Transportation finance has been historically dominated by assessing taxes to transportation users and taxes on the general public. Innovative financing mechanisms such as tax increment financing, special assessment districts, and others represent value capture techniques that tax property owners to pay for transportation costs. Value capture techniques provide supplemental funds to support capital construction costs but are not substitutes for existing dedicated and traditional tax revenue methods. The major findings of Texas practice indicate that tax increment financing for transit does not significantly contribute towards the transit infrastructure. Instead tax increment funds finance the improvement of public infrastructure surrounding transit stations and stops and can be labeled transit-supportive investments. / text

abstract: The environmental and economic assessment of neighborhood-scale transit-oriented urban form changes should include initial construction impacts through long-term use to fully understand the benefits and costs of smart growth policies. The long-term impacts of moving people closer to transit require the coupling of behavioral forecasting with environmental assessment. Using new light rail and bus rapid transit in Los Angeles, California as a case study, a life-cycle environmental and economic assessment is developed to assess the potential range of impacts resulting from mixed-use infill development. An integrated transportation and land use life-cycle assessment framework is developed to estimate energy consumption, air emissions, and economic (public, developer, and user) costs. Residential and commercial buildings, automobile travel, and transit operation changes are included and a 60-year forecast is developed that compares transit-oriented growth against growth in areas without close access to high-capacity transit service. The results show that commercial developments create the greatest potential for impact reductions followed by residential commute shifts to transit, both of which may be effected by access to high-capacity transit, reduced parking requirements, and developer incentives. Greenhouse gas emission reductions up to 470 Gg CO₂-equivalents per year can be achieved with potential costs savings for TOD users. The potential for respiratory impacts (PM₁₀-equivalents) and smog formation can be reduced by 28-35%. The shift from business-as-usual growth to transit-oriented development can decrease user costs by $3,100 per household per year over the building lifetime, despite higher rental costs within the mixed-use development. / Dissertation/Thesis / Masters Thesis Civil Engineering 2014

Submitted by Renata Lopes (renatasil82@gmail.com) on 2018-08-13T13:07:32Z No. of bitstreams: 1 fernandotadeudearaujolima.pdf: 30345992 bytes, checksum: 11b123f41224b7ae8946de219847f74e (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2018-08-13T13:08:14Z (GMT) No. of bitstreams: 1 fernandotadeudearaujolima.pdf: 30345992 bytes, checksum: 11b123f41224b7ae8946de219847f74e (MD5) / Made available in DSpace on 2018-08-13T13:08:14Z (GMT). No. of bitstreams: 1 fernandotadeudearaujolima.pdf: 30345992 bytes, checksum: 11b123f41224b7ae8946de219847f74e (MD5) Previous issue date: 2017-04-29 / PROQUALI (UFJF) / Esta investigação centra-se na elaboração de um sistema que articula métricas de avaliação de desempenho a recursos e funcionalidades algorítmico-paramétricas, de maneira a permitir analisar e otimizar diferentes aspectos relativos ao grau de eficiência e às possibilidades de operação de configurações geométricas e algébricas de uma determinada área urbana. Neste âmbito, esta tese aborda o uso de recursos computacionais e ferramentas algorítmicas especificamente elaboradas para mensurar a performance de áreas urbanas, sob a perspectiva de princípios objetivamente mensuráveis do Desenvolvimento Orientado pelo Transporte (DOT), um modelo de desenvolvimento urbano que visa a cidades mais autônomas e mais sustentáveis. Mais especificamente, a presente pesquisa visa a verificar como atributos mensuráveis, geométricos e algébricos (e, portanto, programáveis) do DOT podem ser implementados por meio de um modelo computacional que utiliza métodos de otimização para dar suporte à tomada de decisão no processo de projetos urbanos. Assim, este trabalho é orientado no sentido da elaboração de um sistema que possa ser integrado a processos de projeto urbano, fornecendo suporte à organização de bairros e cidades e contribuindo para o aprimoramento das possibilidades de análise e proposição em contextos urbanísticos. / This research focuses on the development of a system that articulates performance evaluation metrics to algorithmic-parametric features and functionalities, in order to analyze and optimize different aspects related to the degree of efficiency and to the possibilities of operation of geometric and algebraic configurations of a given urban area. In this context, this thesis deals with the use of computational resources and algorithmic tools specifically designed to assess the performance of urban areas, from the perspective of objectively measurable principles of Transit Oriented Development (TOD), an urban development model aimed at more autonomous and sustainable cities. More specifically, the present research aims at verifying how TOD's measurable, geometric and algebraic (and therefore programmable) attributes can be implemented through a computational model that uses optimization methods to support decision making in urban design processes. Thus, this work is oriented toward the elaboration of a system that can be integrated to urban design processes, providing support to the organization of neighborhoods and cities and contributing to the improvement of analysis and proposition possibilities in urbanistic contexts.

