The “Eastern Seaport Master Plan” is the design of a mixed-use neighborhood in South Boston, a site that has an enormous amount of potential to be the pinnacle of the Boston waterfront. Located in the city’s Seaport District, the master plan addresses the site’s deterioration as industry has declined. By reducing the impact of the necessity of the car through its incorporation into the urban fabric, making use of the road’s infrastructure, creating a clear distinction between the functions of long-term and short-term parking, capitalizing on the opportunity to be the city’s hub for water transit, and designing a street front for the mixed-use city blocks that encourages street life in Boston’s harsh climate, the master plan will create a dynamic urban neighborhood that functions as its own entity but ties back to Boston as part of the city’s call to reclaim the waterfront. / Master of Architecture

The introduction of the private vehicle in urban communities (towns and cities) resulted in numerous urban problems experienced in the developed and developing world. These include, inter alia, economic inefficiency due to traffic congestion; a high mortality rate relevant to vehicle users and non-vehicle users; air & noise pollution and overall poor quality of life for residents. As part of the literature review, it was found that the level of urban problems experienced will intensify and worsen, if sustainable transportation systems were not introduced in urban areas. These predictions were made based on the following three factors: * The increase of the world population – It was predicated that the world population will increase by 2.3 people billion between 2011 and 2050. The total world population is therefore expected to be 9.3 billion in 2050. * The urbanisation rate experienced – It was predicated that the entire world population growth, along with an additional 300 million people, will be absorbed by urban areas between 2011 and 2050. Urban communities will therefore accommodate 6.2 billion people, or 67% of the world population, in 2050. * The level and growth in private vehicle ownership – The developed world consists of a high level of vehicles per 1 000 residents (655 in 2010), but experienced a decline in growth of 0,8% between 2005 and 2010. Contrary to the developed world, the developing world had a low level of vehicle ownership per 1 000 residents (128 in 2010), but experienced an increase of 21.9% between 2005 and 2010. Apart from the above data, the literature review introduced planning theories and international as well as national policies. The three planning theories that were researched each revealed ten principles of sustainable alternative transportation measures for an unsustainable private vehicle orientated urban area. These sustainable measures were used to introduce the option of a sustainable non-motorised transportation system to the demarcated study area. The three planning theories researched were: * The Smart growth theory * New urbanism, and * Pedestrian mall developments. International and national policies were scrutinised to obtain a point-of-view on how different countries, cities, spheres of government and type of documentation addressed non-motorised transportation developments. The examination of the policies also provided insight on how South African spheres of government were addressing non-motorised transportation in South African urban communities, if at all. The international policies include the “Share the road” document compiled by the United Nations in 2010; Mount Rainier Town Centre Urban Renewal Plan (2005) (USA) and Ottawa’s Transport Master Plan (2008) (Canada). The South African policies included the National Non-motorised Transportation Policy (2008); National Transport Master Plan (2011); Northern Cape Provincial Spatial Development Framework (2012) and //Khara Hais Spatial Development Framework (2012) (local municipality). Following the literature review, is an empirical study consisting of 2 sections. Firstly, a pilot study, which consists of international and local examples, was researched. These examples were identified as they consist of vehicle-free areas within the central business district. The success of the vehicle-free developments was measured and the information utilised to guide recommendations for the demarcated study area within the town of Upington (case study). Pilot study examples include Copenhagen, Denmark; Ghent, Belgium; Santa Monica, USA and Cape Town, South Africa. Secondly, a case study was analysed. A study area within the South African town of Upington, Northern Cape Province was demarcated. The status quo of relevant aspects, including but not limited to; the climate, coverage, parking, road hierarchy and transport modes were obtained and analysed. This analysis was conducted in order to establish a) if the study area experienced urban transport related problems and b) if the implementation of a non-motorised transport system will be more sustainable for the general public of Upington, as opposed to the current private-vehicle dependable system. Inputs from Town Planners were also obtained in order to obtain a multi-dimensional point-of-view. In the conclusion of the researched study it was found that a) the planning theories have been successfully implemented in the examples of the pilot studies and therefore these principles could apply to the demarcated study area in Upington. b) International policies addressed non-motorisation developments more comprehensively than the South African