The purpose of this study was to identify barriers that contribute to a disparity in utilization across different segments of an urban trail. To achieve this aim, subjective ratings of trail characteristics for high-use areas (western sections of the trail) were compared to subjective ratings of lower-use areas (eastern sections of the trail). These ratings were compared between those who reported primarily traveling the western, high-use sections vs. those who primarily travel the eastern, low-use sections. Data were collected through self-report and a cross-sectional analysis based on sections of primary use. Ratings for each trail characteristic from an online survey were compared for different trail segments as a function of these groups. Comparisons were conducted through ANOVA and showed that perceptions of trail characteristics varied strongly as a function of which sections of the trail were used most by the respondents. Users of the high-traffic, western sections held significantly more negative views of the eastern sections. In contrast, users of the low-traffic, eastern sections held similar views of the eastern and western sections. Objective measurements of trail characteristics were conducted on all six segments of trail to compare to user perceptions. A trail count and researcher evaluation/audit of all trail characteristics provided data for comparison. A descriptive analysis of the differences between trail user perceptions and objective measures was reported. The trail count and survey results showed similar patterns of usage. The western sections exhibited the highest number of trail users representing 80% of the people on the trail. The central sections contained 14% and the eastern sections 6%. Mode of travel observed was 94% walking or running and 6% cycling. In addition, these numbers are similar to those of the earlier, pilot study (TEMBA, 2011). Given the similarities between the online survey, and both the objective trail count for usage and the earlier TEMBA study, it is hoped that the online sample is representative of the population of regular trail users. A comparison of subjective and objective ratings revealed different patterns of agreement depending on east vs. west group membership. Overall, west users are misinformed about crime and amenities on the east side but are in general agreement on other characteristics. This suggests that their concerns about trail continuity, directional clarity, and loop options may be warranted. Overall, east users showed general agreement with objective measures on the west side except for exposure to traffic, which they rated more poorly than objective measures. / text

Com a iminência da construção de mais um trecho do Rodoanel Mário Covas, seu Trecho Norte, tem fechamento um ciclo longo de acumulação de capital na metrópole paulista, de mais de 150 anos, caracterizado pela expansão metropolitana (desigual e combinada) impulsionada pela especulação imobiliária baseada na verticalização do centro expandido e na horizontalização da cidade via loteamentos periféricos. Nesse um século e meio, seu motor foi à crescente financeirização do espaço urbano, tendo como principal conseqüência terrível, a produção de um ambiente construído agressor para sua própria população metropolitana. Como num roteiro de Tarantino, esse presente denota uma sarcástica imagem: hoje, as deseconomias metropolitanas, como as enchentes, o congestionamento e a poluição, tomam o lugar que um dia foi da garoa, de Adoniran Barbosa e dos bairros tradicionais de imigrantes, na produção da identidade paulistana. O novo ciclo de acumulação de capital em gestação não tem como objetivo resgatar essas memórias paulistanas. Ironicamente, esse novo modelo, baseado na suburbanização de alto padrão e no congelamento/urbanização das áreas de loteamento periférico precário e irregular, tem como objetivo construir uma plataforma logística metropolitana apropriada para o que Karl Manheim e tantos outros chamam de fuga do urbano. Pois, o que está em questão é a clara mudança de um padrão de urbanização brasileira (subdesenvolvimento de tipo cepalino) para o do tipo estadunidense, caracterizado por highways que ligam os luxuosos subúrbios ajardinados e as grandes aglomerações médias e populares aos centros degradados das cidades. O presente estudo tem por objetivo, apresentar três dinâmicas espaciais urbanas provisórias dessa fuga do urbano, vetorizadas por três grupos de capital urbano (proprietários da terra/intermediadores financeiros; empresas de construção/incorporação; grupos sociais em geral). A exposição da investigação parte do método dialético e da idéia de espaço geográfico composto por forma, função, estrutura e processo. / With the imminent construction of a Rodoanel Mario Covas, its your Trecho Norte thern section, is closing a long cycle of capital accumulation of more than 150 years, characterized by metropolitan expansion (uneven and combined) driven by speculation based on the vertical expanded center and flattening the town allotments via peripherals. In a century and a half, its engine was the growing financial character of urban space, with the primary tremendous consequence, the production of a built environment aggressor for its own metropolitan population. Like a Tarantino script, the most appropriate image is less promising and more disgustingly sarcastic: today, diseconomies metropolitan areas, such as flooding, congestion and pollution, take the place that was once the garoa of Adoniran Barbosa and the traditional neighborhoods of immigrants in the production of identity in São Paulo. The new cycle of capital accumulation in pregnancy is not meant to recover these memories from São Paulo. Ironically, this new model, based on the suburbanization of high standard and the freeze / urbanizing areas of poor and irregular peripheral housing estate, is to build a logistics hub for the metropolitan appropriate that Karl Manheim and many others call urban trail. For what is at issue is the clear shift from a pattern of urbanization in Brazil (underdevelopment CEPAL type) for the U.S. type, characterized by highways that link the luxurious surroundings and landscaped large clumps and popular medium degraded the centers of cities. This study aims to submit three spatial dynamics of urban temporary escape from the urban, vectorized by three groups of urban capital (owners of the land / financial intermediaries, companies of construction / incorporation; social groups in general). Exposure of the research part of the dialectical method and the idea of geographic space composed of form, function, structure and process.

