The Ambleside waterfront, District of West Vancouver, has the potential to act as the armature for a water-borne transit link from this established neighbourhood to the Central Business District (C.B.D.) of Vancouver. By in-filling the under-used spaces and redeveloping several existing sites, the optimum employment of this historically ferry serviced waterfront may once again come to the fore. As every transit trip begins with a pedestrian event, a key component of this project is re-establishing and enhancing the pedestrian connections through the commercial/ residential centre and along the linear shore park. Using, and studying how, the principles of Transit Oriented Development (T.O.D.) fit in the Ambleside context is also central to this project. In the design careful attention will be made to the comfort and safety of the pedestrian realm by resolving conflicts between a transportation system and the retaining of the special character of Ambleside. The transit facilities will be appropriate to the site and sufficient in scale to accommodate the passenger loads. Care will be also be made towards the enhancement of the site’s ecological functioning. This project is about the planning and design for more livable and complete communities. The results of policy review and site analysis will be elaborated through design. It is hoped that the finding will be applicable to similar transit nodes and waterfronts.

When presented in a practical format, real-time transit information can improve sustainable travel methods by enhancing the transit experience. Larger shifts towards public transportation have cascading effects on the environment, health and urban form. The research will identify the positive shift realized by the continued development of a set of real-time transit information tools, specifically in the Seattle region. In addition, it will analyze real-time prediction errors and their effects on the rider experience. Three years after the development of location-aware mobile applications for OneBusAway - a suite of real-time information tools - a survey of current users was conducted by the author in 2012 in order to compare the results to a 2009 study. The results show significant positive shifts in satisfaction with transit, perceptions of safety and ridership frequency as a result of the increased use of real-time arrival information. However, the research will also provide a perspective of the margin of error riders come to expect and the negative effects resulting from inaccuracies with the real-time data. While riders on average will ride less when they have experienced errors, a robust issue-reporting system as well as the resolution of the error can mitigate the initial negative effects. In response, the research provides a framework for a crowd-sourced error reporting process in order to improve the level of accuracy by means of a Transit Ambassador Program. Finally, a pilot program developed by the author is assessed against this framework and insight is provided within the context of the real-time information system.

The Greater Toronto and Hamilton Area faces numerous transportation challenges now and in the future: congestion, population growth, and an inadequate public transit network. The metropolitan region has also changed in form in past decades, shifting from a monocentric to a polycentric region, further compounding the challenges. Currently, the public transit service is delivered by 9 different agencies comprised of 6 municipal providers, 2 sub-regional providers, and 1 regional provider. A region possessing a multiplicity of agencies suggests an overabundance of jurisdictional borders - borders that can potentially restrict travel across them. This thesis seeks to determine the impact of the presence or the omission of jurisdictional borders on transit patrons. A comparative approach is employed to investigate the benefits and costs to patrons and agencies through greater integration of specific origin-destination (OD) pairs. The chosen methods selects OD pairs that are known to be transit competitive, possess a high travel demand, and cross a transit-jurisdictional border. The relationship between transportation and land-use is relied upon to select clusters of dense employment or population, called activity centres, where public transit is known to compete well with the private auto. The travel demand between these centres is obtained using the 2006 Transportation Tomorrow Survey and the current optimal transit routing is determined using Google Trip Planner. Three OD pairs are selected that possess the most onerous transfers, a proxy for poor integration. Another three OD pairs are selected that possess seamless or no transfers using a variety of modes. In both cases, the existing transit routing is compared to an alternate routing to understand the benefits achieved through inter-jurisdictional integration; the first compares existing trips to improved inter-jurisdictional routes while the second compares existing trips to exclusively intra-jurisdictional routes. Through identification of 40 employment and 29 population activity centres in the region, and the acquiring of travel demand between them, the six case study OD pairs are selected. The three OD pairs investigated, with onerous transfers, are comprised of trips between Brampton-Mississauga, Hamilton-Burlington, and Brampton-Toronto. The remaining inter-jurisdictional case study OD pairs are made up of three different modes: conventional bus, express bus, and regional rail. They comprise trips between Toronto-York Region, Brampton-Mississauga, and Mississauga-Toronto respectively. This study finds that in all cases, the routes with greater integration reduce total travel time and the generalized cost to patrons. Additionally, the penalty due to transferring is reduced through integration implying a current barrier existing at some jurisdictional borders. For the agencies, the cost of delivering the suggested inter-jurisdictional service varies dramatically. The costs are translated into a quantity of additional patrons necessary to justify the operation investment while maintaining the current revenue/cost ratio. These findings provide insight into the current transit network. Promoting integration throughout the network will help attract new riders as the generalized cost of travel is reduced. Also, when inter-jurisdictional connections are made, such as in the case of the Brampton-Mississauga Zum service, the beneficiaries of that service are widespread and not limited to the corridor in which the service operates.

