A percepção de diferenças acentuadas entre os padrões de urbanização de cidades aparentemente comparáveis no contexto da economia de mercado levanta questões, e demanda interpretação. A pesquisa que embasa a dissertação surgiu de indagação dessa natureza, motivada por uma viagem a Chicago. O confronto inevitável da qualidade urbana e, em particular, da excelência do serviço de transporte daquele pólo econômico norte-americano com os quadros correspondentes de São Paulo, importante centro de produção nacional, conduziu à busca de uma razão, não para a diferença em si entre os respectivos espaços, mas para os fatores que a produzem, a validam e a sustentam ao longo do tempo. A proposição orientou a pesquisa para a história da produção do espaço americano, no processo de conquista de seu regime autônomo de acumulação, colocando Chicago simultaneamente como foco e eixo ordenador de seu desenvolvimento. A dissertação foi organizada em quatro partes. A Introdução apresenta o tema, e aponta seus contornos teóricos. O Capítulo I acompanha a formação de Chicago no quadro da constituição do espaço nacional americano. O Capítulo II descreve o serviço de transporte daquela cidade, destacando a maciça presença do Estado americano em sua provisão. A Conclusão retoma os temas principais da pesquisa para refleti-los no contexto da região metropolitana de São Paulo. / The perception of accentuated differences in urbanization patterns between apparently comparable cities, in the light of the present market economy context, raises several issues and therefore demands further interpretation. The research that embodies this dissertation was born from such inquiry, motivated by a trip to Chicago. The inevitable comparison of the urban qualities, particularly of the excellent public transportation, enjoyed by the North-American economic centre with the correspondent features of São Paulo, important productive centre nationally, has led to the search for an explanation. Not of the difference between the respective spaces, but of the factors that produce it, validate it and preserve it throughout time. The development of the case study - the formation of Chicago - has opened up new perspectives for the inclusion of the historic dimension contemplating the differences in the struggles that led to the building of the American state, through its autonomous accumulative regime. The dissertation has been divided into four parts. The introduction presents the theme and delimits its theoretical guidelines. Chapter I follows the formation of Chicago in the light of the formation of the American national space. Chapter II describes the public transportation facilities of the city, underlining the massive presence of the State in its provision. The conclusion takes back some of the central themes of the research in order to compare them to the metropolitan area of São Paulo.

Strategic Environmental Assessment (SEA) has become recognised as an improvement on the existing, limited system of project-based EIA. It aims to integrate environmental considerations into government policies, plans and programmes, and provides a basis for arriving at better-informed decisions at broader strategic levels. However, the compatibility of this new environmental planning tool with other planning systems such as transport, holds the key to successful integration of environmental concerns into existing planning approaches. This study investigates whether SEA can influence and integrate with transport planning and policy development processes through a survey of attitudes and opinions of planners on transport SEA in Taiwan. Transport planning has been criticised for considering too few alternatives, and for basing evaluations solely on technical and economic grounds. The emerging SEA seems theoretically feasible and potentially beneficial in allowing the integration of environmental concerns into strategic transport planning. Though many countries or regions have transport SEA provisions, practical transport SEA applications remain limited, mostly in Western developed countries with high environmental awareness. SEA applications are also limited in their strategies, focusing mainly on infrastructure-related projects. Moreover, most current transport SEA practices lack strategic focus and thus fail to fulfill SEA principles. This suggests that many planners are unfamiliar with the nature and techniques of SEA, and the conceptual impediments are still critical, which may result in significant barriers to transport SEA application. The EIA Act promulgated in 1994, together with its relevant provisions, have provided an applicable mechanism and a legal basis for SEA application in Taiwan, however, no transport SEA cases have been conducted. Many technical and non-technical barriers have been identified by the interviewees, indicating that most of the planners in Taiwan believe that transport SEA is conceptually and practically immature, and planners are not yet ready for it. The conceptual barriers seem more critical at this stage because practical barriers can only be identified and overcome when planners and decision-makers have a clear and proper concept of SEA. This narrowly-viewed application has limited the benefits of SEA, and has resulted in a rigid and incorrect idea that SEA was a passive impact-reducing mechanism; this may mislead the attitudes of planners to transport SEA. In fact, the emerging SEA is a re-engineered planning system framework that serves to remind planners that they are able to improve their efforts. It is a paradigm revolution, as the way in which planners think can make a vast difference. Thus, the potential for the emerging SEA concept to influence and integrate with transport planning and transport policy development processes depends not only on practical feasibility but also on a fundamental conceptual recognition of transport SEA. SEA could influence and integrate with transport planning and transport policy development processes if planners and decision-makers changed their ways of thinking. This study also found that a tiered and integrated transport SEA, embedded in the main transport planning process at different strategic levels, has great potential to embody the environmental and sustainable concerns in transport planning and decision-making. This finding is based on several contentions supported by the recent SEA studies showing that it should not be detached from the main planning process. SEA needs to be flexible in order to meet various policies, plans and programmes (PPP) demands, and it must be value-driven, not impact-oriented. A tiered, integrated transport SEA provides ways to overcome identified transport SEA application impediments. This two-in-one planning system is a simple solution which allows transport SEA to be conducted without involving complex legal processes. It improves institutional coordination and integrates not only with planning processes but also with values and resources.

