My research considers both the challenges to and opportunities for implementing Smart Growth strategies in the City of Guelph’s urban growth centre, with a particular focus on the St. Patrick’s Ward neighbourhood. I follow the development of the downtown secondary plan-making process, spanning the time period from March 2010 to June 2011, which includes public participation by residents in the St. Patrick’s Ward and the city at large. The plan-making process started prior to, and continues after, my chosen timeframe, but the information collected in my case study brings to light the complexity of drafting a secondary plan for implementing Smart Growth strategies; the plan should ideally establish a framework for local interpretation and implementation of Smart Growth – the widely supported intensification and redevelopment strategy. I take the view that while a plan can be written to code and be argued rationally by experts, its effectiveness and ethical validity is a function of public participation in planning decisions that include values-rational anchoring, i.e. critical and ethical reflection on the value of a goal. Although many guiding principles and recommendations in the draft Plan are based on Smart Growth strategies, the physical scale of urban intensification is today very much focused on density numbers under the Growth Plan for the Greater Golden Horseshoe. The City of Guelph’s draft Downtown Secondary Plan primarily seeks to facilitate high-density, mid- to high-rise condominium and/or office developments. This may in turn lead to increased spatial segregation based on socioeconomic differences. Like in Toronto, Guelph’s Downtown Secondary Plan deregulates zoning by-laws and reduces bureaucratic ‘red tape’ for the high-density development industry through more flexible policies. Potential socioeconomic consequences like displacement of entire populations, services, and jobs from the newly re-valued places are, however, not addressed in the Plan; the policy language and conceptual thinking appears primarily geared toward redevelopment and infill. The overall lesson learned from studying the plan-making process leading up to the City of Guelph’s 1st Draft Downtown Secondary Plan concerns the role of planning in implementing Smart Growth; being a specific form of urban planning, Smart Growth implementation requires facilitation and education of stakeholders who are willing to compromise, but not beyond the point where “smart” is removed from “growth”. Given the overarching responsibility of the government to drive home this message, every stakeholder working for the public interest must collaboratively define, steer, and direct the process and private interests at each and every step along the road. The case of Guelph demonstrates the difficulty of prioritizing such a responsibility. Thus, potential future pressures to push and undermine Smart Growth’s synergistic and public participatory core value must be monitored and controlled with long-term objectives in mind.

