Lam Pui Wing Caspar. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2008-2009, design report." / Includes bibliographical references (leaves 110). / Introduction / Preface --- p.2 / Table of Content --- p.4 / Research / Mobility Definition --- p.8 / Mobility & City --- p.10 / Mobility: Issues & Concerns --- p.13 / Methodological Research --- p.14 / Case Study 1 - Urban Design of Philadelphia --- p.16 / Case Study 2 - The McCormickTribune Campus Centre --- p.22 / Macau Lightrail: Background Research / Abstracted Renderings --- p.26 / Lightrail Scheme Development Process --- p.28 / Newspaper Cuttings --- p.30 / Mapping of Macau LRT: at PRD Scale --- p.34 / Mapping of Macau LRT: at City Scale --- p.36 / Zooming into the 23 Stations --- p.38 / Design Preliminary Stage / Site Study --- p.42 / Methodology Experiments --- p.52 / Schemetic Models --- p.54 / Proposed Circulation Pattern --- p.56 / Proposed Network of Open Spaces --- p.58 / Development Models --- p.60 / Presentation / Connection at Regional Scale --- p.64 / Connection at Local Scale --- p.72 / Connection at Architectural Scale --- p.88 / Appendix / Bibliography --- p.110 / Tickets --- p.112 / Panels --- p.114

At the turn of the 19th century, cities were vibrant with strong economies, increasing populations, large building movements and most importantly, technological innovations. Availability of frequent and efficient transportation was key to the sustenance and growth of cities. This thesis is an exploration of the impact the street and interurban railway systems made on the city of Indianapolis and its suburbs during their heyday of service between 1864 and 1930.To verify the value of railway locations in relation to the direction of Indianapolis suburb growth, an effort to conduct quantifiable research was applied. First, population growth in Marion County, Indiana and its surrounding eight counties was studied. Evidence of significant growth in areas served by streetcar and interurban systems in comparison to areas that were served only by steam railroad or no service were highlighted. Second, historical land use change research was conducted to determine how land along Indianapolis corridors served by the streetcar railway system was affected by the introduction of such service. Finally, a review of popular response to the systems was undertaken to better understand the effects of the railways on the population. / Department of Architecture

The Atlanta region will soon be faced with a choice as to how it will go about planning for and implementing its next regional fare collection system that will replace the current BREEZE system. In 2006, MARTA became the first transit agency in the United States to implement an all contactless smartcard for use on its services. However, there have been many advances in new technologies and the consumer payment preferences have evolved since the initial implementation. These developments, coupled with the rapid consumer adoption of smartphones and changing attitudes within the financial payments industry towards transit properties, have recently led four major transit agencies within North America to implement new fare collection systems based on open payments, the development of mobile ticketing applications, or a combination. This research uses a case study methodology to answer several questions related to the planning and implementation of regional fare collection systems in Chicago (CTA), Dallas (DART), Philadelphia (SEPTA) and Toronto (TTC). Based on the experience of the case study agencies, the implementation of Atlanta's next fare collection system is sure to be a long and arduous process. However, by utilizing the lessons learned from DART, CTA, SEPTA and TTC, MARTA and the other regional operators (Cobb Community Transit, Gwinnett County Transit and the Georgia Regional Transportation Authority) will be better poised to provide their patrons with additional means of paying fares while, at the same, minimizing the disruption to the existing fare collection system during the transition period.

The increase of motor vehicles, especially in cities, cause transport problems of traffic congestion, vehicle accidents, air pollution and a lack of public spaces. The increasing number of motor vehicles consumes huge amounts of finite petrol energy and emits large amounts of gases that are harmful to the atmosphere and the natural environment. Therefore, the current road transport network is not a sustainable form of public transport for the future. In order to seek a suitable transportation mode, the Infrastructure and Engineering Business Unit of the Nelson Mandela Bay Municipality (NMBM) did some feasibility studies about light rail transit (LRT) from 1984 to 1988. The NMBM-report (1988: 8) concluded that a LRT system would provide the most suitable and primary mode to serve Nelson Mandela Bay (NMB). Although LRT was regarded as the most suitable primary mode of transport at that time (1988), further studies that were reported in 2006 recommended an alternative public transportation system. This research refers to these studies done for the NMB area and other studies and reports for other areas, but focus on the identification of the most suitable civil engineering components for a conceptual elevated light rail transit (ELRT) model. Electrical driven LRT systems have advantages over internal-combustion driven vehicles in terms of environmental protection. Traditional LRT systems are at ground level and are integrated with the existing road network. Some successful LRT systems indicate that the success of LRT systems is mainly dependent on integration with the existing road network. However, the integration of road transport systems with LRT systems cause increased congestion and accidents. An ELRT system can solve these problems. Bangkok has already built an ELRT system to solve its severe traffic congestion. 4 In order to develop a conceptual ELRT model, this research aimed to determine the most suitable civil engineering components for a conceptual ELRT model, including: (i) the most suitable type of bridge foundation; (ii) the most suitable type bridge girder; (iii) the most suitable type of sleeper; and (iv) whether the track should be a ballasted or non-ballasted type. The grounded theory approach was adopted to build up sets of data from which the most suitable components could be selected. In addition, design analyses were done of the various types of components to determine their suitability for a conceptual ELRT model. Experienced engineers and experts were also consulted to identify the most suitable components. After analyses and selection of the most suitable components, outstanding experts were approached to evaluate the components that showed up as the most suitable through the research. The research results indicated that bored and cast-in-place piles, a double-cell trapezoidal segmental box girder, and twin-block sleepers on a non-ballasted sleeper bed are the most suitable civil engineering components.