There has been a noticeable swing towards school pupils being driven to and from school, and away from active modes like walking and cycling, in recent decades. This has had a number of side effects. Less reliance on active modes of transport has been a contributing factor in the reducing levels of physical activity for school children. Traffic volumes associated with school trips have also increased. This increased has tended to contribute to an increase in traffic congestion, adverse environmental effects and reductions in levels of sustainability. School trip traffic contributes specifically to congestion at school gates. Schools have been identified as having significant effects on the transportation system adjacent to them. Schools which seek Resource Consents for new or changed activities are often being required to take measures to mitigate their adverse effects The purpose of this study is to explore the factors contributing to primary school pupils' travel choices. This will help to identify travel choice patterns which may, in turn, be useful in developing policies and planning initiatives which contribute to achieving an efficient and sustainable transport system. A range of literature relevant to school and general commuting travel demand was reviewed. A case study involving the pupils of twenty two Christchurch primary schools was carried out. Pupils and their parents were surveyed to establish mode choices and the factors influencing those choices. The study found that between 55% and 60% of pupils surveyed travel to and from school by car. 30% to 35% walk or scooter, and 5% to 7% cycle. This compares with 34% travelling by car in the late 1980s. In addition, a greater proportion of those pupils who walk, scooter or cycle to school are accompanied by an adult than in the past. The results of the study also suggested that School Travel Plans, when combined with the energy and commitment to implement them can have a significant effect on school travel choices. As part of the case study, parents were asked to rank the importance of a number of factors which could influence choices regarding their children's school travel. The responses from parents identified safety concerns, regarding both road and personal safety, as the major factor behind decisions regarding their children's travel choices. Time constraints coupled with the complexity of travel requirements of many families were identified as significant factors. Multinomial Logit Models for both mode choice and pupils travel independence were then produced for both the journey to and from school. These models were based on the results of the case study. The models produced indicate that, at a school level, there is a correlation between increasing school roll and an increasing proportion of pupils travelling by car. A slight negative correlation between school decile and car usage was also indicated. This is contrary to the normally accepted understanding that in most transport situations there is a positive correlation between increasing affluence and car usage. Superior model results were obtained at a disaggregated individual level, using nine variables relating to the school, the neighbourhood, and the home, than the results obtained using the school based variables of. However, it is not considered that the effort required to obtain information on the additional variables is justified when estimating mode choices of pupils at an individual school. It is therefore recommended that a model using Decile, Average Age, and School Roll variables be used to estimate mode choices at an individual school. At a family level, there was a strong positive correlation between distance from school, age of the pupils, and the number of major roads between school and home, and car usage. It became apparent that the decisions made regarding children's school travel are very complex. Families juggle a number of factors, many of which are in conflict with one another. For example a desire to care for the environment may be in conflict with the demand to get the children to school, and get to work on time. This complex interrelationship between factors has resulted in some instances where normally accepted "Rules of Thumb", such as the understanding that increased car usage is generally associated with increasing wealth, do not appear to be applicable to school travel. The complexity of interrelationships has further meant that it has not been possible to quantify the impact of any one factor on its own.