policies. Shortages especially existed at the provincial and local spheres of government where implementation should take place. c) Through the analysis of the case study it become evident that the demarcated study area within Upington was burdened by private vehicle orientated transport problems. However, the analysis also indicated that the study area has the potential to make a successful transition from being dependable on unsustainable private vehicles to sustainable non-motorised transportation. Finally, tailor-made recommendations (based on information derived from planning theories, policies, pilot study and case study) were made for the study area situated within Upington. These recommendations include the phased development of a pedestrian-only area, the development of parking garages (outside the pedestrian area), which are linked to the pedestrian-only area and the development of a public transportation system by means of busses. / MArt et Scien (Urban and Regional Planning), North-West University, Potchefstroom Campus, 2014

The introduction of the private vehicle in urban communities (towns and cities) resulted in numerous urban problems experienced in the developed and developing world. These include, inter alia, economic inefficiency due to traffic congestion; a high mortality rate relevant to vehicle users and non-vehicle users; air & noise pollution and overall poor quality of life for residents. As part of the literature review, it was found that the level of urban problems experienced will intensify and worsen, if sustainable transportation systems were not introduced in urban areas. These predictions were made based on the following three factors: * The increase of the world population – It was predicated that the world population will increase by 2.3 people billion between 2011 and 2050. The total world population is therefore expected to be 9.3 billion in 2050. * The urbanisation rate experienced – It was predicated that the entire world population growth, along with an additional 300 million people, will be absorbed by urban areas between 2011 and 2050. Urban communities will therefore accommodate 6.2 billion people, or 67% of the world population, in 2050. * The level and growth in private vehicle ownership – The developed world consists of a high level of vehicles per 1 000 residents (655 in 2010), but experienced a decline in growth of 0,8% between 2005 and 2010. Contrary to the developed world, the developing world had a low level of vehicle ownership per 1 000 residents (128 in 2010), but experienced an increase of 21.9% between 2005 and 2010. Apart from the above data, the literature review introduced planning theories and international as well as national policies. The three planning theories that were researched each revealed ten principles of sustainable alternative transportation measures for an unsustainable private vehicle orientated urban area. These sustainable measures were used to introduce the option of a sustainable non-motorised transportation system to the demarcated study area. The three planning theories researched were: * The Smart growth theory * New urbanism, and * Pedestrian mall developments. International and national policies were scrutinised to obtain a point-of-view on how different countries, cities, spheres of government and type of documentation addressed non-motorised transportation developments. The examination of the policies also provided insight on how South African spheres of government were addressing non-motorised transportation in South African urban communities, if at all. The international policies include the “Share the road” document compiled by the United Nations in 2010; Mount Rainier Town Centre Urban Renewal Plan (2005) (USA) and Ottawa’s Transport Master Plan (2008) (Canada). The South African policies included the National Non-motorised Transportation Policy (2008); National Transport Master Plan (2011); Northern Cape Provincial Spatial Development Framework (2012) and //Khara Hais Spatial Development Framework (2012) (local municipality). Following the literature review, is an empirical study consisting of 2 sections. Firstly, a pilot study, which consists of international and local examples, was researched. These examples were identified as they consist of vehicle-free areas within the central business district. The success of the vehicle-free developments was measured and the information utilised to guide recommendations for the demarcated study area within the town of Upington (case study). Pilot study examples include Copenhagen, Denmark; Ghent, Belgium; Santa Monica, USA and Cape Town, South Africa. Secondly, a case study was analysed. A study area within the South African town of Upington, Northern Cape Province was demarcated. The status quo of relevant aspects, including but not limited to; the climate, coverage, parking, road hierarchy and transport modes were obtained and analysed. This analysis was conducted in order to establish a) if the study area experienced urban transport related problems and b) if the implementation of a non-motorised transport system will be more sustainable for the general public of Upington, as opposed to the current private-vehicle dependable system. Inputs from Town Planners were also obtained in order to obtain a multi-dimensional point-of-view. In the conclusion of the researched study it was found that a) the planning theories have been successfully implemented in the examples of the pilot studies and therefore these principles could apply to the