Thesis (M.P.A.)--University of Hong Kong, 2000. / Includes bibliographical references. Also available in print.

Thesis--Wisconsin. / Vita. Includes bibliographical references (leaves 309-319).

Thesis (M. Phil.)--University of Hong Kong, 2006. / Title proper from title frame. Also available in printed format.

The hypothesis of this study is that commuter journeys to employment in the central business districts of large cities are not representative, in terms of trip length and dispersion, of commuter journeys to employment in the suburbs. It is argued that in some larger cities, journeys to suburban or peripheral employment form an important and growing proportion of all work journeys, and that if these are significantly different from the journey to work to the central business district, this will have important implications in future transportation planning, and indirectly in planning the distribution of residences and employment. A short review of existing journey to work literature is presented. The majority of previous studies of the journey to work have been concerned primarily with the commuter journey to the downtown area, or are in such general terms that, without further analysis, it is not possible to identify the patterns and characteristics of the peripheral journey to work. A random sample of employed residents of the City of Vancouver and the Municipality of Burnaby is used to document the characteristics of peripheral work journeys in the Vancouver Metropolitan area, and to compare them with downtown work trips. Vancouver forms a suitable city for a study of the peripheral journey to work as it shows low development densities, a high degree of dependence on travel by car, and a reasonable proportion of employment located in the suburbs. The sample drawn is not large enough and the information not varied enough to conduct a detailed explanatory investigation of the factors influencing the pattern of peripheral work trips. However the descriptive material indicates that peripheral work trips are significantly shorter in length than commuter trips to the central area of Vancouver, and that they show a much greater variety of trip length and trip direction. The results suggest that peripheral work trips are composed of a large number of very small zone to zone volumes, forming a relatively even multidirectional network of trips throughout the suburban area. The present pattern of trips does not appear to be suited to the provision of high or medium volume transit facilities for suburban journeys, and this in turn is a constraint upon the formation of large concentrations of jobs in suburban areas. The interrelationships of urban structure in terms of the distribution of homes and employment, and the suitabilities of alternative transportation modes are discussed, and the need for explicit policy objectives and coordinated land use and transportation plans is stressed. In addition, the evidence suggests that a large proportion of persons employed in the suburbs appear to prefer a more specialised choice of residential location, rather than attempting to minimise the journey to work. It is suggested that the descriptive evidence is sufficient to indicate the distinctiveness of peripheral work journeys from a transportation point of view, and that they are important enough to merit more detailed explanatory studies and special attention in transportation planning. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

0 / SPK / specialcollections@tulane.edu

0 / SPK / specialcollections@tulane.edu

Over the past century, suburban living has been a sign of prosperity and a manifestation of the American dream. Owning a large single-family home, a spacious yard and a car have become a measure of success. The trend towards suburban habitation has created a surge of sprawled development that has led to an inefficient built-environment The attitudes, and lifestyles of the current young population are no longer the same; millennials are getting married and starting families later, with a greater demand to settle in urban areas. They are placing higher value towards living near jobs and walkable amenities and are choosing to wait longer on purchasing a home. The increased demand for urban living has caused city rents to skyrocket. The percentage of individuals who live in urban areas is expected to increase by 20% in the next 35 years. The overpopulation of cities has caused a surge in housing costs - making urban settlement increasingly unaffordable. The suburbs fail to provide millennials and young profession s with an adequate supply of rental housing due to its dominate presence of single family homes. The expensive cost of cities, along with the lack of viable housing in the suburbs has many young professionals stuck, in search of a feasible place to live. The suburbs have potential to be urbanized, and to provide a mix of housing types that accommodates a more diverse set of residents, however, there is a slew of pre-development hurdles that halt the process of high-density housing construction. This is especially seen in Long Island, NY, where residents are hesitant to allow the production of multi-family projects in their backyard. Transit Oriented development can serve as a solution to this problem, by stimulating the growth of long island towns, minimizing traffic impact, and catering specifically to millennials and seniors. This would allow the built environment of areas outside of transit hubs to preserve their single-family character, and would have little effect on the existing structure of school districts. / 0 / SPK / specialcollections@tulane.edu

No description available.

This thesis is a study of the act of traveling in its pure form: as a journey between two points; it is an act that requires both a point of origin and a point of destination. Yet, this study is not concerned with the logistics of either. Rather, it depends only upon the existence of these two locations as limits of both space and time between which exists a transient environment. Complimentary to the constant movement embodied in the act of travel, the act of pausing and resting is fundamental to fulfilling a biological need that arises from the exhaustion that accompanies continuous movement. The modern highway rest area was selected as this thesis project because of its nature as neither a permanent origin nor destination of transit. It currently exists as an oft forgotten building type in architectural design, despite its significant role in the commonplace activity of transit. This project seeks to provide the programmatic functions that satisfy these fundamental needs while engaging the nature of the building typology as a threshold through which the traveler passes. The architectural and structural expression and detailing are based upon the inherently rhythmic nature of the act of vehicular travel and are intended to reflect the changes in rates of movement that aid in the transition from moving to pausing. Thus, the average rates of movement embodied in various modes of mobility throughout the building inform the architectural decisions that aid in the choreographed movement into, through, and out of the design. / Master of Architecture

The population of Austin, Texas is projected to reach 1.6 million people by the year 2040, which doubles the city’s current population. The populations of cities in neighboring counties, Hays and Williamson, are projected to experience even more growth within the same time frame. For the first time in history, over half of the world’s population lives in urban areas, so sustainable development is currently relevant for urban planning. Until 2010, Austin lacked a mass public transportation system. Currently, Capital Metro, Austin’s main public transportation operator, operates the Red Line of the MetroRail, a commuter rail system. The Red Line only serves a specific subset of the population in Austin and its northern neighbors, running from the city of Leander, through northern Austin, before its final stop in downtown Austin. Because of this, Capital Metro will begin operations on a new method of rapid mass transit: a bus rapid transit system called MetroRapid. With two lines opening in 2014, MetroRapid will function as a mass rapid public transit option for two of the busiest north-south corridors in the city. The opening of MetroRapid will provide opportunities to stimulate growth in areas focused around this transit system. Transit-oriented development can be a method of guiding Austin’s future growth that will theoretically facilitate and encourage public transit use. The benefits to such growth would be reduced congestion, less dependency on automobiles and fostering communities that are vibrant and self-sustaining. This paper defines Transit-Oriented Developments (TODs), Bus Rapid Transit (BRT), and analyzes the MetroRapid stations themselves as Austin moves toward becoming a sustainable city. / text