Sustainable transport planning is a complex issue and has become a great challenge for today’s decision makers. One of the biggest concerns is how sustainable mobility can be reached; where social and economic interests can work together with environmental interests. By looking into a special case of transport planning in Åriket, Uppsala this paper analyses the decision making process as well as the response from other stakeholders presented as contesting story lines. The results show there are weaknesses in the planning process, where too few alternatives have been looked at and the methods used has not been able to handle the complex issues of sustainable development in an adequate way. From the contested story lines the different opinions in the question has been identified as either being a part of the old conventional transport paradigm or a part of the new sustainable mobility paradigm, which can be used as a guideline for the decision makers in what way to go for reaching sustainable mobility.

The demand for forensic social work as a specialist field is increasing rapidly, due to the increasing moral decline of the community and consequent higher demands set to generic social workers. Amendments to existing acts as well as the development of new legislation, lead to more opportunity for the prosecution of the perpetrator, and therefore a higher utilization of the forensic social worker. A need was experienced to do research regarding the gaps experienced by social workers or any other workers who are currently executing forensic assessments with the sexually traumatised child. The aim of the investigation was to determine which gaps social workers experience in the field when assessing a child forensically. A recording procedure was used to obtain qualitative as well as quantitative data. A purposive sampling was used were interviews were held with five participants to obtain the data. A selfdeveloped questionnaire was used as measuring instrument. It is clear from the findings that there are definite gaps within the field of forensic social work and the need of further research within the field of forensic social work in South Africa is highlighted. / Thesis (MIng (Mechanical Engineering))--North-West University, Potchefstroom Campus, 2012.

The demand for forensic social work as a specialist field is increasing rapidly, due to the increasing moral decline of the community and consequent higher demands set to generic social workers. Amendments to existing acts as well as the development of new legislation, lead to more opportunity for the prosecution of the perpetrator, and therefore a higher utilization of the forensic social worker. A need was experienced to do research regarding the gaps experienced by social workers or any other workers who are currently executing forensic assessments with the sexually traumatised child. The aim of the investigation was to determine which gaps social workers experience in the field when assessing a child forensically. A recording procedure was used to obtain qualitative as well as quantitative data. A purposive sampling was used were interviews were held with five participants to obtain the data. A selfdeveloped questionnaire was used as measuring instrument. It is clear from the findings that there are definite gaps within the field of forensic social work and the need of further research within the field of forensic social work in South Africa is highlighted. / Thesis (MIng (Mechanical Engineering))--North-West University, Potchefstroom Campus, 2012.

Sustainable transport is now a popular goal of transport planning. As with any aspiration, systems and mechanisms are required to assess and gauge success in achieving this policy goal. There is increasing reliance on sustainable transport indicators as appropriate tools for this purpose. The usefulness and credibility of any indicator-based assessment will undoubtedly depend on the specific indicators utilised. As such, indicators must be selected carefully to maximise their contribution to the sustainable transport decision making process. A review of current applications of sustainable transport indicators has revealed however, that they are typically selected in an ad hoc and arbitrary fashion. Development of a framework that facilitates transparent and systematic indicator selection would therefore represent a significant advance in transport research. In that regard, this thesis presents the Evaluative and Logical Approach to Sustainable Transport Indicator Compilation (ELASTIC), a methodological framework which provides a flexible, participatory and systematic mechanism for identifying and selecting key sustainable transport indicators. The output of ELASTIC is the Transport Sustainability Profile (TSP), a small un-aggregated suite of sustainable transport indicators which together can provide a snapshot of the sustainability of a transport system. Using various multi-criteria and statistical techniques, ELASTIC applies a robust process to evaluate and select indicators based on their analytical soundness and their relevance to key objectives of sustainable transport. A generic and transferable tool, ELASTIC is capable of application at different geographical scales as well as to non-transport sustainability assessment. For the purpose of this research, the framework is demonstrated through application to England, UK where the judgements of relevant Academics and Transport Planners are elicited and entered into the ELASTIC framework to systematically select a subset of 15 indicators from an initial set of 200. By disaggregating the sample of stakeholders into regional groupings, different context-specific suites of indicators for the regional groupings were also derived. The demonstration confirms ELASTIC to be an inclusive and practical approach to compiling a suite of sustainable transport indicators specific to context and which reflects the unique values of key stakeholders.

