New York’s transit system serves millions of riders each day; the local newspapers complain about the lack of funding for infrastructure projects; and the City Council regularly hosts hearings about Bus Rapid Transit, bike-share, road safety, e-hail taxis, and gondolas. Transportation issues matter to New Yorkers, but these debates, at the policy level, often focus on technology, budgets, and regulations rather than the needs and experiences of passengers. This focus on “technical” matters allows planners and politicians to confine transportation debates to the realm of experts rather than engage the broader public in them. The failure to address the needs of passengers in Brooklyn and Queens has led to the development of dollar vans. Dollar vans are hybrid bus-taxis, also known as jitneys, that provide vital transportation links to more than 120,000 riders per day and operate beyond the control of the formal transit system governed by the Metropolitan Transportation Authority (MTA). While this ridership pales in comparison to the daily ridership on the subway or bus, it does rival bus ridership in cities like Dallas and Milwaukee and dwarfs the 50,000 peak ridership achieved by Citi Bike, New York’s celebrated bike-share system. More important, the durability of the vans reveals the failures of the existing formal system to serve all New Yorkers. I argue that this failure is important for three reasons. First, the vans respond to a geographically specific problem: adequate access to inadequate service. The vans thrive in busy transit corridors where MTA-owned buses come too infrequently, are overcrowded, or are regularly stuck in traffic. On these busy routes, the vans provide a more reliable ride and alternative for transit-dependent populations looking to bypass the faltering bus system. Second, regulations fail to reflect daily practice. This gap between practice and policy leaves van operators and passengers in an awkward limbo that criminalizes an industry and jeopardizes the mobility of entire neighborhoods. Third, since the vans operate outside of the formal system, traditional metrics, such as ridership, travel time, vehicle revenue miles, etc., are not collected and compared against the metrics of other modes operated by the MTA. As long as the vans remain an unknown quantity, it is impossible for the City and State to serve transit-dependent populations in Brooklyn and Queens. In this dissertation, I use a mixed-methods research design to probe the world of the vans and argue that continued regulatory uncertainty, long the friend of the vans, has the potential to upend them as development pressures and capital investment in Central Brooklyn intensifies.

This thesis explores the ways in which the concept of &ldquo / city junction&rdquo / has been considered as an element of the urban image within the network of circulation. The aim of this study is to make an historical analysis of urban transformation in In&ouml / n&uuml / Square at Ankara, instigated by the respect to recent traffic problem-centered nodal interventions in the area. Akay Junction, which is thought as 1930&rsquo / s representative space also having historical power as well as being a node where two significant axis intersect, is studied in its social, cultural and political context, through written and visual historical sources, with its relevant physical spatial components and relations to space and its nearby environment. Presenting the interactions within the historical process and considering the traffic based physical transformation, the role of the concept of city junction in the formation of urban public space in terms of architecture is questioned. Based on the material research the thesis presents the existing and the possible alternative models together with a proposal, regarding the further possible transformations especially with the extension planned for the underground rail transport to the area. The alternatives indicate the qualitatively different results that will be got with respect to providing a viable urban public space as such a node.

In recent decades skateboarding has expanded from recreation into a form of transportation. Skateboarders appear to use roadways much as other non‐motorized modes do. However, there is little academic research on the needs and characteristics of the skateboard as a mode. This research reports demographics, multi‐modal and travel behavior findings, and other data from an exploratory mixed‐methods study of skateboarding as a mode of transportation.

