The footprint of urban streets have become conflict zones of interests; ranging from efficient automobile infrastructure, building restriction lines, economical interests, shy efforts to introduce nature, services, etc. How can we, as urban designers, retrieve a portion of this footprint to nature by taking advantage of the existing public parking areas and create a network of streets that speaks to the larger park network? Can a neighborhood like Adams Morgan serve as an example for a collaborative design between private and public interests to enhance the potential of blue-green infrastructure? / Master of Science

Increasing interest in driving for pleasure has put a burden of crowding and over-use on many of our nation's scenic highways. The carrying capacity concept says that there is an acceptable level of use or change for a resource beyond which that resource will be significantly degraded. This thesis examines the applicability of this concept to the problems of crowding and over-use of scenic roadways. This study developed as an attempt to bridge the gap between recently developed carrying capacity models in recreation resource management and planning and the specific problems of scenic roadways. While carrying capacity theory and practice have produced good models, the unusual characteristics of scenic roadways challenge the direct application of these models. A questionnaire was distributed to scenic roadway designers, planners, and managers; roadway researchers; carrying capacity researchers; and recreation resource managers nationwide. Respondents answered questions about the value of carrying capacity for managing scenic roadways, about perceived problems in implementing a carrying capacity program for scenic roadways, about the appropriate scope of a carrying capacity management tool for scenic roadways, and about needs for future research to support development of a carrying capacity model for scenic roadways. Responses to the questionnaire indicate strong support for developing a management tool for scenic roadways based on the carrying capacity concept. Responses support a broad-based approach to addressing the carrying capacity of scenic roadways, looking at both the roadway and lands adjacent to the roadway in attempts to determine carrying capacity. / Master of Landscape Architecture

By 1800 the idea of pleasure driving, traveling through the landscape in a vehicle to appreciate nature and scenery, became not only popular, but also practical. What began in Britain as a recreational pastime for the upper classes soon found its way to the public parks of America and became the "Sunday Drive" of the early automobile era. This thesis demonstrates that a critical convergence of science and theory at the end of the eighteenth century propelled the development of the first roads constructed for no purpose other than driving for pleasure. Leading this movement was the renowned landscape gardener Humphry Repton. This thesis will examine the convergence of theory and science, using Repton as the central historical figure. By tracing the dissemination of his writings on roads, it will demonstrate his influence on the design of pleasure roads in nineteenth century America and, by extension, the automobile parkways of the early twentieth century. To do so, it will focus on the transatlantic conversations of four men: John Claudius Loudon, Andrew Jackson Downing, Calvert Vaux and Frederick Law Olmsted, during a period which saw the ascendency of the profession of landscape architecture in America with the development of the rural cemetery and New York's Central Park. Beginning with Brooklyn's Prospect Park it will establish the physical and philosophical origins of the first "park-­‐ways" created to address metropolitan growth and pleasure driving, and assess the impact of the public health movement, through river reclamation, in defining the serpentine alignment that would come to distinguish the parkway form. Lastly, it will trace the legacy of these influences as American landscape architects designed a new class of pleasure roads expressly for the motorcar-culminating in 1925 with the Bronx River Parkway in Westchester County, New York-the first automobile parkway in the world.

Since the Depression era there has been an evolution in parkway usage. Parkways have outlived their recreational function and now must also serve as routes to recreational facilities. Since the elemental use of parkways has drastically changed, questions of how and why beg to be answered. How has parkway design and construction changed from the Depression era to today in terms of views, alignment, vegetation, natural and cultural features, and parkway details. How is parkway design and construction different from that of typical roadways; and how does this information effect the future design and construction of parkways? In addition, why can parkways no longer serve the same purpose that they did in the past? This thesis examines these questions through the creation of the Lorton - Laurel Hill Parkway. The main characteristics studied in this thesis will continue to be vital in future parkway design and construction. This thesis expresses that parkways can no longer serve as a destination, but instead must become an introduction to a recreational facility. Parkways will become increasingly important in the future as they can provide relief to congested roadways while simultaneously providing the motorist with an aesthetically pleasing entrance to recreational facilities. In the future, the components studied here must be instituted into highway and road engineering. The construction of motorways that incorporate parkway design principles will create more successful and vibrant routes between urban centers and their surrounding communities, and in so doing will increase the quality of life of its population. / Master of Landscape Architecture