This thesis contributes to research that informs the design of autonomous vehicles (AVs). It examines interactions among various types of road users, such as pedestrians and drivers, and describes how findings can contribute to the design of AVs. The work was undertaken as part of a research internship at Nissan Research Center-Silicon Valley on the Human Understanding in Design team. Methods included video ethnography “travel-alongs” which captured the experience of travel from the point of view of drivers and pedestrians, analysis of interaction patterns taken from video of intersections, and analysis of road laws. Findings address the implications of what it will mean for AVs to exist as social entities in a world of varied road contexts, and how AVs might navigate the social act of driving on roads they share with a variety of human users. This thesis contributes to an emerging body of research and application on the subject of the AV in the world.

Stationsnäraprincipen innebär att stadsutveckling koncentreras kring knutpunkter i kollektivtrafiken för att öka tillgängligheten och kollektivtrafikens konkurrenskraft mot bilburna transporter för att stärka en hållbar regionförstoring. Visionen att planera stationsnära i Östergötland kommer från regional nivå och för att implementera visionen i den kommunala planeringen blir det viktigt att visa hur både regionen och varje enskild kommun kan gynnas. Ett tillvägagångssätt är att hitta en arbetsmodell som kan lyfta regionala perspektiv i den lokala planeringsprocessen. Syftet med det här arbetet är att ta fram en förtätningsmodell för stationsnära planering i mindre tätorter. En förtätningsmodell för stockholmsregionen har tidigare tagits fram i samband med den regionala utvecklingsplanen och i det här arbetet undersöks om den modellen kan anpassas för stationsnära planering i mindre tätorter. Förtätningsmodellen har metodiskt anpassats med hjälp från två planerare i Östergötland samt en litteraturstudie om regional utveckling och stationsnära planering. Den anpassade modellen har prövats i två separata fallstudier och resultatet omfattar en kartläggning av förtätningspotentialen som beskrivs utifrån tre olika förtätningsscenarion; kommunala fokusområden för stationsnära planering, marknadsintressanta exploateringsområden och konsensusutveckling. Modellen möjliggör att den regionala visionen för stationsnära planering förs in i den kommunala planeringsprocessen och visar inte enbart hur både kommun och region kan gynnas av ett samarbete, utan även vilka knäckfrågor den enskilda kommunen måste övervinna för att fortsätta utvecklas i framtiden. / Stationsnäraprincipen imply that urban development is concentrated around public transport nodes to increase the accessibility and competitiveness of public transport against motoring transport to ensure that regional enlargement is achieved in a sustainable way. The vision for transit-oriented development (TOD) in Östergötland derives from a regional planning level and in order to implement the vision in municipal planning, it is important to specify how both the municipality and the region can benefit. An approach is to find a model that can raise the regional perspective in the local planning process. The purpose of this study is to develop a densification model that focuses on TOD in smaller urban areas. A densification model for the Stockholm region has previously been developed in conjunction with the regional development plan, and this study examines whether the model can be adapted to TOD planning in smaller urban areas. The densification model has been modified methodically with the help of two planners in Östergötland as well as a literature review on regional development and TOD. The custom model has been tested in two separate case studies and the results comprise a mapping of the potential for densification described in three different densification scenarios; municipal focus areas for densification, market interesting development areas and consensus development. This model enables the regional vision for TOD to be implemented into the municipal planning process and shows not only how both municipality and the region can benefit from a partnership, but also the critical problems that each individual municipality must overcome in order to continue to develop in the future.

