be given to the car and more to alternative methods of transport. Such policies can go along way in reducing the dependence on the car.