Made available in DSpace on 2014-06-11T19:33:21Z (GMT). No. of bitstreams: 0 Previous issue date: 2006-11-20Bitstream added on 2014-06-13T20:44:44Z : No. of bitstreams: 1 soriano_ajs_dr_rcla.pdf: 2015049 bytes, checksum: 8410ed7cfcea900c56a57754d32d6872 (MD5) / As áreas protegidas são implantadas com diferentes níveis de restrição quanto ao uso direto ou indireto dos recursos naturais e sócio-culturais por meio de categorias de manejo respaldadas na lei e por princípios técnico-científicos. Porém as estradasparque, no Brasil, não seguem a essa regra por não possuírem definição e normatização adequadas. Esta indefinição coloca em risco não somente a conservação da biodiversidade como possibilita a manipulação das políticas ambientais pelos mais diferentes grupos de interesse, por justificar a construção irresponsável de estradas em áreas que dificilmente, devido a questão ambiental, seriam autorizadas. Com o intuito de reverter essa situação foi elaborada uma definição para estrada-parque enquanto uma unidade de conservação com base nos conceitos de desenvolvimento sustentável, paisagem, percepção ambiental e na opinião de pesquisadores, técnicos e gestores ambientais por meio de questionário. Também foi proposto uma classificação tipológica com quatro tipos básicos: estradaparque; estrada ecológica; estrada eco-turistica ou turística e estrada cênica. / The protecting areas are implanted with different levels of restriction in regards to the direct or indirect use of the natural resources and socio-cultural by means of endorsed categories of handling in the law and for technician-scientific principles. However the roads-park, in Brazil, don t follow this rule for haven t an adequate definition and standardization. The fact is that roads parks nor always cause great impact, and although it can come to be an important instrument of conservation and sustainable development, it can also serve of instrument of manipulation for power groups, interested only in promoting the implantation of roads, in protecting areas, or the another way, it hardly would be established. With intention to revert this situation the definition for road-park was elaborated while an unit of conservation on the basis of the concepts of sustainable development, landscape, environmental perception and in the opinion of researchers, environmental technician and managers by means of questionnaire. Also the classification with four basic types was considered: roadpark; ecological road; tourist road or echo-tourist road and scenic road. This classification could be defined after the characterization of the 24 existing roads in Brazil, by means of interviews, bibliographical research and techniques visits, that included the Blue Ridge Parkway, the first road-park of the world, with the aim to know the model American.