demarcated study area in Upington. b) International policies addressed non-motorisation developments more comprehensively than the South African policies. Shortages especially existed at the provincial and local spheres of government where implementation should take place. c) Through the analysis of the case study it become evident that the demarcated study area within Upington was burdened by private vehicle orientated transport problems. However, the analysis also indicated that the study area has the potential to make a successful transition from being dependable on unsustainable private vehicles to sustainable non-motorised transportation. Finally, tailor-made recommendations (based on information derived from planning theories, policies, pilot study and case study) were made for the study area situated within Upington. These recommendations include the phased development of a pedestrian-only area, the development of parking garages (outside the pedestrian area), which are linked to the pedestrian-only area and the development of a public transportation system by means of busses. / MArt et Scien (Urban and Regional Planning), North-West University, Potchefstroom Campus, 2014

(résumé en français)<p>Le projet urbain, par la démarche souple et transversale qu’il produit, est emblématique des concepts urbanistiques contemporains. Cette approche peut-elle opérer une reconnexion entre villes, ports et fleuves? A contrario, pourrait-elle renforcer cette déconnexion en cours, dans un contexte où les logiques de marché urbain sont plus favorables aux sphères d’économie résidentielle qu’à la sphère productive? Cette question se pose d’autant plus que ces espaces sont à l’intersection d’enjeux majeurs: la densification urbaine dans un contexte de lutte contre l’étalement urbain; le redéploiement du fret fluvial, alternative durable au réseau routier; et l’amélioration de la gestion de l’eau. En se basant sur les cas de Lille et Bruxelles, ce travail de recherche se fonde sur les facettes matérielle, organisationnelle et existentielle de ces territoires, abordées à différents échelons géographiques. Cette analyse montre que, dans son processus, le projet initie un nouveau dialogue ville-port, par de nouvelles formes de coopération horizontale. Par contre, dans sa matérialisation, il reproduit les coupures fonctionnalistes de l’ère industrielle, causées par les conditions externes et internes à son cadre de conception. Se distinguant de l’environnement conflictuel des sphères de conception et de décision, les pratiques révèlent le rôle de régulation de ces interfaces entre ville et port :des espaces de «quiétude», dans des environnements denses et enclavés. Finalement, les conditions d’une reconnexion sont proposées :l’évolution des formes de gouvernance ville-port, les nouvelles formes d’aménagement, et les processus de projet, comme rouage central au cœur de ces mutations. <p><p>(English summary)<p>The urban development project, thanks to its flexible and cross-sectional approach, is emblematic for contemporary urban concepts. Can this approach prompt a re-connection between cities, inland ports and waterways? On the other hand, could it strengthen this current de-connection, in an economic environment where urban market logic is more favorable to residential economy than to productive economy? This question is particularly important since these spaces are at the intersection of major issues: urban densification in a context of fight against urban sprawl; inland waterway freight transport redeployment, sustainable alternative to road transport; and the improvement of water management. Starting from the cases of Brussels and Lille, this research work is based on material, organizational and existential aspects of these territories, tackled at different geographical levels. This analysis shows that, throughout its process, an urban development project can initiate a new city-port dialogue by means of new forms of horizontal cooperation. In the contrary, in its materialization, it reproduces the functional cuts of the industrial era, caused by constraints and influences of its design framework. Distinguishing themselves from the conflicting environment of design and decision circles, daily practice reveals the role of regulation of these city port interfaces: quiet spaces in dense and landlocked environments. Finally, conditions for a re-connection are put forward: an evolution of city-port governance forms, new forms or urban developments and development processes, as pivotal issue of these transformations. / Doctorat en Art de bâtir et urbanisme / info:eu-repo/semantics/nonPublished

This thesis investigates policy formulation and implementation processes in Zambia. A number of issues emerge with respect to the weaknesses of the system and how policy decisions worsened Zambia's economic performance instead of improving it. The Kaunda era policies of nationalization had an adverse impact on productivity of industries as well as affecting the resource flow from donors and business houses. On the other hand President Chiluba's reforms in the 1990s have had both positive and negative impacts on the people of Zambia. The rapid privatization and liberalization affected employment levels thereby worsening the poverty levels. Further, the liberalization brought in stiff competition from other countries forcing most manufacturing companies to close down. The policy environment based on the Bretton Woods Institutions seems not to be working as result of not taking into account the local