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Call number: LD2668 .T4 1952 P35 / Master of Science

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Hyung Jin Kim / Children’s play is partially satisfied through provision of public playgrounds with manufactured playground equipment in urban settings in the U.S., however, manufactured playground equipment is often criticized for its monotonous play equipment and is considered to be the primary cause of low playground utilization and dissatisfaction by many researchers (Hart, 2002; Beckwith, 2000; Cunningham & Jones, 1999; Davies, 1996; Masters, 2011). This study selected an urban park playground, a community playground, and a neighborhood park playground with manufactured equipment in the city of Manhattan as study sites. The purpose of this study is to examine utilization of the current playground areas and equipment—specifically by examining playground satisfaction levels and utilization frequency, and playground equipment satisfaction and utilization frequency to reveal playground utilization issues. A playground field audit and an on-site visitor survey were used to collect data. This study found (a) study playgrounds are underutilized among 6-to-10 and 11-to-15 age groups, (b) correlations exist between play equipment utilization frequencies and satisfaction ratings for most play equipment, and (c) no correlation exists between playground utilization frequency and playground satisfaction ratings. Results also revealed that (d) rare and occasional playground visitors are more likely to be attracted to play equipment with moving parts, higher physical challenges, and creative designs. Playground utilization rates are at current levels partially due to the rigid demand for playground use and play equipment. Although this study showed that 57% of survey participants were satisfied with the manufactured play equipment overall, play equipment should still be carefully selected and installed in consideration of different age groups, and visitors’ needs and characteristics; and more creative and cutting-edge play equipment should be considered for future playground improvements.

Master of Landscape Architecture / Department of Landscape Architecture/Regional and Community Planning / Melanie F. Klein / In a nation of speedy and convenient technologies, the default pace of life has become “fast.” For many American cities, the primary mode of transportation is the private automobile. Daily life is conveniently seen through the car window: we drive to, drive-thru, and drive home. Auto-dependent growth patterns have evolved into sprawling networks of streets and low density, single land-use development. With few pedestrian amenities or destinations, long travel distances, and dominating automobile infrastructure, this development pattern decreases pedestrian and bicycle circulation as a viable and enjoyable mode of transportation. Transportation growth centered around the private automobile compromises compact development, physical activity, safety of pedestrians and bicyclists, interaction with nature, social exchange, and social equity in street corridors. Automobile circulation dominates the transportation system of Manhattan, Kansas. The result is low-density development, sprawling into the surrounding tall-grass prairie and flint hills of the region. Despite several City documents stating goals for multi-modal transportation and accommodation of all users, the existing built environment remains heavily dominated by automobile circulation. The current transportation system inhibits safe and enjoyable pedestrian and bicyclist transit. Inspired by Allan Jacobs’s Greet Streets vision and structured around the Institute of Transportation Engineers’ Context Sensitive Solutions, street networks can be public places for community: “people acting and interacting to achieve in concert what they might not achieve alone” (Jacobs 1993). Movement corridors should be public spaces that encourage physical activity and time to experience a healthier body, mind, and spirit. With priority for bicycle and pedestrian circulation, movement corridors support a more sustainable development pattern and foster meaningful time in transit through more natural speeds of engagement and active presence. Great streets for all users, and a means to integrate improvements in the planning and design of movement corridors will activate progressive growth. The action framework presented here emphasizes important elements concerning the vision for Manhattan’s movement corridors, shows how district development reinforces attributes for walkable communities, and demonstrates guidelines for integrating improvements in Manhattan’s transportation planning and design.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / John W. Keller / The purpose of this document is to use an existing transit system as the standard by which another community can model their own. It begins with the discussion of a brief history of mass transit in the United States—focusing on the detail that competing automobile manufacturers began the demise of transit ridership in this nation. As the 1950s came to a close, the nation’s transit systems saw the peak of ridership. However, the post-war era brought about massive suburbanization and more automobiles per household. The American no longer needed to ride transit, except for those still living in the dense urban cores of cities like New York City. The document moves into the discussion of the fundamentals of mass transit. It explains the importance of population base, ridership, and funding. Depending on the type of system, a minimum population base is recommended in order to support the proper system. Ridership is a key focus of transit, for without it, a community is just wasting resources. Finally, funding is very important. No transit system can support itself on fares alone and still remain a viable alternative to the automobile. Transit systems must procure funding from a variety of sources including all levels of government in order to obtain sufficient revenue to operate successfully. The heart of the document focuses on the CyRide bus system in Ames, Iowa—serving the Ames community and Iowa State University since 1976. CyRide is a special system in that it serves a total population of only 54,000, but sees an annual ridership of 5 million. Their success is based on a longstanding relationship with the community complimented by staff that posses the passion to ensure the highest quality service day-in and day-out. This report discusses the fine details of how that system functions on all levels. The document concludes with the discussion of Manhattan, Kansas—a city with approximately the same population as Ames, and is home to Kansas State University, which as approximately the same student enrollment as Iowa State. Manhattan currently does not have a transit system, but is seeking to implement one in the coming years. The overall intent of this report is to draw conclusions based on the performance of CyRide and provide recommendations to the City of Manhattan regarding the implementation and operation of a transit system.