published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

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

Thesis. 1975. M.Arch.--Massachusetts Institute of Technology. Dept. of Architecture. / Bibliography: leaves 50-52. / by Steven C. Hayes. / M.Arch.

This research asks how universality of ridership is maintained in New York City’s transit system given that it is gated by the fare. Transportation planning scholarship presumes transit is affordable because the fare has a relatively low price and ridership among the poor is high. The transit agency addresses universality by maintaining a fare structure that keeps the single ride fare relatively low. Its method is based on empirical evidence that low-income riders “prefer” cheaper fare products over those with lower average fares but that require higher initial cash outlays. Transportation scholarship observes that low-income riders are inelastic and presumes, based on economic theory, that riders will forego more elastic goods to ride transit. Critical planning scholars have contested the tenets of the modernist planning project which utilize predict-and-provide empiricism and neoclassical economic models such as these. While urban planning has turned toward direct collaboration or at least participation with affected communities, transportation planning has not fully made this turn. There is thus little transit-related research that is informed directly by riders, especially low-income riders, suggesting the conventional approaches to understanding how riders afford the fare are incomplete. To fill this void, this research engages with low-income transit riders to elaborate and challenge the explanations for universality of ridership. It finds that although the fare price is low, it is not necessarily affordable. The “preference” for single ride fares is in most cases the result of constraints. Single fare rides are often combined with fare evasion and exploitation of free transfers, while unlimited fare cards are highly sought and widely shared. Low-income riders are more likely to undertake compensating behaviors than to forego goods. On the occasions when they do forego goods, they compromise necessities such as food, telephone service, rent and laundry. Finally, agents of the welfare state distribute fares to low-income individuals to promote rehabilitation and labor force attachment. Together these findings suggest that universality of ridership is tenuous. It depends on fragmented systems of generosity, compromise and welfare of which transit advocates and planners are largely unaware. Fare evasion enforcement, pricing structures and fare payment methods can pose challenges to riders who rely on these fragmented systems. By explicitly acknowledging transit affordability, and incorporating knowledge on the role that welfare plays in enabling low-income ridership, planners can expand access to transit for low-income riders.

Thesis (M.Arch)(Prof.)--University of Pretoria, 2006. / Includes bibliographical references. Available on the Internet via the World Wide Web.

Thesis (M.Dev.Stud.)--Victoria University of Wellington, 2008. / Includes bibliographical references.

Not available / text

published_or_final_version / abstract / Civil Engineering / Master / Master of Philosophy

The TMA Traffic Operations Survey was developed, which focused on traffic operations services and transportation system management practices of TMOs. The survey had the following structure: background, membership, services, and follow-up. The survey was emailed to 157 TMOs around the nation and 35 responses were received, a 22.2% response rate. Of the participating organizations only five (17%) organizations provided traffic services including traffic control improvements, signal timing, and collection of traffic data. These findings determined that a minority of organizations are involved in traffic operations. The multiple organizations that are involved in traffic operations provided data on their websites including incident alerts, live traffic views, and real-time traffic or shuttle information. Very few of the organizations that used data to provide traffic operations services generated the data themselves. The research results determined that few organizations are actively attempting to assume a role in traffic operations.