Zambian situation. On the other hand, there were positive macroeconomic developments such as growth in GDP, lowering of inflation and stabilizing of exchange rates as from 1996. This has however not improved the living standards of the people. In Zambia, the shifts back and forth between strong and weak planning institutions have negatively affected policy development and implementation. There has been uncoordinated policy development; as a result, some policies in the major sectors are contradictory while in other cases policies are not linked to the resource envelope, making them un-implementable. Secondly, the institutional framework for policy development is not effective. There is generally lack of coordination among ministries, provinces and other stakeholders in planning, implementation and monitoring and evaluation of development programmes. This thesis urges that the improving planning capacities at the national, provincial and district levels should improve the processes of policy development and implementation in Zambia, which will in turn help to reduce poverty. Further, the districts should be the centre for the bottom-up process. In order to carryout this responsibility, efforts should be made to improve their capacities. As for the top-down process, the Sector Advisory Groups should continue to participate in the planning, monitoring and evaluation so as to contribute to policy formulation and implementation. These should be coordinated by the National Development Coordinating Committee (NDCC) through a Planning Bureau. / Development Studies / D. Litt. et Phil. (Development Studies)

Made available in DSpace on 2016-04-04T18:22:00Z (GMT). No. of bitstreams: 1 Adelita Araujo de Souza.pdf: 14274914 bytes, checksum: c505da3a5b145d8614745d83a468c03d (MD5) Previous issue date: 2012-02-16 / This research makes a consideration on urban and socio-spatial phenomena in the Iguassu border, where there are the cities formed in Argentine, Brazilian and Paraguayan territories. In this regard, it uses the border concept adopted by geography and the urban phenomenon adopted by urban planner Bernardo Secchi. For this investigation, we highlight the 70s as the time frame, period represented by the construction of Itaipu Binacional Power Plant, which promoted a global plan for housing, structuring the road system and articulating the urban grid plan concerning Brazilian and Paraguayan cities. This analysis has been carried out pointing political, economical and social aspects which involved the construction of the dam, as well as urban and architectural projects deployed by the company which eventually contributed to the current processes of urban expansion and interaction between these cities. First of all, we analyzed the natural logics which set up the urban relations over time such as commercial and touristic links, mobility and urban structure, immigration and territorialization processes, cultural and identity changes, for then reflecting on documents and projects dated of the construction of the dam, which reveal the interest of both Brazilian and Paraguayan military governments. The analysis of the urban projects shows that the adopted party was conceived to the population control and surveillance, besides of organizing socio-cultural hierarchies, while that, to the military class, urban projects were observed the same oriented for socialization, enhancement of public space and environment. Finally, it was concluded that the immediate consequences led to segregation, urban grid plan fraying and overcrowded cities culminating in social and identity conflicts. / Esta pesquisa realiza uma reflex?o sobre os fen?menos urbanos e s?cio-espaciais na fronteira do Igua?u, onde se encontram as cidades formadas nos territ?rios da Argentina, Brasil e Paraguai. Para isso, utiliza o conceito de fronteira adotado pela geografia e o conceito de fen?meno urbano adotado pelo urbanista Bernardo Secchi. Para a investiga??o, delineamos a d?cada de 1970 como o recorte temporal, per?odo representado pela constru??o da Usina de Itaipu Binacional, que promoveu um plano global de urbaniza??o para as cidades paraguaias e brasileiras, se baseado principalmente na constru??o de conjuntos habitacionais e na estrutura??o do sistema vi?rio, articulando as malhas urbanas das cidades da zona de fronteira. A an?lise ? realizada pontuando os aspectos pol?ticos, econ?micos e sociais que envolveram a constru??o da usina, bem como dos projetos urbanos e arquitet?nicos implantados pela empresa que, por fim, contribu?ram para os processos atuais de expans?o urbana e intera??o entre estas cidades. Analisamos primeiramente as l?gicas naturais que configuraram as rela??es urbanas ao longo do tempo, como v?nculos comerciais e tur?sticos, mobilidade e estrutura urbana, imigra??o e processos de territorializa??o, trocas culturais e identit?rias para, em seguida, refletir sobre os documentos e projetos da ?poca da constru??o da usina que revelam os interesses dos governos militares do Brasil e do Paraguai. A an?lise dos projetos urbanos demonstra que o partido adotado foi concebido para o controle e a vigil?ncia da popula??o, al?m de organizar hierarquias sociais e culturais, ao mesmo tempo em que, para a classe militar, observam-se projetos urbanos orientados para a socializa??o, a valoriza??o do espa?o p?blico e do meio ambiente. Finalmente, concluiu-se que as conseq??ncias imediatas conduziram ? segrega??o, ao esgar?amento da malha urbana e ao incha?o das cidades, culminando em conflitos sociais e identit?rios.

