Landscape architects, many of whom practice the design principles of the New Urbanism, have become increasingly involved with the participatory planning process. A key principle of New Urbanism, the participatory planning process is incorporated in an attempt to ensure that any new development - or alteration of an existing development - meets the needs of the community for which the design is created. This study examines data gathered from a web-based survey addressing the alternate, stakeholderess charrette approach. It was distributed to participants of charrettes facilitated by the Mississippi Main Street Association and is an attempt to understand the perceptions of those actively involved in the process. The purpose of this study was to examine this alternate approach to charrette facilitation and identify trends associated within. The analysis of stakeholder perceptions may prove beneficial in identifying trends that threaten charrette efficiency while highlighting trends worthy of replication in future charrettes.

Freeways that once tore through the urban fabric are now reaching the end of their lifespan and raising the question as to whether it is time to rebuild or remove them. The Interstate system has revolutionized transportation, connecting cities nationwide, but at the same time has slashed through existing neighborhoods. The very land from which hundreds of Fox Point residents were evicted for the construction of Interstate 195 through Providence, Rhode Island, now lies barren as a result of the interstate’s realignment. The surplus land, rezoned as the East Side Overlay District (ESOD), connects the Providence River and Narragansett Bay waterfronts. The ESOD is awaiting request for proposals (RFP), presenting an opportunity to redefine sustainable community development for Fox Point’s waterfront. The latest research on sustainable development employs culture as a direction for environmental, economic and social vitality. This project utilizes the historic urban landscape approach as a framework for providing knowledge and planning tools, for a more informed decision making process. In response, a proposal for redevelopment merges cultural development with visitor interaction in a reactivated waterfront. The post-freeway city has an opportunity to rebuild sustainable communities through cultural infrastructure.

Our modern “traditional” agricultural system is not sustainable. This system is highly dependent on limited resources such as land, oil and water. It also has numerous negative impacts, including the depletion of resources leading to higher prices, pollutions leading to health risks, global warming, deforestation and biodiversity loss. These dependencies and consequences are combined with a growing and ever more affluent global population which requires greater amount of resources to support its growth and which increases the negative impacts on the environment. All indicates that our system is reaching its limits and that there is a need for new solutions. This research introduces the general context (problem and existing research) and explores an alternative, namely: Intensive Vertical Urban Agriculture (I.V.U.A.). This method seems to offer two particularly interesting promises beneficial for Sustainable Urban Development: the reduction of transportation, and the integration of food production in the urban nutrient and energy cycles. However, to achieve these potential benefits the technology (in a broad sense) has to meet several challenges and there is a need for further experimentation. This study explores challenges of I.V.U.A. and key factors enabling or hindering experimentation in this field. This investigation identified key barriers to further development of I.V.U.A. through the use of a case study. The Plantagon International ABis a unique project which will be built in 2013, in Linkoping, Sweden. It will be the first vertical greenhouse of a considerable scale in the world with a research and commercial aim. Barriers to I.V.U.A. were identified as: - Lack of awareness about the problems with our modern food supply, and hence missed opportunities for S.U.D. - Attitudes that are working against I.V.U.A. and competition for recognition with other forms of agriculture as alternative to the problem of food production - Lack of technical abilities, knowledge and skills in I.V.U.A. - Funding/supporting infrastructures (physical or informational) - Blockages that are the result of administrations and policies which are largely based around “traditional” agriculture. Finally, a set of recommendations was drawn from the interviews of the case study and the literature review, to help planners and decision-makers lift these barriers and enable experimenting. These four implications to consider and explore are: - Gaining understanding of the complexity of S.U.D.problems and the need for a wide range of solutions which include I.V.U.A.; - Including a greater amount of stakeholders, and considering contexts - Improving access to land but also to resources and infrastructures - Building support to enable I.V.U.A. to thrive on its own

Cycling is recognised as a mode of transport with many health and environmental benefits yet remains relatively underfunded and lacks priority in many Swedish municipalities. Despite a will from the government to enhance sustainable transport, cycling is not given its rightful place in urban areas. This implies a presence of bottlenecks and barriers in cycle planning. Cycle advocacy organisations try to change this paradigm and develop tools, methods, and processes to improve this process. Cycling advocacy Cykelfrämjandet recently released a new process called Cyklisternas Cykelvägsanalys, cyclists’ cycle route analysis. This process can be used by any usual cyclist who will invite decision makers to experience the cycling environment and evaluate it together using a quality assessment method. A report is handed over to the municipality afterwards and a follow up is done one year after.To fully grasp what this new process entails, a thorough document analysis was conducted. Through an international review exploring similar initiatives developed by NGOs, individuals or governmental entities, the degree of innovation this process was assessed. This was then built upon using semi constructed interviews with participants of the three trial Cykelvägsanalys happening in Marks Kommun, Pitea and Varberg. The interview results were also used to evaluate how Cyklisternas Cykelvägsanalys can work on bottlenecks and use action levers to improve the cycling environment. Results show that whilst other methods to assess the quality of cycling environmentsexist, none are tied into a process, or at least nothing of the official kind. This emphasis on the process, the communication that it creates between politicians, planners, and everyday cyclists can help lift bottlenecks related to cycle planning linked to a lack of political support and the weak cycle lobby. In the three municipalities, it seems that CVA has more impact on municipalities that are less advanced on the cycling question. The results are very promising, and the participants on the municipal side willing to act on recommendations issued from the workshop. A big drawback however is the presence of very few politicians in the workshops which is what would have the most impact. A bigger emphasis on the necessity of getting these actors to participate in the methodology would be beneficial. More research can be done in a few years to assess the impact of follow up and if everyday cyclists took the initiative of trying out the method in their municipalities.