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

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

In the past, the planning process had been top down with a restrictive level of public participation. The decision-making power has been concentrated within the administration. The public has been tolerable at pre-1997. People in Hong Kong are no longer living at the “borrowed time” and “borrowed space” that Hughes (1976) described under the colonial rule after the return to motherland. They have developed a sense of belonging, show genuine concern on development of Hong Kong and increasing demands for participation in the policymaking process, hence the planning mechanism. The community has become more vocal in the planning process. Tseung Kwan O (TKO) is a third generation and the seventh new town in Hong Kong. Since the Executive Council’s designation to develop into new town in 1982, it has undergone very rapid development. Transport networks in news towns have been planned to serve by railway. Railway is the backbone of Hong Kong’s transport system and it has a strong impact on urban development. In Hong Kong, urban development has followed the transit-oriented approach. There are institutional settings and policies in public and private sectors that support transit-oriented development (TOD). Drastic spatial changes occurred in the surrounding area of MTR stations after the operation in 2002. Taking advantage of the enhanced accessibility brought about by the railway line, high density developments are located close to the MTR stations at Po Lam, Hang Hau, Tseung Kwan O and Tiu Keng Leng, each forming a district centre with its own retail and supporting facilities. The study scope would be based on the institutional settings and policies in public and private sectors that support TOD. In a society that composed of a heterogeneous group of people with different interests, the stakeholder composed a power structure in the planning process of the TKO new town, negotiation among the power exists. The resultant urban pattern is an outcome of the power negotiation. This study aimed to examine how different stakeholders participated in the negotiation of planning process in the latest generation of new town using the case of TKO as illustration. The level of public participation in the planning process of Tseung Kwan O has been increasing. As the community has become more vocal in the planning process, efforts can be seen in reaching out to different stakeholders regarding the further development of Tseung Kwan O with a view to jointly planned with the community. / published_or_final_version / Urban Planning and Design / Master / Master of Science in Urban Planning