Berlin et Londres sont traversées par des fleuves. La Tamise s’écoule après 346 km dans la Mer du Nord. Berlin est traversée par la Spree et la Havel ; la Spree a une longueur de 400 km et la Havel de 325 km ; ces fleuves sont connectés par l’Elbe à la Mer du Nord. La population s’est sédentarisée sur les bords des fleuves à cause de la présence d’eau potable. À partir du Moyen - Âge, la situation a changé. Les gens ont utilisé le fleuve afin d’éliminer les eaux usées de la ville et des marchandises ont été transportées par la voie fluviale. Autrefois, des industries ont bordé ces fleuves. Aujourd’hui, ils n’occupent plus ces fonctions et les friches industrielles peuvent être réaménagées. Ces fleuves urbains peuvent créer soit une rupture, soit une opportunité en matière d’aménagement du territoire. Chaque métropole a ses propres conceptions d’aménagement. De nombreux projets d’aménagement sur les friches industrielles ont été déjà réalisés comme celui des Docklands à Londres et le projet Museumsinsel à Berlin. La mixité fonctionnelle avec la création de logements, de tertiaire supérieur et d’espaces verts est prédominante dans le projet des Docklands à Londres. Le projet Museumsinsel est orienté vers la culture. Le problème de la gentrification apparaît avec ces projets. Beaucoup d’habitants qui vivent dans ces quartiers ne peuvent plus payer les loyers croissants et doivent quitter leurs logements dans la capitale. Les berges seront -Elles seulement destinées à la classe aisée ou à tout public ? Par conséquent, les projets peuvent créer une rupture territoriale. Mais les projets d’aménagement sont une opportunité quand ils s’intègrent dans le tissu urbain existant. / Berlin and London are crossed by rivers. The River Thames flows after 346 km in the North Sea. Berlin is crossed by the Spree and the Havel. The Spree has a length of 400 km and the Havel of 325 km; these two rivers are connected by the Elbe to the North Sea. The population was sedentary on the river banks due to the presence of drinking water. From the Middle – Ages, the situation has changed. The people used the river to eliminate wastewater from the city and transport goods by the waterway. In the past, the industries have bordered these rivers. Today, they no longer occupy these functions and the industrial wastelands can be redeveloped. These urban rivers can either create a city break or an opportunity in terms of planning. Each metropolis has its own conceptions. Many urban projects on industrial wastelands have already been realized such as the London Docklands and the Museumsinsel project in Berlin. On the one hand, the functional mix with the creation of housing, trade, services and green areas is predominant in the project of the Docklands in London. On the other hand, the Museumsinsel project is directed towards the culture. The problem of gentrification appears with these projects. Many inhabitants who live in these districts can no longer pay the increasing rents and must leave their homes in the metropolis. Will the riverbanks be only intended for the upper class people or at any public ? Therefore, the projects can create a territorial rupture. But, urban projects can also be an opportunity, when they fit into the existing urban morphology. / Berlin und London haben eine Gemeinsamkeit, sie werden alle von Flüssen durchquert. Die Themse fliest nach 346 km in die Nordsee. Berlin wird von der Havel und der Spree durchquert. Die Spree hat eine Länge von 400 km und die Havel erstreckt sich auf 325 km und diese beiden Flüsse münden in die Elbe die wiederrum in die Nordsee fliest. Die Menschen siedelten sich an den Flüssen an, weil sie hier Trinkwasser fanden. Ab dem Mittelalter veränderte sich jedoch die Situation, die Menschen benutzten nun den Fluss zur Entsorgung der Abwässer der Stadt und zur Beförderung der Waren auf dem Flussweg. Industrien siedelten sich früher entlang der Flüsse an. Heute, erfüllen sie diese Aufgabe nicht mehr und das Industriebrachland steht für neue Projekte zur Verfügung. Die Flüsse die durch die Großstädte fließen, können entweder einen Bruch oder eine günstige Gelegenheit für die