Rapid and unplanned urbanization has ushered in a variety of public health challenges, including exposure to traffic pollution and greater dependence on automobiles. Moreover, vulnerable population groups often bear the brunt of negative outcomes and are subject to disproportionate exposure and health effects. This makes it imperative for urban transportation engineers, land use planners, and public health professionals to work synergistically to understand both the relationship between urban design and population exposure to traffic pollution, and its social distribution. Researchers have started to pay close attention to this connection, mainly by conducting observational studies on the relationship between transportation, urban form, and air quality. However, research on this topic is still nascent. Further, most studies do not predict exposures under alternative urban design scenarios. Hence, to understand the relationship between urban design and population exposures, there is a need to build and apply integrated modeling tools that can predict exposures under alternative urban design scenarios. Within this context, the overarching goal of this dissertation is to understand how the transportation infrastructure of cities can be designed for improved urban air quality and mitigation of population exposure to traffic pollution. The study area is Hillsborough County, Florida, a sprawling region with limited transit availability and a diverse population along with a mix of urban, suburban, and rural areas. The rank of the county for sprawl and congestion metrics (i.e., yearly delay and travel time index) fall in the mid-range in comparison with other US urban regions. Thus, the study area may be representative of other US urban regions with medium sprawl and above-average congestion levels. Oxides of nitrogen (NOx), a surrogate for traffic pollution, is the focus pollutant. The Health Effects Institute’s report on traffic-related air pollution identifies NOx as a potential surrogate due to its relative ease of measurement and the abundance of epidemiologic studies that characterize exposures to NOx. Because exposures are dependent on the spatial and temporal distributions of both people and pollution, this study first sought to understand the importance of activity and travel patterns of individuals for exposure estimation. To estimate exposures, the 2009 National Household Travel Survey (NHTS) data containing daily individual activity records, ArcGIS-estimated shortest-time travel route profiles, and the annual-average diurnal cycle of NOx derived from hourly CALPUFF dispersion model results from 2002, were combined. Two exposure measures were estimated: activity-based exposure that considers the daily activity and travel patterns of individuals, and residence-based exposure that considers only the pollutant concentrations at the residences. Exposure estimation without inclusion of activity and travel patterns was found to slightly underestimate activity-based exposures on average. Additionally, disproportionately-high exposures were found for blacks, Hispanics, below poverty groups, urban residents, and people whose daily travel time is greater than one hour. Finally, urbanicity and travel time variables were found to be the strongest predictors of daily exposure. Following this, a modeling framework was developed to predict population exposure by integrating activity-based travel demand modeling (DaySim), dynamic traffic assignment simulation (MATSim), mobile-source emission estimation (EPA MOVES), and pollutant dispersion modeling (R LINE). This modeling framework was used to predict daily population and subgroup exposures by estimating the high-resolution spatial and temporal distributions of both pollution and individual activities for the year 2010. Persistent exposure inequalities were found at the population-level; blacks, Hispanics, active age groups (19-65 years), below-poverty and middle-income groups, urban residents, and individuals with daily travel times above one hour had higher estimated exposures than the population mean. These inequalities for blacks, Hispanics, and below-poverty non-white groups worsened at higher exposure levels. Use of low-resolution activity and pollution data as opposed to high-resolution data led to underestimation of exposures (by 10% on average). Finally, the integrated modeling framework was employed to understand the relationship between urban transportation and land use design, air quality, and population exposure. Three scenarios that are based on a combination of diesel-bus transit services and residential distribution were simulated. Specifically, the low-transit scenario used the 2040 base residential distribution and the 2010 bus services. The enhanced-transit scenario applied the 2040 bus services proposed for the county instead. The compact-growth scenario added an increase of residential density to this latter scenario. Specifically, about 37% of total households were redistributed from locations with low accessibility to jobs and transit to locations near employment and bus stops. Results indicate slight higher non-car travel mode shares in the enhanced-transit and compact-growth scenarios compared to the low-transit scenario (with a 7.1% increase for walking, 0.2% for bicycle, and 1.8% for transit for the compact-growth scenario versus the low-transit scenario). The enhanced-transit scenario resulted in slightly lower daily total travel distances and times compared with the low-transit scenario, but daily total emissions and winter mean concentration of NOx were higher, i.e., the increase in bus transit services did not induce sufficient shifts in travel mode to overcome the concomitant increase in diesel-bus emissions. The compact-growth scenario resulted in lower daily total travel distance (9%) and travel time (2.1%) and daily total emissions of NOx (11%) and its winter mean concentration (9%), compared with both the low-transit and enhanced-transit scenarios. Although the compact-growth scenario improved the air quality of the region on average, daily population mean exposure was higher compared with both the low-transit (29%) and enhanced-transit scenarios (25%). This is largely due to the redistribution of population to urban core locations that had higher pollutant levels. Overall, neither the bus-transit improvements nor residential compaction strategies alone were sufficient to mitigate population exposures. Combining them with transit that services both origins and destinations, uses clean fuel technologies, and separates major roadways from dense residential pockets may be needed for greater exposure reductions. Overall, this dissertation has implications for population exposure to traffic pollution and public health through transportation and land use interventions. Results presented here may be applicable to other study regions that have similar composite sprawl scores as the Tampa Bay area. Future studies should exploit spatially-and temporally-resolved data on human activities and travel, vehicular activities, and air quality for better characterization of population exposure. Engineers and planners should pay greater attention to integrated land use and transport planning; lone, disjointed, and ill-planned design interventions may exacerbate population exposure to air pollution. The integrated modeling framework presented here may be applied in a wide variety of urban contexts to further explore the nexus between travel demand, air quality, and exposures. However, before such an exercise is undertaken, a preliminary analysis should be conducted to assess the transferability of the framework. Policies that could be studied include mixed land use design, urban compaction with controlled sociodemographic distributions (to assess exposure inequality), and inclusion of additional types of transit and fuel technologies.