Com a iminência da construção de mais um trecho do Rodoanel Mário Covas, seu Trecho Norte, tem fechamento um ciclo longo de acumulação de capital na metrópole paulista, de mais de 150 anos, caracterizado pela expansão metropolitana (desigual e combinada) impulsionada pela especulação imobiliária baseada na verticalização do centro expandido e na horizontalização da cidade via loteamentos periféricos. Nesse um século e meio, seu motor foi à crescente financeirização do espaço urbano, tendo como principal conseqüência terrível, a produção de um ambiente construído agressor para sua própria população metropolitana. Como num roteiro de Tarantino, esse presente denota uma sarcástica imagem: hoje, as deseconomias metropolitanas, como as enchentes, o congestionamento e a poluição, tomam o lugar que um dia foi da garoa, de Adoniran Barbosa e dos bairros tradicionais de imigrantes, na produção da identidade paulistana. O novo ciclo de acumulação de capital em gestação não tem como objetivo resgatar essas memórias paulistanas. Ironicamente, esse novo modelo, baseado na suburbanização de alto padrão e no congelamento/urbanização das áreas de loteamento periférico precário e irregular, tem como objetivo construir uma plataforma logística metropolitana apropriada para o que Karl Manheim e tantos outros chamam de fuga do urbano. Pois, o que está em questão é a clara mudança de um padrão de urbanização brasileira (subdesenvolvimento de tipo cepalino) para o do tipo estadunidense, caracterizado por highways que ligam os luxuosos subúrbios ajardinados e as grandes aglomerações médias e populares aos centros degradados das cidades. O presente estudo tem por objetivo, apresentar três dinâmicas espaciais urbanas provisórias dessa fuga do urbano, vetorizadas por três grupos de capital urbano (proprietários da terra/intermediadores financeiros; empresas de construção/incorporação; grupos sociais em geral). A exposição da investigação parte do método dialético e da idéia de espaço geográfico composto por forma, função, estrutura e processo. / With the imminent construction of a Rodoanel Mario Covas, its your Trecho Norte thern section, is closing a long cycle of capital accumulation of more than 150 years, characterized by metropolitan expansion (uneven and combined) driven by speculation based on the vertical expanded center and flattening the town allotments via peripherals. In a century and a half, its engine was the growing financial character of urban space, with the primary tremendous consequence, the production of a built environment aggressor for its own metropolitan population. Like a Tarantino script, the most appropriate image is less promising and more disgustingly sarcastic: today, diseconomies metropolitan areas, such as flooding, congestion and pollution, take the place that was once the garoa of Adoniran Barbosa and the traditional neighborhoods of immigrants in the production of identity in São Paulo. The new cycle of capital accumulation in pregnancy is not meant to recover these memories from São Paulo. Ironically, this new model, based on the suburbanization of high standard and the freeze / urbanizing areas of poor and irregular peripheral housing estate, is to build a logistics hub for the metropolitan appropriate that Karl Manheim and many others call urban trail. For what is at issue is the clear shift from a pattern of urbanization in Brazil (underdevelopment CEPAL type) for the U.S. type, characterized by highways that link the luxurious surroundings and landscaped large clumps and popular medium degraded the centers of cities. This study aims to submit three spatial dynamics of urban temporary escape from the urban, vectorized by three groups of urban capital (owners of the land / financial intermediaries, companies of construction / incorporation; social groups in general). Exposure of the research part of the dialectical method and the idea of geographic space composed of form, function, structure and process.

Master of Landscape Architecture / Department of Landscape Architecture, Regional and Community Planning / Jason Brody / The Mid America Regional Council, (MARC) is the official metropolitan planning organization for the Greater Kansas City region. MARC received a 4.25 million dollar grant from the US Department of Housing and Urban Development in 2010 to advance the region’s vision of sustainability through vibrant, green, and connected centers and corridors. From which the CSP (Creating Sustainable Places) initiative was established. Responding to this initiative, eight grant funded Kansas State University students worked in a Rock Island Corridor group. This group showed and described ways of achieving MARC’s and the US Department of Housing and Urban Development’s goals through the development of Master’s Reports. Reports include design ideas and proposals which MARC and city planning departments might not have developed otherwise. Student collaboration between public and city planning departments informed the development of student ideas. Green trail systems and tourism specifically addresses how the quality of life in the Kansas City Metro Area could be enhanced with the implementation of a cultural trail network. This network would provide access to the Rock Island Corridor, create greenspaces, and establish mixed-use housing districts for potential home and business owners. The Greater Kansas City region population is increasing. Trails, parks, and mixed-use buildings for residents in KC could improve the quality of life for future residents. Adding greenspaces, pedestrian mobility, and entertainment districts in which to find region specific activities could help attract people to redeveloping areas. Green trail systems and tourism’s project area is located between the Sprint Center and the Truman Sports Complex. To resolve problems and dilemmas within this region of Kansas City, a routing plan of a cultural trail network is outlined. This cultural trail features new trail heads, cultural centers, and proposed zoning overlays for park developments and mixed-use housing districts. The trail network created connects the Sprint Center and Truman Sports Complex in Kansas City, Missouri as a tourism link. Tourism destinations and historic sites add to the economic success of KC. Sites are connected to in the routing plan for the cultural trail. This proposal shows one approach for creating sustainable centers in KC.