Resumo: As áreas protegidas são implantadas com diferentes níveis de restrição quanto ao uso direto ou indireto dos recursos naturais e sócio-culturais por meio de categorias de manejo respaldadas na lei e por princípios técnico-científicos. Porém as estradasparque, no Brasil, não seguem a essa regra por não possuírem definição e normatização adequadas. Esta indefinição coloca em risco não somente a conservação da biodiversidade como possibilita a manipulação das políticas ambientais pelos mais diferentes grupos de interesse, por justificar a construção irresponsável de estradas em áreas que dificilmente, devido a questão ambiental, seriam autorizadas. Com o intuito de reverter essa situação foi elaborada uma definição para estrada-parque enquanto uma unidade de conservação com base nos conceitos de desenvolvimento sustentável, paisagem, percepção ambiental e na opinião de pesquisadores, técnicos e gestores ambientais por meio de questionário. Também foi proposto uma classificação tipológica com quatro tipos básicos: estradaparque; estrada ecológica; estrada eco-turistica ou turística e estrada cênica. / Abstract: The protecting areas are implanted with different levels of restriction in regards to the direct or indirect use of the natural resources and socio-cultural by means of endorsed categories of handling in the law and for technician-scientific principles. However the roads-park, in Brazil, don’t follow this rule for haven’t an adequate definition and standardization. The fact is that roads parks nor always cause great impact, and although it can come to be an important instrument of conservation and sustainable development, it can also serve of instrument of manipulation for power groups, interested only in promoting the implantation of roads, in protecting areas, or the another way, it hardly would be established. With intention to revert this situation the definition for road-park was elaborated while an unit of conservation on the basis of the concepts of sustainable development, landscape, environmental perception and in the opinion of researchers, environmental technician and managers by means of questionnaire. Also the classification with four basic types was considered: roadpark; ecological road; tourist road or echo-tourist road and scenic road. This classification could be defined after the characterization of the 24 existing roads in Brazil, by means of interviews, bibliographical research and techniques visits, that included the Blue Ridge Parkway, the first road-park of the world, with the aim to know the model American. / Orientador: Iandara Alves Mendes / Coorientador: Maria Inez Pagani / Banca: Lucy Marion Calderini Philadelpho Machado / Banca: Adler Guilherme Viadana / Banca: Eliana Cardoso Leite / Banca: Alexandre Schiavetti / Doutor

Scenic corridor protection can be viewed as a microcosm of all land use and protection concerns. The issue has been a topic of discussion among a select few land use professionals, including landscape architects, highway engineers and land use lawyers, for over fifty years. However, the acceleration of land development into previously undisturbed scenic areas, coupled with recent federal initiatives aimed at the inclusion of scenic byways programs into the 1991 Transportation Bill, has increased discussions on scenic byway issues, including questions on the success or failures of scenic corridor protection. To date, there has been little research on the issues and concerns of scenic corridor management and protection, especially at the state level. This thesis is an attempt to gauge the status of scenic corridor protection among those states with several years experience in the field and to offer other states some insights as to tools, issues and concerns involved with corridor management and protection. The process was achieved through a combination of telephone interviews, a questionnaire and case studies of each participant state. Indications are that the field is currently fragmented in terms of tools and methods of management and many managers feel a sense of frustration at the lack of a holistic approach to scenic corridor protection. / Master of Landscape Architecture

O estudo das características da Bacia Hidrográfica do Sapucaí em Minas Gerais permitiu compreender que esta região rica em potencial humano e natural deve ser tratada como uma região estratégica, por seu potencial hídrico e paisagístico, por sua riqueza cultural e por sua proximidade às regiões metropolitanas mais significativas do país. Entretanto o modelo de desenvolvimento adotado não tem privilegiado o potencial existente de maneira satisfatória em planos e programas que efetivamente se tornem realidade. Partindo-se de uma discussão ampla da questão ambiental e do papel real e imaginado para o planejamento ambiental, urbano e regional buscou-se um entendimento de quais seriam os caminhos de desenvolvimento mais indicados para a região estudada, entendendo que, neste caso, são pressupostos primordiais a valorização da paisagem, da cultura e do desenvolvimento humano. / The application about the characteristics of Sapucai´s Hydrographic Basin, in Minas Gerais permitted to understand that this region, rich in human potential and natural, must be viewed as strategic, for his hydro and landscape potential, for his cultural riches and for his proximity of the most metropolitan regions of the country. However, the development model used didnt favored the existed potential in a satisfactory manner into projects and programs that effectively made them real. Starting from a discussion about the environmental subject and the real and imagined role for the urban, regional and environmental planning we have looked for an agreement of what would be the most indicated ways of development, understanding that, in this case, the valorization of the landscape, the culture and the human development are prime assumed.