Thesis (PhD)--University of Stellenbosch, 2002. / ENGLISH ABSTRACT: Suburbanisation is a world-wide phenomenon and is characterised by the decline of central business districts and accelerated growth of commercial activities in the suburbs. The impact of suburbanisation is wide-spread and multi-dimensional, affecting the whole urban system in terms of its structure, activity and transport patterns. In South Africa, suburbanisation, together with the impact of the former group areas policy, has made suburban developments less accessible to the low-income groups living on the edges of the metropolitan area. Planners have proposed various urban densification strategies for the rather unique problems of the spatially inefficient South African cities, including corridor development along main public transport routes and the development of activity nodes. In order to implement these urban densification strategies successfully, it is important to understand the locational choice behaviour of business managers, and the factors that will attract them to locate in a certain area. This will enable metropolitan authorities to evaluate and implement the best policies to promote development of priority corridors and nodes The research for this dissertation was motivated by the extensive problems of suburbanisation, the lack of knowledge on the relative impact of land-use transport factors on the locational choices of businesses, and the apparent limited application of stated preference (SP) survey techniques and discrete choice models to spatial choices of businesses for urban planning purposes. The main objectives of the research were to determine the locational choice behaviour of retail businesses in strategic spatial terms, and how this knowledge can best be used to manage suburbanisation. The dissertation reviews intemational and South African studies on the planning and policies of the main role players in the urban system relating to retail suburbanisation, i.e. the planning authority, retail firms and consumers. The dissertation discusses the results of the market research that was done among Cape Town retailers located in the CSO, and in low- and high-income suburbs. The survey collected quantitative information regarding the locational choice factors of retail managers, importance ratings of choice factors as well as stated preferences for CSO and suburban locations. The calibration results of various discrete locational choice models are discussed, including elasticities of choice factors obtained from model applications to the SP data. The development of a spreadsheet locational choice model based on typical characteristics of CSO and suburban locations is subsequently discussed. Elasticities of choice factors from the application of the spreadsheet model were determined and the model was also used to test a decentralisation trend scenario and a managed suburbanisation scenario. The dissertation makes conclusions and recommendations regarding the most important locational choice factors of retail managers, and the most effective policies and strategies for metropolitan authorities to manage suburbanisation and promote urban densification. The performance of SP models applied to spatial choices are also evaluated and recommendations are made regarding their application and further research needs. / AFRIKAANSE OPSOMMING: Stedelike desentralisasie is 'n wêreldwye verskynsel wat gekenmerk word deur die verval van sentrale sakegebiede (SSG) en die snelle groei van handelsbedrywighede in voorstede. Die impak van desentralisasie is verreikend en multi-dimensioneel en beïnvloed die hele stadstelsel in terme van sy struktuur, aktiwiteite and reispatrone. In Suid Afrika het desentralisasie saam met die impak van die voormalige groepsgebiedebeleid voorstedelike ontwikkelings minder toeganklik gemaak vir die lae-inkomstegroepe wat op die rand van die metropolitaanse gebiede woon. Beplanners het verskeie stadsverdigtingstrategieë, insluitende korridorontwikkeling langs hoofvervoerroetes en die ontwikkeling van aktiwiteitsnodusse voorgestelom die unieke probleme van die ruimtelik ondoeltreffende Suid-Afrikaanse stede die hoof te bied. Om hierdie stadsverdigtingstrategieë suksesvol te implementeer, is dit egter belangrik om die liggingskeusegedrag van besigheidsbestuurders, sowel as die faktore wat hulle beweeg om hulle in 'n spesifieke gebied te vestig, te verstaan. Hierdie kennnis sal metropolitaanse owerhede in staat stelom beleid te evalueer en die beste beleidsopsies te implementeer om die ontwikkeling van voorkeurkorridors en nodusse te bevorder. Die navorsing vir hierdie verhandeling is gemotiveer deur die omvattende probleme wat deur stedelike desentralisasie veroorsaak word, die gebrek aan kennis oor die relatiewe impak van grondgebruik-vervoerfaktore op die liggingskeuse van besighede, en die klaarblyklik beperkte toepassing van verklaardevoorkeuropnametegnieke (V V) en diskrete-keusemodelle op die liggingskeuses van besighede vir stadsbeplanningsdoeleindes. Die hoofdoelstellings van die navorsing was om die liggingskeusegedrag van kleinhandelbesighede in strategiese ruimtelike terme te bepaal en vas te stel hoe hierdie kennis gebruik kan word om stedelike desentralisasie te bestuur. In hierdie verhandeling word 'n oorsig gegee van die internasionale en Suid- Afrikaanse studies oor die beplanning en beleid van die belangrikste rolspelers in the stadstelsel wat desentralisasie van kleinhandel betref, naamlik die beplanningsowerheid, kleinhandelfirmas en verbruikers. Die resultate van marknavorsing onder kleinhandelaars vanuit Kaapstad se SSG en lae- en hoë-inkomstevoorstede, word bespreek. Die opname het kwantitatiewe inligting oor die liggingskeusefaktore van kleinhandelaars, die belangrikheid wat hulle aan keusefaktore heg, en hulle verklaarde voorkeure ten opsigte van vestiging in die SSG of die voorstede, ingesamel. Die kalibrasieresultate van verskeie diskretekeusemodelle word bespreek, insluitende die elastisiteite van keusefaktore wat deur die toepassing van die modelop V V-data verkry is. Vervolgens word die ontwikkeling van 'n liggingskeusemodel in 'n spreitabel wat op tipiese kenmerke van SSG- en voorstedelike liggings gebaseer is, bespreek. Elastisteite van die liggingsfaktore is bepaal deur die toepassing van die spreitabelmodel, en die model is ook gebruik om 'n desentraliasietendensscenario en 'n bestuurdedesentralisasiescenario te toets. Ten slotte word daar gevolgtrekkings en aanbevelings gemaak oor die belangrikste liggingskeusefaktore van kleinhandelaars, en die mees effektiewe beleidsopsies en strategieë wat metropolitaanse owerhede kan volg om stedelike desentralisasie te bestuur en stadsverdigting te bevorder. Die werkverrigting van V V-modelle wanneer dit op die liggingskeuse van besighede toegepas word, word ook geëvalueer en aanbevelings word gemaak oor die toepassing daarvan en verdere navorsing wat nodig is