Stadt sein. Dies ist jedoch abhängig von der Stadtplanung, denn jede Hauptstadt besitzt seine eigene Auffassung zu diesem Thema. Viele Projekte auf Industriebrachen wurden bereits fertiggestellt, wie zum Beispiel das Projekt der Docklands in London und das Projekt der Museumsinsel in Berlin. Die Hauptaspekte des Projektes der Docklands in London bestehen in der Verwirklichung einer funktionellen Mischung aus Wohnungen, Gewerben, Dienstleistungen und Grünflächen. Die Kultur stand jedoch im Mittelpunkt des Projekts der Museumsinsel in Berlin. Diese neuen Bauprojekte können aber ein Gentrifizierungsproblem verursachen. Viele Bewohner dieser Viertel können die steigenden Mieten nicht mehr bezahlen und müssen Ihre Wohnungen in der Hauptstadt verlassen. Die Uferböschungen entlang der Flüsse, sind diese also nur für die obere Gesellschaftsschicht bestimmt oder sind sie für alle Leute ? Folglich, können diese Projekte einen territorialen Riss verursachen. Aber die Projekte können aber auch eine Bereicherung sein, wenn sie sich gut in die bestehende Baustruktur einfügen.

This study focuses on how spatial circumstances affect property owners’ preference toward sustainable urban development, in the form of three-essays. In the first essay, property owners’ preference toward the concept of compact development is identified. Compact development is an increasingly popular concept that includes multiple aspects, such as mixed land use, high density, and pedestrian/transit-friendly options. Previous hedonic literature on the comprehensive effect of compact development is limited. Also, spatial dependence in the data, something likely endemic to compact development, has not yet been thoroughly addressed. This study uses a spatial fixed-effect model, a spatial-autoregressive model with auto-regressive disturbances (SARAR), and a spatial fixed-effect SARAR model to determine the price effect of “compactness” in a major U.S. metropolitan area. By analyzing of 47,000 sales records in Fulton County over a decade, this study indicates that home buyers prefer to have smaller, more diffuse greenspace nearby, rather than a large, concentrated greenspace at a longer walking distance. High parcel density and diverse land use is consistently disvalued, and the premium on accessing public transportation is not identified among all models. No specific trend over time has been observed, despite the recession starting in 2008. Finally, a comprehensive index of compactness shows relatively high willingness-to-pay for compact development. The second essay tests the spatial spillover of signaling within the pursuit of LEED certification. The benefit of pursuing green building certification mainly comes from two aspects: the cost-effectiveness from energy efficiency and the signaling consideration, including the premium on property values, benefits from a better reputation, morality values, or purely pride. By analyzing all new constructions that received LEED certification from 2000 to 2012 (LEED-NC v2.0 to v2.2) in the U.S., this study tries to identify the size of the signaling effects, and spillover of signaling, as building owners pursue LEED certification. The results show that the signaling effect affects decision making in pursuing LEED certification, especially at scores around thresholds. The size of signaling effects differs among different owner types and different certificate levels. For the Gold level or below, government and non-profit-organization owners value signaling more than do profit-seeking firms. At the Platinum level, there is no significant difference among owner types. This study also finds that the signaling effect clusters spatially for government and profit-seeking firms. Finally, the results show that the cluster of signaling is independent from the cluster of LEED buildings, indicating that mechanisms behind the cluster of signaling are different from those of LEED constructions. The third essay tests the distance effect on the support for Atlanta BeltLine. Atlanta BeltLine, a large urban redevelopment project currently underway in the center of Atlanta, transforms 22 miles of historical