Thesis (M. Phil.)--University of Hong Kong, 2010. / Includes bibliographical references (leaves 159-170). Also available in print.

As society finds it itself on the brink of new social, economic and political upheavals, a reconsideration of the make-up of regions is necessary. From time to time, these changes manifest as migrations from one line of thought to another. Moreover, these changes were predicted and observed by notable historic figures in planning and regional theory. It is the intent of this report is to note and link the connections between historic figureheads and contemporary proponents of regional form and its interconnectedness to transportation infrastructure. This report goes on to provide examples of barriers to modern implementation of regional transit-oriented development and also to provide case studies where positive interaction between local governments has resulted in regional forms and transportation networks that embody new solutions in a changing socio-economic and environmental constructs. / text

Thesis (M. U. D.)--University of Hong Kong, 2008. / Includes bibliographical references (leaf 118) Also available in print.

Thesis (M.R.P.)--University of Massachusetts Amherst, 2009. / Open access. Includes bibliographical references (p. 84-86).

Movement between spaces ordinarily creates an in-between place in space, a place which is neither the precise place of departure nor the precise place of arrival, but is related to both. This generates another re- ality, a short-lived, momentary transitional place. Every day people travel great distances from one edge of the city to another by means of public transportation. We move through spaces such as airports, train and bus stations which exist as purely transitional spaces, and ironically many of these environments have certain emptiness about them even though there is a large convergence of people that come through these spaces on a daily basis. This thesis presents an architectural proposal that addresses the issues of transitional locations, by identifying the architectural possibilities within a liminal context. I investigate how architecture and infrastructure can be integrated by allowing for programmatic hybridization in a South African urban context of the Johannesburg inner city. I propose a multimodal transit station where different modes of public transport intersect. The site is the existing Westgate station in the south western corner of the inner city of Johannesburg. The objectives of the building are to facilitate the functional aims of a multimodal transit station, to establish the station as a destination and to enable connection and exchange between different people. These are achieved by upgrading the existing public transport facilities and introducing educational, commercial, and recreational functions This architectural exploration aims to enrich public life in transitional spac- es of urban settings. Many of the challenges associated with the typolo- gy of transit, including the sense of void and isolation that comes with mobility nodes that act as merely a transit zone, are addressed through the integration of mixed programmes that will enhance public space and create opportunity to linger. The aim is to provide an attractive and lively pedestrian environment starting at the transit station to make the experi- ence of arrival and being in the area a satisfying one.

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.

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.

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.

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.

This study is to understand how Transit-Oriented Development influences demographic characteristics within its boundary. Case studies from the California TOD database was used. Through the changes of TOD during 1990 and 2000 and the comparison of trends in TODs and located regions, many TODs are low-income areas and such factors induces other demographic phenomenon. Meanwhile, the level of transit use did not change much and the vehicle ownership did not decrease definitely. Though such facts might imply the inefficiency of TOD, there are other factors such as economic and transit environment that cause this fact. Thus, TOD is actually influenced heavily by background policies, experience, and supportive transit circumstances. / text