Abstract Twentieth century, citizen “revolts” against highway projects have influenced thinking about public transport (Toronto, Vancouver, New York), governance (Portland), and cycling (The Netherlands) to this day. Less is known about how these emerge in developing countries, and what they can tell us about citizens’ role in innovation to achieve more socially just, good and livable cities.  Using a complexity-based approach, this dissertation explores lessons from an anti-highway movement in Santiago, Chile (1997), which challenged authoritarian planning paradigms inherited from the Pinochet regime (1973-1990). In 2000, these leaders of diverse communities founded a citizen institution, Living City (Ciudad Viva), which today is a prize-winning, citizen-led planning institution.  Participation is recognized as important to community development, health and urban planning. Nonetheless, a rich literature notes many limitations. Is improving participation just a matter of “getting the process right”? Or does it require re-formulating frameworks to redistribute power, fostering self-generating civil society organizations, and treating democratization as ongoing rather than a “steady state”?  Re-formulating frameworks has far-reaching implications. It requires acting consistently with the premise that the local is central to change in human living systems, and the need to create the civic “infrastructure” conducive to citizen learning and the emergence of multiscalar citizen organizations, able to mobilize ecology of actors for innovation. To effectively address the challenges of climate change, loss of biodiversity, the social determinants of health, the “obesity epidemic” and other issues, the answers lie in city neighbourhoods and human settlements.  If we aspire to good, just and livable cities, uncertain futures require planning for change. This research suggests that we can identify dynamics likely to leverage significant change and activate capacities throughout a system. This requires moving to an inclusive planning paradigm that fully integrates citizen planners.

Abstract Twentieth century, citizen “revolts” against highway projects have influenced thinking about public transport (Toronto, Vancouver, New York), governance (Portland), and cycling (The Netherlands) to this day. Less is known about how these emerge in developing countries, and what they can tell us about citizens’ role in innovation to achieve more socially just, good and livable cities.  Using a complexity-based approach, this dissertation explores lessons from an anti-highway movement in Santiago, Chile (1997), which challenged authoritarian planning paradigms inherited from the Pinochet regime (1973-1990). In 2000, these leaders of diverse communities founded a citizen institution, Living City (Ciudad Viva), which today is a prize-winning, citizen-led planning institution.  Participation is recognized as important to community development, health and urban planning. Nonetheless, a rich literature notes many limitations. Is improving participation just a matter of “getting the process right”? Or does it require re-formulating frameworks to redistribute power, fostering self-generating civil society organizations, and treating democratization as ongoing rather than a “steady state”?  Re-formulating frameworks has far-reaching implications. It requires acting consistently with the premise that the local is central to change in human living systems, and the need to create the civic “infrastructure” conducive to citizen learning and the emergence of multiscalar citizen organizations, able to mobilize ecology of actors for innovation. To effectively address the challenges of climate change, loss of biodiversity, the social determinants of health, the “obesity epidemic” and other issues, the answers lie in city neighbourhoods and human settlements.  If we aspire to good, just and livable cities, uncertain futures require planning for change. This research suggests that we can identify dynamics likely to leverage significant change and activate capacities throughout a system. This requires moving to an inclusive planning paradigm that fully integrates citizen planners.

The shaping of spatial structures at the urban, regional and national levels involves numerous kinds of actors and planning activities. In recent years, calls for crosssectoral coordination and integrated planning approaches echo extensively across different fields of planning. However, experiences from planning situations around Sweden and elsewhere reveal great challenges to such ambitions. This thesis explores key conditions for an integrated approach to urban and transport planning, focusing on the relationships between public professional actors and agencies involved in the interface between urban and transport planning and strategy making, at the local and national level in Sweden. The theoretical framework is based on communicative planning theory and theories on sensemaking. The empirical material emanates from the project The Livable City, a collaboration project between three Swedish municipalities and national authorities responsible for transport and urban planning in Sweden. The aim of The Livable City was to develop knowledge about integrated planning of the built environment and transport systems and to develop integrated processes for coordination of different interests, demands and needs. Case studies were conducted, based on document studies, interviews and observations. The results from this study illustrate various aspects of how plans and strategies in a multiperspective environment need to make sense to actors with different perspectives on what planning is all about. A sensemaking perspective on planning suggests that plans and strategies to promote an integrated approach to planning will always be partial and selective despite ambitions for these to be comprehensive or holistic. Commitment, reification and participation have in the cases proven to be useful concepts to understand the sensemaking aspect of planning practice. Interactive processes may inform the shaping of perspectives and can therefore be an element in efforts to promote integrated approaches to urban and transport planning, although the extent to which this may be achieved is highly dependent on contextual conditions and will vary from case to case. / QC 20111125