The single family home is a building type synonymous with residential architecture among many in the United States. The notion that the ideal built character of a dwelling is a private structure, built on private land, and owned by a private entity is as old as that ownership equating to power in human history. Though the houses of today are no longer the literal manifestations of strength seen in the fortifications of feudal castles or wealth seen in the opulence of imperial palaces, the metaphorical implications remain. It was on these allegories that the Post-WWII housing boom capitalized, using slogans and advertisements meant to invoke the glory and strength of owning a home. They charged that a man was not truly a man until he owned his own home, and that this American Dream can be achieved for surprisingly low prices. Thus the home was commoditized and development after development of ‘single family homes’ were replicated across the country. 70 years later, these structures which were built quickly for cost efficiency, and with a very specific ‘single family’ in mind for their residents are reaching the end of their usable lives. The architecture which replaces or adds to them has significant power to redefine the notion of a single-family home and its surrounding neighborhood. This thesis seeks to understand the current trend of redevelopment in these areas and propose alternate solutions which enrich the built character of the community and expands on the notion of what residential architecture can be. / Master of Architecture

Thesis (M.U.R.P.)--Ball State University, 2009. / Title from PDF t.p. (viewed on Mar. 01, 2010). Caption title. Creative project (M.U.R.P.), 3 hrs. Includes bibliographical references (p. 114-115).

Thesis (M.S.W.)--University of Hong Kong, 1987.

The existing administrative and legal deficiencies on the neighborhood administration constitute an obstacle for these units to be more functional and effective. Since they are the most suitable administrative units which cover the terms of &ldquo / effective citizen participation&rdquo / , &ldquo / representativeness&rdquo / , &ldquo / community control&rdquo / etc, it is crucial to reorganize the neighborhood administration system and to redefine the purposes, functions and duties of these units within the perspective of historical or traditional features. The aim of the study is to emphasize the status of neighborhood administration in the Turkish Administrative System in terms of future possibilities and impasses. For this reason, a case study was conducted in Ankara within the boundaries of &Ccedil / ankaya district to enlighten the place of neighborhood administration system in the Turkish Administrative System. Questionnaires for the headmen and the residents were stated to find out the opinion, thoughts and proposals of both the headmen and citizens for reorganizing the neighborhood administration. According to the results of the study, headmen of the neighborhoods stated the importance of the neighborhood administration in the administration system and importance for the residents. On the other hand, the answers of the residents indicate that their knowledge on these administrative units is very limited. As a result, it may be concluded that reorganizing neighborhood system is essential because of this undefined or limited definitions and implementations of the neighborhood administration system in Turkey.

Thesis (Ph.D.)--University of Western Australia, 2006.

Thesis (M. Sc.)--University of Hong Kong, 2000. / Includes bibliographical references.

Thesis (Ed. D.)--University of Missouri-Columbia, 1998. / Typescript. Vita. Includes bibliographical references (leaves 157-167). Also available on the Internet.

Thesis (Ed. D.)--University of Missouri-Columbia, 1998. / Typescript. Vita. Includes bibliographical references (leaves 157-167). Also available on the Internet.

Thesis (M.Sc.)--University of Hong Kong, 2000. / Includes bibliographical references. Also available in print.

Development of heavy rail intra-urban public transportation systems is an economically expensive policy tool for State and Local Governments that is often justified with the promise of economic development and neighborhood revitalization around station areas. However, the literature on the effects of rail intra-urban transit stations on neighborhoods is relatively thin, particularly on the socioeconomic effects. This quasi-experimental study evaluated the effect of heavy rail intra-urban transit stations on surrounding neighborhoods, using Atlanta, Georgia and its transit authority, the Metropolitan Atlanta Rapid Transit Authority (MARTA), as a case study. Atlanta is an expansive American city, with a large public transportation system, but low population density and no large-scale policies promoting growth around MARTA rail stations. The study period, 1970 to 2014, covers the entire period of MARTA’s existence – stations opened between 1979 and 2000. Neighborhood change was operationalized with a neighborhood change index (NCI), built on the Neighborhood Life-Cycle framework, with an adaptation that incorporates both the filtering (negative NCI) and gentrification (positive NCI) models of neighborhood change. The study differentiates between an initial effect of new MARTA rail stations, and a long-term effect. Control groups were formed using one and three mile buffers, as well as a matching strategy. Difference-in-difference (DID) models find very little evidence of a positive relationship of NCI with the opening of new MARTA rail stations. The economic recovery that began in 2010 is of special interest for housing research. To address this time-period this study utilized two models, with mixed results. The DID model suggested a negative effect of stations on the NCI. To control for selection bias in the 2010 to 2014 economic time-period, this study utilized propensity score matching to balance the treatment and control group on observed characteristics. A time and tract fixed effects model using the matched treatment and control groups found a significant positive effect of stations on neighborhood change. To test the long-term effect, a time and tract fixed effects model (1970-2014) with the NCI as the dependent variable found a positive NCI effect of MARTA stations on neighborhoods. Therefore, overall, positive neighborhood change (on the NCI scale) can be attributed to MARTA transit stations. Since 2002 MARTA ridership has slightly declined; therefore, the study concludes that given stagnant ridership, lack of supporting policy, and the finding of a positive relationship between MARTA transit stations and gentrification, the stations are a positive amenity, and are a significant contributor to neighborhood change. However, neighborhoods are heterogeneous on many dimensions, and the effect of rail intra-urban transit stations on neighborhoods may depend on the tract’s location, service characteristics, accessibility, and many other unobserved characteristics. Future research will supplement this methodology with additional data and compare the effect of intra-urban transit stations on neighborhood change in other cities to better address potential neighborhood heterogeneity.