Abstract Anna Seghers’ novel Transit (1948) and Volker Braun’s play Transit Europa: Der Ausflug der Toten (1988) have not received as much attention as their other works. The topics transit and transition have not been taken into consideration sufficiently by previous research; some aspects of transit had been discussed, but not beyond a mostly superficial reflection. The intention of this comparative analysis is to deconstruct the implementation and impact of the complex topic of transit that we find in Transit and Transit Europa: Der Ausflug der Toten. Thus we gain a better understanding of the motivation that Seghers and Braun had to write the novel and the play respectively. Seghers’ novel not only preserves her own experience of exile and the desperate situation of emigrants during the Third Reich in general. She also writes in detail about the various aspects of the transition process, the despair leading to becoming a refugee and finding oneself alienated in a new environment. She shows that the threat of losing one’s identity in such transitional existence makes it even more important to respect fundamental values such as solidarity, loyalty, and humanity. All these aspects are included in her novel. This thesis works out the details through an in-depth textual analysis. The most important question to ask oneself in a transitional existence is whether you should remain or leave. This dilemma is equally evident in Volker Braun’s play. However Volker Braun includes in Transit Europa: Der Ausflug der Toten one entirely new dimension: he expands the historic situation to the present time. He establishes a strong criticism of civilization, of technical progress, that pollutes the environment and damages society. Braun shows that the transformation during a transitional situation may lead into a better world or into a more humane society; whereas Seghers emphasizes that even within the desperation of transit there lies the chance to be and to remain humane. After an overview of previous research on Transit and Transit Europa: Der Ausflug der Toten, there follows a definition of the theme transit; then a short introduction to the historical circumstances during the Third Reich and the GDR is provided. That is helpful because both texts include biographical and historical references to the lives of their authors. After this general part the text analysis itself will intensively examine the themes transit and transition. A comparison will show where Seghers’ and Braun’s concepts of transit as used in their texts run parallel and where they differ. The main conclusion of the analysis is that the transitional situation was not just relevant during the time of Anna Seghers’ exile but is also relevant in the present. Through the text of Volker Braun it becomes obvious that the topic will be ubiquitous in the future as well, since society is in constant transition.

This thesis conducts a case study of how MARTA could address climate change adaptation through its transit asset management program. Two climate-modeling approaches are utilized to project potential future climate scenarios within MARTA's service area to identify significant climate stressors. These climate stressors are used to help identify vulnerable assets, operations, and locations in the MARTA system through several interviews conducted with key MARTA staff. The results of this basic climate vulnerability assessment are used to develop a series of short-term and long-term adaptation strategies that address these vulnerabilities. Next, a framework is proposed for addressing climate adaptation through MARTA's existing asset management program. Finally, the thesis proposes a general framework that other transit agencies could utilize to address climate adaptation through their asset management programs. The results of the climate vulnerability assessment indicate that the MARTA service area is likely to experience longer exposure to higher temperatures, flooding, wider variations in temperature, droughts, and more frequent high-wind events. Of these stressors, the MARTA system is most vulnerable to the effects of extreme and prolonged heat as well as flooding caused by intense precipitation events. Adaptation strategies to address these vulnerabilities include more frequent inspection of HVAC systems on buses and rail vehicles, increasing pumping capacity at underground rail stations, and incorporating low-impact developments into surrounded station areas. The limitations of the results of this case study and areas for further research from these limitations are also presented.