The Massachusetts model illustrates the latest approach to smart growth - the incentive based program. This study examines the reasons for and actual outcomes of local smart growth efforts through one of the Massachusetts’ smart growth incentives - the Commonwealth Capital (CC) Program. The main objectives of this research are built on two conceptual models through a mixed approach that combines qualitative and quantitative methods. The qualitative method is mainly utilized to evaluate the implementation of the CC program. The results indicate that the program is a good measure of municipal smart growth efforts representative of goals of the state. Communities with diverse land bases have some advantage, as a variety of zoning methods can be employed. It is not obvious that communities have changed their own zoning in response to the stimuli of the CC program. The first model is applied through various statistical tests to investigate the relationships among the towns’ characteristics and CC data. Homeownership, education and access to the highway system are significant factors related to municipal smart growth efforts in Massachusetts. Wealth, population and quantity of open spaces are only significant for certain type of communities (e.g. maturing suburbs, developing towns etc). Municipal political preferences (e.g. forms of municipal governance, DEM/GOP preference etc) and municipal planners’ efforts have some influence on the adoptions of smart growth policies, though the specific outcomes might vary case by case. The second model tests the statistical relationships between CC data and the Urban Sprawl in Massachusetts. The urban sprawl are defined by Urban Sprawl Indicator (USI) as the amount of residential land consumed per building permit in the five past years per community in Massachusetts. The CC scores and USIs negatively fit the regression line well, indicating that local smart growth efforts have generally controlled land consumption in the past. In particular, the USIs in developing suburbs appear more responsive to the CC data. The spatial lag model shows sprawl is a net-effect phenomena and the cluster of sprawl in a region might weaken the effectiveness of particular municipal smart growth efforts. Lastly, this research suggests that the design of state land use policies ought to follow the nature of geographic segmentation of municipal smart growth preferences.

Hurricane Katrina overwhelmed the government's capacity to provide adequate long-term housing to disaster victims. In response, Congress created a pilot program to test the efficacy of permanent disaster housing prototypes known as "Katrina Cottages." However, implementation was hindered by a lack of planning and local opposition. In Mississippi, residents feared adverse impacts to property values, citing poor design quality resembling manufactured mobile homes as a primary concern. Using standardized local tax appraisals, this study finds that Katrina Cottages are valued significantly higher than manufactured homes. It further reveals no significant difference between Katrina Cottages and single-family homes. It also suggests a strong relationship between value and smart growth design metrics, including density, walkability, and urban context. However, it shows that Mississippi Katrina Cottages are valued lower than those in Alabama and Louisiana. Furthermore, analysis of community demographics suggests Katrina Cottages may be less valuable in wealthy communities.

Although governments have implemented several reforms to better integrate or coordinate regional transportation and land use decisions, little is known about the effects of new institutional designs on planning and development outcomes. This study compares the effects of two different types of institutional reforms on the planning process, transportation investments and land use decisions, while assessing their characteristics in terms of accountability, democracy, and effectiveness. Using semi-structured interviews, planning documents, as well as transportation spending and land use decisions, this longitudinal, comparative case study assesses the effects of the centralized, regulatory framework implemented in Toronto in 2005-2006, to the collaborative governance framework adopted in Chicago in 2005. Although each institutional design features different sets of constraints and opportunities, both reforms improved the planning process by establishing a renewed commitment to the exercise of regional planning. However, their impact on transportation investments was limited because the allocation of transportation funds is still primarily controlled by the province and the state governments who continue to control the purse strings and allocate money to advance their own political agendas. Both cases also show how difficult it is to increase densities and curb urban sprawl because local land uses, zoning and development approvals remain the prerogative of local governments and a function of locational preferences of individuals and corporations, which are contingent upon the market and shaped by global economic forces. Besides stronger regional institutions, the evidence presented in this study calls for new political strategies that address the fiscalization of land use and that offer financial incentives for the adoption of smart growth policies. / Urban Studies

It is easy to overlook the individual features that constitute a community, including types and mix of land use, lot sizes, building type, size and height, setbacks, street and sidewalk widths, parking requirements, and infrastructure, all of which are controlled and regulated by land use development codes, more commonly referred to as zoning. Zoning is the primary means communities employ to control and guide land use and development decisions affecting the physical form of these places. However, zoning is a rigid, legal framework that separates uses and prescribes standards without describing or even considering what development will or should look like. Disenchantment with conventional zoning methods combined with innovative new approaches that address current and emerging issues are now readily available to learn from and adapt. A number of these approaches focus on design and form rather than use alone. The intentions of code reform focus on the creation of better public space, pedestrian friendly streets and communities, mixing uses and reducing parking requirements, all of which can lead to increased physical activity and healthy communities. / Master of Landscape Architecture

Thesis (Ph.D. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2008.