Ecological planning relies on a keen awareness of relationships between biophysical and social processes, then uses this knowledge for decision making in accommodating for human needs. The value of this planning process allows for design intervention while also ensuring a sustained use of the landscape, with these insights blending skill and artistry into place-making. In the 1960s, environmental concerns galvanized a generation of landscape architects who first codified ecological planning as a rationale for decisions with environmental stewardship. While this is the accepted canon, in the early 20th century during a period of experimentation and exploration, the Olmsted Brothers landscape architecture firm was using ecological principles as foundations for landscape architecture practice. This thesis challenges current discourse and accepted history, presenting evidence that the Olmsted Brothers' work in the 1920s predated many modern ecological theories and applications, and is an important addition to the historiography of ecological planning. This thesis largely focuses on Frederick Law Olmsted, Jr. as the central historical figure, offering a more in-depth understanding of the evolution of the firm, and fills the gap of the Olmsted legacy. As the children of Frederick Law Olmsted, Sr., Frederick Law Olmsted, Jr. (1870-1957) along with his brother John Charles Olmsted (1852-1920) co-founded the Olmsted Brothers and created one of the most prolific landscape architecture practices, developing projects in all aspects of landscape design. The Olmsted Brothers' work in California accounts for over 200 projects, and ranks among the highest number of their 5000 designs developed in the United States. In the early 20th century, the city of Los Angeles offered significant ecological, cultural, and technological challenges for the firm, with the city's unbridled urbanization and proliferate use of water and automobility. Rich in solutions, the firm's built and proposed designs over the course of 20 years revealed the discipline of landscape architecture in its richest and most scalar form. From small scale gardens, residential communities, park and parkway systems, to open space and watershed planning, the Olmsted Brothers created public spaces that worked in relationship to the ecology of the region during a critical juncture in the history of regional planning in Southern California. A range of methods were utilized in this thesis. Primary data provided both qualitative and quantitative material for study and was extracted from letters, reports and writing, drawings, photos, plans and maps. Over 20,000 primary documents, written by the firm's principals, provided the basis for analysis, and in a new way, this thesis interprets not only the written documents, but related construction documents developed from 1914 - 1931. As part of its data collection, an original contribution of this study is a comprehensive corpus of Olmsted Brothers source material from their work in Los Angeles. Methodologies sought to modify these documents into a spatial understanding of their work through digital analysis and re-creation of designs. The Olmsted Brothers' design solutions provide insights into today's ongoing concerns about water management, sustainable urban planning, and multifunctional landscapes. Their design proposals solved multiple problems with the design, accounting for not only vast geography, but complex cultural and natural systems within it. The value of their ideas reflects landscape architecture solutions as hybrid, dynamic, and strategic, offering 21st century practitioners paradigms in an ever-changing ecology.

O estudo das características da Bacia Hidrográfica do Sapucaí em Minas Gerais permitiu compreender que esta região rica em potencial humano e natural deve ser tratada como uma região estratégica, por seu potencial hídrico e paisagístico, por sua riqueza cultural e por sua proximidade às regiões metropolitanas mais significativas do país. Entretanto o modelo de desenvolvimento adotado não tem privilegiado o potencial existente de maneira satisfatória em planos e programas que efetivamente se tornem realidade. Partindo-se de uma discussão ampla da questão ambiental e do papel real e imaginado para o planejamento ambiental, urbano e regional buscou-se um entendimento de quais seriam os caminhos de desenvolvimento mais indicados para a região estudada, entendendo que, neste caso, são pressupostos primordiais a valorização da paisagem, da cultura e do desenvolvimento humano. / The application about the characteristics of Sapucai´s Hydrographic Basin, in Minas Gerais permitted to understand that this region, rich in human potential and natural, must be viewed as strategic, for his hydro and landscape potential, for his cultural riches and for his proximity of the most metropolitan regions of the country. However, the development model used didnt favored the existed potential in a satisfactory manner into projects and programs that effectively made them real. Starting from a discussion about the environmental subject and the real and imagined role for the urban, regional and environmental planning we have looked for an agreement of what would be the most indicated ways of development, understanding that, in this case, the valorization of the landscape, the culture and the human development are prime assumed.