Skellefteå befinner sig i en expansiv stadsutvecklingsfas vilket ställer högre krav på trafiksystemet. Studien syftar därmed till att undersöka den lokala planeringen av kollektivtrafik och hur den relaterar till ett Bus rapid transit (BRT)-system. Transit oritented development (TOD) som innebär en samplanering av kollektivtrafik och bebyggelse, utgör arbetets teoretiska ram och är nära kopplat till BRT. Metoden utförs genom semi-strukturerade intervjuer och dokumentanalys av policydokument från Skellefteå kommun. Studien visar att trafiknätet i centrala tätorten har en dålig framkomlighet, vilket kommunen vill åtgärda genom att bland annat utveckla sin kollektivtrafik med fördel framför bilen. I denna utveckling finns det aspekter som är lika ett BRT-system men även vissa delar som avviker från det. Det går även att urskilja tecken på TOD i den lokala planeringen, något som också underlättar en BRT-implementering. Det finns därmed tendenser och ansatser för en BRT-utveckling, men där andra likande alternativ övervägs. / Skellefteå is in an expansive urban development phase that causes higher demands on the traffic system. The study aims to investigate the local planning of public transport and how it relates to a Bus rapid transit (BRT) system. Transit-oriented development (TOD), which involves a co-planning of public transport and settlements, forms the theoretical framework of the study and is closely linked to BRT. The method consisted of semi-structured interviews and document analysis of policy documents from Skellefteå municipality. The study show that the traffic network in the central urban area consists of poor accessibility, which the municipality wants to solve by developing the public transport. In this development there are aspects that are similar to BRT, but some parts that deviate from it. It is possible to distinguish signs of TOD in the local planning, which also facilitates a BRT implementation. There are thus tendencies and approaches for a BRT development, but where other similar alternatives are considered.

Transit Oriented Development theoretical and practical framework represents an important tool for municipalities, private actors and citizens to enhance quality of life in urban contexts. Planning cities that encourage sustainable mobility patterns can contribute to aim at diversifying land use and making cities more accessible, safer and attractive for people. Handen has developed as a car-dependant area that is planned to growth its population and build more than 9000 new housing units by 2030 (Haninge Kommun, 2016). The TOD standard 3.0 was applied in the area around Handen pendeltåg station, to practically assess the TODness level of the area and provide recommendations to take into a consideration for future and current developments. Using the TOD standard in Handen can contribute to aim at a more sustainable growth pattern for both current and expected new citizens on the area. After implementing the evaluation system, it was found out that the best ranked variables were Compactness and Cycling. In contrast the variables that received the lowest scores were Walk, Densify, Connect, and Shift. Overall, Handen scored a Bronze level of TODness. Therefore, there are several actions that could be implemented on the study area in order to improve the TODness level. Specifically, Handen needs to diversify its land use, enhance the pedestrian network, encourage land mix use, decrease the space destined to cars and increase pedestrian connectivity, among others.

