Tel Aviv's architecture and urban fabric were shaped by the forces of the nationalist movement of Hebrew Revivalism and the progressivist modern movements. A series of local circumstances including the Arab-Israeli conflict and the clash of values and memories introduced by different immigrant groups have also played an important role in Tel Aviv's identity. The search for a suitable architectural language capable of representing the New Hebrew collective identity entered a new phase when Modernism was adopted as the National Style. Tel Aviv's urban and architectural transformations mirror the changes in the collective identity of its residents as it rapidly evolved from its role as the locus of the Hebrew national revivalists to a cosmopolitan outward looking urban center. Progressivist obsessions brought about periods of amnesia during which the city failed to recognized some of its own "permanences" and as a result became self destructive. Whether these dynamics relate back to the Hebraic concepts of Space-Time is left open as a subject for speculation.

Architecture can be defined as the manifold of space, movements, and events. This project, located in the City, utilizes movement as the primary ordering device for the production of space and the encounter of events. Movement, both determined and aleatory, can be understood to have spatial consequences which locate and materialize the architectural project. The repertoire and methodology of this thesis utilizes analytic portraits of observed movements within an urban context to determine the location, extent, density, and program of the architectural project. This thesis posits that form and space which is produced in this manner will be primarily conditioned by the local contexts and has the potential to proliferate relationships with those contexts.

I analyse a two period model of urban development in which a non-neutral land value tax accelerates city growth by encouraging the development of vacant land in the first period and decreases the size of the city in the second period. In contrast, a wage tax decreases the size of the city in both periods by increasing the cost of labor. At the level of an individual city a non-neutral land value tax results in a smaller dead weight loss relative to a wage tax of equal yield. However, this result is not generally true when we study the relative efficiency of a land value tax and a wage tax in a system of identical cities. For this case a wage tax is relatively more efficient under a set of plausible restrictions. This analysis demonstrates the danger of making national policy prescriptions on the basis of results for an individual city.

A major determinant of energy conservation is the physical form of an urban area. Different forms and structures offer inherently different possibilities for conserving energy. This is particularly evident in the transportation sector where the conjunction of population density, employment opportunity, transportation system, and service characteristics largely determine the levels of savings that can be attained. With development and redevelopment, urban form and its structure change, sometimes making transitions to radically different "states". Thus, the problem confronting policy makers, interested in saving energy, might be seen as one of appropriately guiding development in the direction of various urban forms, or morphological "states", offering further opportunities for energy savings. This problem is complicated by the necessity of sustaining acceptable levels of social benefits, variously expressed by attributes such as mobility, development density and public expenditure. Furthermore, political pressure often constrains policy-making within a relatively short time-frame, yielding immediate gains that do not maximize longer term benefits. Data are developed, using a sequence of computer models, describing salient formal and performance characteristics of a number of theoretical urban forms, or morphological structures. These data are further related within an overall structure of transportation supply and demand (and the identified domains within the framework) within which maximum energy benefits are to be found. Estimations are then made of costs associated with moving from one morphological state to another. These estimations are portrayed as gradients, or surfaces, within a computer-generated three-space, where measures of "level of effort" (cost), morphological type and energy performance form the independent axes. Movement along the surfaces, occasioned by policy initiatives, are then dynamically represented by interchanging surfaces, depending upon the position within the three-space. As a policy-making objective, the aim might be to traverse the surfaces in order to attain higher levels of energy performance with minimum cost. The features of the surfaces also suggest sectors in which achievement of such an objective may be prohibitive. The results of the study suggest a planning approach towards managing dynamics rather than the achievement of some arbitrary end conditions. This issue represents a different view of planning, which may be regarded as a radical departure from traditional orthodox practices.

Men have been neglected in development discourse to the extent where, for example, demographic research on men and fathers has been sparse. As a result we do not know how many men in South Africa are fathers and there is no available survey that measures this statistic. This study attempts to fill a gap in our knowledge of fathers by asking how many men are fathers, whether they are resident or absent, and what type and level of involvement they have with their children. A household questionnaire (adapted from the General Household Survey) was used to estimate the number of biological fathers in 100 households in Clermont. Interviews were conducted to explore reasons for existing living arrangements between the father and his partner and children. Some key findings from the research include: the family structure of households in Clermont is extremely varied; a majority of men over the age of18 appear to have fathered a child; men willingly identified themselves as a father; and a significant number of men live apart from their children. With respect to absent fathers, the research supports Mott 's theory (1990) that there is a continuum of involvement with their children. Many of Clermont's absent fathers make a voluntary economic contribution to their children and they visit their children on a regular basis (usually weekly or monthly). In several cases where a father was not making an economic contribution this was because he was unemployed. Very few cases were recorded where a father had broken off contact with his children completely. Some fathers lived separately from their children because they had employment in another area. Others lived apart from their children because they were unemployed; it was clear from the research that while men perceived their role of provider as important this was not the only criterion to make for a good role model as a father. Tradition was another important reason why men did not reside with their children; cases were recorded where the father could not afford to pay lobola which would allow him to marry the mother. Another reason for father absence was because a new relationship had been formed by the mother or father, or both. A significant proportion of both resident and absent fathers stated they would like to spend more time with their children. This suggests policy and activities that promote increased involvement of fathers in the welfare of their children would be welcomed by the fathers of Clermont. / Thesis (M.T.R.P.)-University of KwaZulu-Natal, 2006.