Rural hospitals in America hold a critical position within their communities because they possess the duty and responsibility of not only providing adequate healthcare services for the population, but also bearing the heavy burden of functioning as one of the main socio-economic engines within the area. These factors, along with drastically inadequate operating budgets, often create programmatic and operational challenges for these entities to confront as they fight to provide the technologically current facilities and services needed to adequately care for their community. All of this must be done in the most cost effective way possible. This thesis will look at current trends being administered within the widespread replacement effort of these facilities, and propose several alternative strategies aimed at facilitating feasible solutions to these and other issues that are not currently being addressed. Design resolution strategies will be formulated and tested. These will then be directly implemented through a specific project design exercise that will then be evaluated.

Much has been written about the desperate need to seek alternative solutions to the urban traffic congestion problems we face today. To manage these problems, three main streams of intervention have evolved from supply, demand and land-use management paradigms. Whilst their underlying measures all have the ability to reduce traffic congestion one way or another, little has been done to integrate the measures of each stream using a qualitative decision framework or process enabling the selection of site specific measures appropriate to local traffic and transport conditions. To this end the study reports the results of an empirical investigation by which a Multi-Criteria Analysis based Dynamic Adaptive Decision Framework (D.A.D.F.) were developed. This screens selected measures identifying those that have the potential to alleviate site specific road based traffic congestion. The product of the screening process is a set of sustainable measures transposed into an integrated strategy tailored to address local traffic congestion issues. Once the D.A.D.F. was developed, its usefulness and workability was tested by applying it to a case study. The case study results demonstrated that the D.A.D.F. is capable of producing integrated strategies with the ability to manage traffic congestion, encourage sustainable development and alleviate some site specific development challenges within the context of the study areas. Going beyond developing the decision framework, the study recommends positioning the D.A.D.F. within the South African planning system as part of a Traffic Congestion Management Plan (T.C.M.P.), setting out its likely components within the local context. It is concluded that the main innovation of the study is the development of the D.A.D.F., the T.C.M.P., the recommendations to situate both in the planning system and the comprehensive, but still transparent, approach undertaken to create integrated strategies for specific local conditions consisting of elements that work together to produce cumulative short to long term effects that attain a balanced set of environmental, social and economic goals - all imperative for sustainable development. / Thesis (Ph.D. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2008.

Much has been written about the desperate need to seek alternative solutions to the urban traffic congestion problems we face today. To manage these problems, three main streams of intervention have evolved from supply, demand and land-use management paradigms. Whilst their underlying measures all have the ability to reduce traffic congestion one way or another, little has been done to integrate the measures of each stream using a qualitative decision framework or process enabling the selection of site specific measures appropriate to local traffic and transport conditions. To this end the study reports the results of an empirical investigation by which a Multi-Criteria Analysis based Dynamic Adaptive Decision Framework (D.A.D.F.) were developed. This screens selected measures identifying those that have the potential to alleviate site specific road based traffic congestion. The product of the screening process is a set of sustainable measures transposed into an integrated strategy tailored to address local traffic congestion issues. Once the D.A.D.F. was developed, its usefulness and workability was tested by applying it to a case study. The case study results demonstrated that the D.A.D.F. is capable of producing integrated strategies with the ability to manage traffic congestion, encourage sustainable development and alleviate some site specific development challenges within the context of the study areas. Going beyond developing the decision framework, the study recommends positioning the D.A.D.F. within the South African planning system as part of a Traffic Congestion Management Plan (T.C.M.P.), setting out its likely components within the local context. It is concluded that the main innovation of the study is the development of the D.A.D.F., the T.C.M.P., the recommendations to situate both in the planning system and the comprehensive, but still transparent, approach undertaken to create integrated strategies for specific local conditions consisting of elements that work together to produce cumulative short to long term effects that attain a balanced set of environmental, social and economic goals - all imperative for sustainable development. / Thesis (Ph.D. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2008.