railroad corridors into parks, trails, pedestrian-friendly transit areas, and affordable housing. This study aims to determine the distance effect on the support of Atlanta BeltLine and whether the implement of Tax Increment Financing (TIF) affects the support. The contributions of this exercise are twofold. First, it demonstrates the risks and remedies to missing spatial data by solving the technical problem of missing precise spatial location values. Second, it tests underlying reasons why distance can help explain the level of support that Atlanta BeltLine has received, with striking implications for theories like the Homevoter hypothesis. Survey data used in this study was conducted in summer 2009, about three years after the declaration of the project. The support by both homeowners and renters significantly declines as distance from the BeltLine increases. However, when residents’ tendency to use BeltLine parks and transits is entered as a variable, the distance effect disappears. By indicating that the distance effect comes from homeowners’ and renters’ the accessibility to BeltLine amenities, the result rejects the homevoter hypothesis, which holds that property value increment is the main mechanism behind support. The results also show that whether or not a homeowner or renter is a parent in City of Atlanta affects a person’s support of the BeltLine. These results lead to the conclusion that the concern of TIF affecting future school quality hampers the support of the project.

No description available.

Submitted by NATALIA MUNIZ BARRETO GONCALVES (nmbarretogoncalves@gmail.com) on 2017-06-20T22:08:32Z No. of bitstreams: 1 Dissertacao final19062017.pdf: 3243509 bytes, checksum: 177731502de63373e89097c1362070b2 (MD5) / Approved for entry into archive by Janete de Oliveira Feitosa (janete.feitosa@fgv.br) on 2017-06-21T13:05:57Z (GMT) No. of bitstreams: 1 Dissertacao final19062017.pdf: 3243509 bytes, checksum: 177731502de63373e89097c1362070b2 (MD5) / Made available in DSpace on 2017-07-05T14:16:04Z (GMT). No. of bitstreams: 1 Dissertacao final19062017.pdf: 3243509 bytes, checksum: 177731502de63373e89097c1362070b2 (MD5) Previous issue date: 2016-12-15 / A evolução tecnológica ocorre de forma vigorosa e acelerada nos dias atuais e em consequência, organizações se estruturam, criam estratégias, buscam se adequar e adaptar a essas novas tecnologias, com o propósito de permanecerem competitivas em relação aos seus concorrentes e de manterem seus negócios perenes. Essas mudanças têm causado alterações no comportamento humano, em relação ao consumo e a forma de agirem, por exemplo. O objetivo deste trabalho é apresentar um estudo de caso para ensino com foco em entender como o funcionamento das agências digitais bancárias, a agência bancária do futuro, do banco Delta Ômega, pode ser vantajosa para o banco, para os clientes e para seus funcionários e quais os pontos de melhoria. Tendo em vista, principalmente, uma nova forma de relacionamento e interação com os clientes voltada para o futuro. Nesta trajetória, o banco Delta Ômega tem colhido frutos promissores da decisão de implantação das agências digitais. A utilização deste estudo de caso para ensino permitirá ao docente abordar os referenciais teóricos de estratégia empresarial, teorias dos recursos da firma e conectá-los às ações promovidas pelo banco Delta Ômega para a implantação dessas agencias do futuro e os seus impactos para os clientes, funcionários e para o banco. / Technological evolution has a vigorous and rapid pace these days and as result organizations are well structured, try to create new strategies, and seek to adjust and to adapt to these new technologies. These changes have caused new challenges in human behavior in the bank, in relation to how to implement these digital agencies and how to manage the new forms of interaction between customers and employees. This case study will allow enable the professor to address to his students important questions regarding fundamental theoretical framework like resource based view, strategic human resources model, the network society and new forms of behavior and new technologies.