Telecommunications liberalisation in India was embarked with the dual goals of promoting efficiency, through competition and establishment world class telecommunications networks, and maximise universal access to telecommunications services as a developmental goal. Interconnection norms are crucial to the success of the liberalisation policy and the thesis aims to analyse the factors that should be considered in designing an interconnection regime and, the role of the regulatory authority with respect to interconnection agreements and disputes in India. The thesis focuses on how interconnection norms could contribute to the above stated dual goals of India's telecom policy. The thesis also includes a detailed analysis of the liberalisation process and legal framework governing telecommunications in India.

The main aim of the study is to assess the success in performance of the KwaZulu-Natal (KZN) Provincial Governmentâs strategic management of integrated development planning as was expected by the Constitution and subsequent developmental policies, legislation, programmes and projects from 1994 to 2006. The literature review indicated that strategic management consists of three phases, namely planning, implementation and control, each phase with its own sub-steps. These elements formed the basis for the development of a Strategic Management Model represented by the following âKeyâ: KEY TO STRATEGIC MANAGEMENT MODEL Phase Step Activity and Evaluation Criteria 1 Initiate and agree on strategic management process 2 Clarify organisational mandates 3 Identify strategic issues facing the organisation 4 Formulate vision and goals 5 Undertake SWOT analysis: determine internal strengths and weaknesses, external opportunities and threats Planning 6 Formulate and adopt strategies to address strategic issues 7 Planning of plan Implementation implementation 8 Phased implementation 9 Monitoring 10 Evaluation Control 11 Review The Model is then applied to evaluate the strategic management of two KZN Provincial wide programmes, namely the KZN Provincial Growth and Development Strategy (PGDS) from 1994 to 2000, and KZN municipal integrated development planning from 2000 to 2006, both of which aim to substantiate the following four hypotheses: (1) The KwaZulu-Natal Provincial Governmentâs execution of the strategic management of integrated development planning in KZN to advance development in KZN was successful; (2) The KwaZulu-Natal Provincial Government undertook successfully an initiative to improve alignment and capacitating of Provincial Departments and Local Government for them to be able to undertake integrated development planning in a sustainable manner; (3) The Strategic Management Model for the management of integrated development planning set out in the study is a handy tool could be presented in a narrative format and/or in a matrix or table format, depending on the particular situation or management preferences; and (4) The application of the Strategic Management Model in KZN confirms issues and trends highlighted in the literature review of the strategic management of integrated development planning. The advancement of international theoretical thought on strategic management is also addressed. Several lessons learnt from the strategic management of integrated development planning in KZN are discussed. The study concluded by making several recommendations to improve KZNâs performance in the field of the strategic management of integrated development planning.

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<p> Walking is underrepresented in large area models of urban behavior, largely due to difficulty in obtaining data and computational issues in representing land use at such a small scale. Recent advances in data availability, like the ubiquitous point-of-interest data collected by many private companies, as well as a worldwide dataset of local streets in OpenStreetMap, a standard format for obtaining transit schedules in GTFS, etc, provide the potential to build a scalable methodology to understand travel behavior at a pedestrian scale which can be applied wherever these datasets are available. </p><p> This dissertation improves on similar indexes like WalkScore by estimating a model that represents the substitution of destinations around a location and between the modes of walking, automobile, and transit. This model is estimated using the San Francisco Bay Area portion of the 2012 California Household Travel Survey to capture observed transportation behavior, and accounts for the demographics included in the survey. These representations of travel behavior can then be used as right-hand side variables in other urban models: for instance, to create a residential location choice model where measures of accessibility and available demographics are used to understand why people choose to live where they do. </p><p> This dissertation is organized into four topics, one for each of chapters 2-5. The first topic establishes a framework for measuring the network of destination opportunities in the city for each of the walking, transit, and auto transportation modes. Destinations in the form of parcels and buildings, businesses, population, and points of interest are tied to each network so that the distance from each location to every destination can be computed by mode. The use of a points-of-interest dataset as the set of public-facing destinations is novel in the context of a traditional travel demand destination model. </p><p> This chapter also creates a case study model of trip generation for home-based walking trips is the 2012 California Household Travel Survey. This model finds that WalkScore is predictive of walking trips, that residential density and 4-way intersections have an additional but small impact, and that regional access by the transit network has a synergistic effect on walking, but regional access by auto has no impact when controlling for regional access by transit. </p><p> The second topic engages with the question of the impact of accessibility to local amenities on home values. Although early research has found that the composite index WalkScore is positively correlated with home values, this dissertation unpacks the impact of each category of destination used in WalkScore (as well as several others) on home values. The model shows that some amenities are far more predictive of home values in the datasets used here; in particular, cafes and coffee shops tend to be the indicator of neighborhood-scale urban fabric that has the largest positive relationship with home values, where a one standard deviation increase in access to cafes is associated with a 15\% increase in home values. </p><p> Although the previous topic provides some evidence that walkable amenities are related to increased home values with the datasets analyzed here, it does not prove that households are valuing walking to these amenities; it is equally plausible that households are capitalizing short driving trips into increased home values. The third topic thus creates a nested mode-destination model for each trip purpose (with destinations nested into modes) so that the logsums of the lower nest give an absolute measure of the accessibility by mode for each purpose for each location in the region. </p><p> These logsums are then weighted by the number of trips made for each purpose, and segmented by income and weighted by the incomes of the people that live at each location in the city. The result is an index based only on empirically observed behavior (in this case, the primary dataset is the 2012 CHTS) which is an absolute measure of walking behavior, not just of walkability. The methodology from this chapter yields an index for all three modes, and all indexes are included in the hedonic model described above. The model shows that a one standard deviation change in the auto index has the largest impact on home values, but that the walking index is positive, statistically significant, and almost as large. Although part of the reason for this finding might be that these neighborhoods are undersupplied, where they exist they are clearly in high demand. (Abstract shortened by UMI.)</p>