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

This is an economic and social history of the Texas Electric Railway, which operated three interurban lines branching out of Dallas. The railway operated from 1917 until 1948, although the company was not dissolved until 1955. Of necessity, the study is based on primary source materials, including railway pamphlets, trade journals such as the Electric Rai Journal, personal interviews, Texas and United States Government documents and publications, and newspapers. Unfortunately, original financial records of the company no longer exist; therefore, financial information comes from Moody's Manual of Investments, Public Utilities.

This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. While recent research using comprehensive measures of neighborhood socioeconomic status (SES) supports a potentially causal link between transit development and gentrification, research into the effects of transit on property values alone tends to dominate the discourse. This study therefore seeks to build on previous research to develop an index measure of neighborhood SES and SES change based on measures of education, occupation, and income, using census data from 1980-2010. This multifaceted measure of neighborhood SES is analyzed in relation to LRT access using correlation, OLS regression, and GIS hot spot and choropleth mapping. Findings: Throughout the study period, low SES neighborhoods largely disappeared from the City of Portland, while low-income households were gradually priced out. Simultaneously, the easternmost suburb of Gresham became more highly concentrated in low SES neighborhoods. No definitive relationship between LRT and SES is found along the Eastside Blue or Westside Blue Lines, but strong evidence is found supporting a positive effect of Yellow Line MAX development on the rapid gentrification of North Portland from 2000-2010. Regressions run on neighborhoods along the Yellow Line indicate that SES change was greatest for those that began the decade with large Black populations, low rents, and close proximity to stations. Findings are discussed through the theoretical framework of the urban growth machine, which suggests the differential relationship between LRT and neighborhood SES relates to the distinct values of different parts of the region for the pursuit of general growth goals.

The subject of this thesis is a technology, the motor vehicle, that greatly affected our society. Between 1900 and 1930, motorization progressed rapidly in the Montreal area as the motor vehicle became a dominant mode of urban transportation. But to reach such a status, the new technology needed more than an increasing number of people adopting it. Because the street was already occupied by different users, automobile drivers had to impose the motor car on it. Above all, it was with tramway promoters that they had to "negociate". / This negotiation related to both the space available in the street and the movement of vehicles. Concerning space, the omnipresence of tramways and their installations along with the parking of motor vehicles, particularly in the downtown area of Montreal, led to suggestions of wide boulevards and subway systems as possible solutions. The fact that tramways had priority in traffic and could not be passed by motor vehicles constituted major obstacles for motorists anxious to benefit from the motor car. By the end of the 1920s, conflicts were so intense that the notion of progress was used to promote both the motor vehicle and the tramway. / These conflicts over the sharing of streets had other implications. First, different sections of Montreal's elite favoured one technology over the other. On the one hand, motorists were well organized. At the same time, tramway concerns were determined to protect their monopoly. This animosity within the elite was intensified by antimonopoly feelings and by dissatisfaction with tramway service. Finally, traffic problems multiplied with motorization: deaths, accidents, law suits and downtown congestion. Traffic became an important preoccupation leading to an increase in police forces and the establishment of numerous organizations dedicated to traffic management. / The popular classes of Montreal were not excluded from these conflicts among the elites. Generally speaking, the entire population was forced to take sides with one group of promoters or the other. Motorization then appears as a factor of division within social classes as well as a phenomenon transcending the barriers between them.

No description available.

University of Macau / Faculty of Social Sciences and Humanities / Department of Government and Public Administration