Abstract Anna Seghers’ novel Transit (1948) and Volker Braun’s play Transit Europa: Der Ausflug der Toten (1988) have not received as much attention as their other works. The topics transit and transition have not been taken into consideration sufficiently by previous research; some aspects of transit had been discussed, but not beyond a mostly superficial reflection. The intention of this comparative analysis is to deconstruct the implementation and impact of the complex topic of transit that we find in Transit and Transit Europa: Der Ausflug der Toten. Thus we gain a better understanding of the motivation that Seghers and Braun had to write the novel and the play respectively. Seghers’ novel not only preserves her own experience of exile and the desperate situation of emigrants during the Third Reich in general. She also writes in detail about the various aspects of the transition process, the despair leading to becoming a refugee and finding oneself alienated in a new environment. She shows that the threat of losing one’s identity in such transitional existence makes it even more important to respect fundamental values such as solidarity, loyalty, and humanity. All these aspects are included in her novel. This thesis works out the details through an in-depth textual analysis. The most important question to ask oneself in a transitional existence is whether you should remain or leave. This dilemma is equally evident in Volker Braun’s play. However Volker Braun includes in Transit Europa: Der Ausflug der Toten one entirely new dimension: he expands the historic situation to the present time. He establishes a strong criticism of civilization, of technical progress, that pollutes the environment and damages society. Braun shows that the transformation during a transitional situation may lead into a better world or into a more humane society; whereas Seghers emphasizes that even within the desperation of transit there lies the chance to be and to remain humane. After an overview of previous research on Transit and Transit Europa: Der Ausflug der Toten, there follows a definition of the theme transit; then a short introduction to the historical circumstances during the Third Reich and the GDR is provided. That is helpful because both texts include biographical and historical references to the lives of their authors. After this general part the text analysis itself will intensively examine the themes transit and transition. A comparison will show where Seghers’ and Braun’s concepts of transit as used in their texts run parallel and where they differ. The main conclusion of the analysis is that the transitional situation was not just relevant during the time of Anna Seghers’ exile but is also relevant in the present. Through the text of Volker Braun it becomes obvious that the topic will be ubiquitous in the future as well, since society is in constant transition.

Walking to transit stations is proposed as one of the strategies to increase the use of transit. Urban planners, transportation planners, environmentalists, and health professionals encourage and support environmental interventions that can reduce the use of cars for all kinds of trips and use alternative modes of travel such as walking, biking, and mass-transit. This study investigates the influence of the built-environment on walking to transit stations. Transit-oriented communities at quarter and half-mile distances from the Dallas Area Rapid Transit (DART) station in Dallas, Texas, were analyzed to identify the relation of various constructs of built-environment on walking to the DART stations. Twenty-one pedestrian indices were reviewed to develop a comprehensive list of 73 built-environment variables used to measure the suitability to walk. This study aims to objectively measure built-environment using spatial data. Based on this criterion the total number of variables was narrowed to 32. Walking to transit, calculated as a percentage of transit users who walk to the DART LRT stations, was used as the dependent variable. The number of stations in operation and used for analysis in this study is 20(n). Therefore, bootstrapping was used to perform the statistical analysis for this study. The final pattern of variable grouping for the quarter-mile and the half-mile analysis revealed four principal components: Vehicle-Oriented Design, Density, Diversity, and Walking-Oriented Design. Bootstrap regression revealed that density ( = -0.767) was the only principal component that significantly (p<0.05) explained walking to transit station at quarter-mile distance from the station. At half-mile distance built-environment variables did not report any significant relation to walking to transit. The present study revealed that mere increase of density should not be taken as a proxy of increase in walking. Environmental interventions that can promote walking should be identified even at locations with high density. Further studies should use advanced statistical techniques such as Hierarchical Linear Modeling or Structural Equation Modeling to test the relationship of both the principal components and the individual variables that define the principal component to clearly understand the relationship of built-environment with walking to transit station.