The integration of public transport planning and spatial planning has become an internationally well-known phenomenon and is seen by planners as a fundamental prerequisite for getting more people to travel sustainably, and thus reduce the emissions of greenhouse gases from the transport sector. The aim is to design the built environment in such a way that sustainable travel is promoted. Through semi-structured interviews, a document analysis, and a small field observation, this thesis examines how the municipality of Norrköping and the regional public transport company Östgötatrafiken collaborate to achieve successful integration. The aim has been to investigate how the process of this integration unfolds in the municipality of Norrköping in Sweden in order to contribute with more in-depth research in a Scandinavian context. This has been analyzed from a theoretical framework of TOD, Institutional theory and Collaborative planning.  The findings shows that both Norrköping municipality and Östgötatrafiken are working towards goals of increasing the share of trips with public transport, but when the purposes behind these differ, goal conflicts arise. This leads to different strategic considerations where Östgötatrafiken wants the built environment to promote time-efficient public transportation, while the municipality of Norrköping want the built environment to promote all sustainable means of transport. As a result, there are differences regarding public transport's mission, resources and priorities. As this study also shows that collaboration is the key to success, I argue that collaboration should take place as early as possible in the process, and already at the formulation of political and strategic goals.

Bus rapid transit (BRT) is an innovative bus system with sophisticated vehicles and inflexible busways integrated in the cities, high capacity and high quality, high speed and frequency, distinctive image and comfort. Many in Sweden believe that is impossible to introduce BRT, even though the Swedish towns and cities can benefit from the image, speed and frequency that BRT symbolizes. The archipelago-like urbanization, urban sprawl and the uncompetitive journey times of public transportation compared with the private car are identified as main obstacles. New questions emerged: Is it possible to transform and adjust the Swedish towns and cities for BRT? What demands BRT? How is transit-oriented development (TOD) applicable in a Swedish context as a policy to integrate cities and BRT? In this licentiate thesis I investigate the interrelationship between bus transportation and neighborhoods, between BRT and urban form as well as the possibilities to introduce busways and BRT, to trigger TOD and to transform the Swedish towns and cities for BRT. Much has been written about BRT, but seldom by architects or urban planners and designers. BRT and TOD are seen though urban form and processes of urbanization within a morphological tradition established by Kevin Lynch. BRT is represented by paths and nodes that disperse distinctive attractiveness pattern of desirability cores that shape neighborhoods as districts. TOD is about synchronizing the everyday urban life with public transportation systems. BRT-TOD is defined as a policy to recognize desirability cores spread by the different infrastructures of BRT and promote development of urban form within their attractiveness pattern at urban and regional scale. BRT-TOD is discussed as a concept of BRT metropolis in context of the urbanization of Swedish towns and cities.  TOD is defined morphologically as public transport cities. A public transport city is a city that in its development adapted to specific public transportation systems. TOD is nothing new in Europe or Sweden. To find regularities of the effect of public transportation systems on cities I do a historical overview of the Swedish towns and cities. In the end the position of bus and BRT, public transport cities and TOD and possibilities of future urban transformation of the smaller and larger Swedish cities towards BRT metropolises are discussed in context of today’s “‘system’ of automobility” and widespread car society and the emerging knowledge society and its postmodern fringes of urbanization. / <p>QC 20130917</p>

This study investigates the institutional learning from attempts at securing affordable housing inclusion within Transit-Oriented Developments (TOD) through institutional change in Reykjavík, Iceland. As Reykjavík embarks on the ambitious City Line project, a bus-rapid transit network aimed at sustainably shaping urban growth, ensuring affordable housing near transit stations has become critical. Past attempts to achieve housing affordability have fallen short since Reykjavík still, to this day, experiences a great lack of affordable housing. Thus, this research employs an institutional learning framework to explore the barriers to and opportunities for ensuring affordable housing in TODs. Through expert interviews and document analysis, the study’s findings highlight the institutional challenges hindering the realisation of affordable housing goals within TODs. These include the vagueness of upper-level policies and terminology, the influence of land ownership, and implementation gaps in planning. Additionally, the research identifies opportunities for institutional change, such as strengthening standardisation from state-level policies, including principles of transit-accessible development in the extensions and re-evaluation of the City Line network, and addressing issues of timescale alignment between the implementation of TODs and the City Line. The study contributes to the limited Icelandic literature on institutional analysis in urban planning and offers ideas for enhancing social inclusivity and housing accessibility for Reykjavík’s future transit communities.