Since Taiwan became a member of the World Trade Organization (WTO), the government has opened the market for foreign contractors to tender for major public works within the country. Some of the international construction companies from Germany, Japan, Malaysia, Holland, Korea, Singapore etc had set up their branch office in Taiwan to compete ambitiously with the local construction companies . Many exclusive investment projects in Taiwan was implemented in bigger scale since 1998. For instance , among the 11 packages of the Kaohsiung Metropolitan Mass Rapid Transit (KMRT) Project, the smallest package is worth NTD 500 million while the biggest package amounting to NTD 900 million. Such projects characterized by its large size, huge capital injection, high technical expertise requirement, sophisticated system consolidation as well as multiple interfacing works which is beyond the capabilities of the local traditional construction companies . Partnership especially joint venture with foreign construction companies has became a better resolution for local construction companies . Although joint venture has the advantages of risk sharing, technology transfer , professional advice and profit sharing, however the differences in culture of the joint venture companies, management style, financial strength, expertise and size of related companies has caused a number of problems and uncertainties. This dissertation was an in-depth study on risk assessment of international contractor in a joint venture company implementing one of the packages of KMRT projects. Based on the information collected, interviews with the executives and various analysis, it can be summarized as below : - External risk factors: Foreign contractors should evaluate the possibility on change of related laws and strategies by the local government in order to formulate a versatile contingency plan. They should be more selective while choosing a local partner. This partner should have the first hand information with respect to the local resources, good relationship with local community and politician to reduce the non-professional risk. They should be more conservative on the evaluation of the local government administrative performance. Project risk factors: There should be ample time allocated to discuss the Main Contract Agreement . It is suggested to be carried out in two stages : Firstly, a simplified main contract to be drafted. Secondly, a more define and explicit addendum to main contract to be appended progressively so that every aspect of the contractual issues can be studied and discussed in great detail . This will provide a fair basic for interpretation of the main contract for client and the main contractor ( JV). The right and liabilities on land acquisition, demolition of landed properties , compensation to the owners, construction period, delay and various contractual claim issues should be scrutinize thoroughly. Internal risk factors : The project execution strategies should be prepared and accepted collectively to avoid misunderstanding on technology transfer, safety & quality assurance, progress control and profit distribution among the members of the Joint Venture during the course of the works.

Bus Rapid Transit (BRT) is a relatively new mode with a wide range of applications that are still not well understood. Its explosive growth in developing and developed countries has increased its exposure but has led to mostly experimental implementation with mixed results. Therefore, better understanding about the reasons behind BRT implementation success and shortcomings is needed. The objective of this thesis is to evaluate the state of BRT planning under different contexts by assessing how background theory and practical implementation of BRT systems compare. The scope is limited to current a detailed evaluation of 13 case studies in the United States, Canada, Australia, Mexico, Brazil, Colombia, and Ecuador chosen to represent some of the most succesful and established systems in the world. Data was obtaiend from previous research as well as direct reporting from agencies. The evaluation is performed through qualitative and quantitative methods. Qualitative methods classify BRT systems by characteristics and assess the relationship between their implementation and performance using the criteria defined in the literature. Quantitative methods build upon the previous analysis to more precisely assess their performance from both the users' and the transit providers' perspectives. This research found that BRT as a public transit mode has a large room of improvement in terms of design and implementation, since there is a significant variability in performance under similar conditions and a considerable gap between planning best practices and implementation. Also, that planning guidelines are still in an early stage of development and difer in scope and application to a particular context. It also found that its success is not conscribed to developing countries, but that its wide range of applications need to be better adapted to the context they should serve. The findings are significant because they dispel myths about the real potential of BRT and partially identify the reasons behind successes and failures of current systems, such as understimation of implementation times and lack of knowledge about component integration. Further research should approach these issues mainly in two complementary directions. First, it should focus on expanding the case study approach to the newer systems in operation once better data is available. Second,it should further advance the development of theoretical framwork for better operational design based on urban form, as well as an evaluation framework that puts more emphasis on user experience and sustainability. Finally, the findings reinforce that BRT is a distinct mode so that systems that do not meet its criteria should not be named as such.

Thesis (M. Sc.)--University of Hong Kong, 2009. / Includes bibliographical references (p. 87-92).