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

鄭玲玲. / "2003年8月". / 論文(哲學碩士)--香港中文大學, 2003. / 參考文獻 (leaves 156-163). / 附中英文摘要. / "2003 nian 8 yue". / Zheng Lingling. / Lun wen (zhe xue shuo shi)--Xianggang Zhong wen da xue, 2003. / Can kao wen xian (leaves 156-163). / Fu Zhong Ying wen zhai yao. / Chapter 第一章 --- 前言 --- p.1-11 / Chapter 第二章 --- 殖民政府在港島北部建城的原因 / Chapter 第一節 --- 地理因素 --- p.12-17 / Chapter 第二節 --- 軍政需要 --- p.17-20 / Chapter 第三節 --- 港島北部交通孔道的建立 --- p.20-26 / Chapter 第四節 --- 開埠初期港島開發的困難 --- p.26-29 / Chapter 第五節 --- 小結 --- p.29 / Chapter 第三章 --- 華洋社區交通系統的建立 / Chapter 第一節 --- 洋商貿易增長與中區碼頭擴建 --- p.30-34 / Chapter 第二節 --- 人口激增與城市擴展 --- p.34-41 / Chapter 第三節 --- 洋商與政府角力一香港早期塡海計劃 --- p.41-43 / Chapter 第四節 --- 從衝突到合作一 1899年中區塡海計劃的落實 --- p.43-47 / Chapter 第五節 --- 小結 --- p.48 / Chapter 第四章 --- 鼠疫後重建太平山區的意義 / Chapter 第一節 --- 華人社區道路的分佈特色 --- p.49-53 / Chapter 第二節 --- 鼠疫期間太平山區的情況 --- p.53-55 / Chapter 第三節 --- 鼠疫後的重建工作 --- p.56-68 / Chapter 第四節 --- 小結 --- p.69 / Chapter 第五章 --- 港島交通工具的興起與發展 / Chapter 第一節 --- 轎車、人力車和馬車 --- p.69-77 / Chapter 第二節 --- 洋人社區與山頂纜車 --- p.78-83 / Chapter 第三節 --- 20世紀貫通港島的電車投入服務 --- p.84-47 / Chapter 第四節 --- 港島公共汽車的引入和普及 --- p.87-89 / Chapter 第五節 --- 小結 --- p.89-90 / Chapter 第六章 --- 九龍半島交通網絡的建立 / Chapter 第一節 --- 1860年前九龍半島發展的槪況 --- p.91-94 / Chapter 第二節 --- 殖民政府與軍部角力一十九世紀中葉九龍半島的發展 --- p.94-104 / Chapter 第三節 --- 二十世紀九龍半島迅速發展的原因 --- p.105-106 / Chapter 第四節 --- 二十世紀九龍半島的道路網絡的特色 --- p.106-114 / Chapter 第五節 --- 小結 --- p.115 / Chapter 第七章 --- 九龍半島的交通工具發展 / Chapter 第一節 --- 港九海上交通聯繫一小輪公司的成立 --- p.116-124 / Chapter 第二節 --- 陸上運輸網絡的建立一九廣鐵路的通車 --- p.124-131 / Chapter 第三節 --- 九龍和新界公共汽車服務 --- p.131-133 / Chapter 第五節 --- 小結 --- p.133-134 / Chapter 第八章 --- 總結 --- p.135-140 / 附表 --- p.141-155 / 參考書目 --- p.156-163

Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 1980. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ROTCH. / Bibliography: leaves 250-265. / by Byungho Oh. / Ph.D.

Urban transportation networks are inefficient due to sub-optimal use by travelers. One approach to counter the increase in urban transportation demand is to provide better information to travelers, which would allow them to make better use of the network. Existing traveler information systems do this to a certain extent, but are limited by the data available and the scope of their implementation. These systems are vertically integrated and closed so that using any external elements for analysis, user interfacing etc. is difficult. The effects of such traveler information systems are reviewed via a comparative analysis of case studies available in the literature. It is found that information availability has a definite positive effect, but the social and environmental benefits are difficult to quantify. It is also seen that combining data by integrating systems can lead to additional uses for the same data and result on better quality of service and information. In this thesis, a regional platform for multi-modal traveler information is proposed that would support the development of traveler information systems. The architecture incorporates a central processing and storage module, which acts as an information clearinghouse and supports receiving, managing and sending data to and from multiple sources and interfaces. This setup allows sharing of data for analysis or application development, but with access control. The components are loosely coupled to minimize inter-dependencies. Due to this, the source, analysis, user interface and storage components can be developed independently of each other. To better develop the requirements and understand the challenges of the proposed concept, a limited implementation of the system is designed for the midtown Atlanta region, incorporating multiple data sources and user interfaces. The individual elements of the system are described in detail as is the testing and evaluation of the system.

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

The purpose of the bulk infrastructure potential cost model is to provide a tool for planners to ensure the incorporation of bulk infrastructure cost considerations into the early, land suitability assessment phase of the integrated development planning process. In practice, infrastructure planning has generally tended to follow land use planning with infrastructure costs seeming to play no role in the generation of land use strategies. The output of the model is in the form of potential cost maps which facilitates the relative comparison of infrastructure costs for different density scenarios. Bulk engineering services infrastructure relating to water, sanitation and electricity have been included in the model. The theoretical underpinning of the model is threshold analysis. There are three essential elements of the bulk infrastructure cost model: threshold, density and cost. The manner in which the three pillars are incorporated into the model is through capacity analysis. The density levels set, convert into the number of additional person units required, which in turn translate into infrastructure capacity demand. Existing infrastructure network and facility design capacities are compared with current utilisation of infrastructure in order to quantify the capacity supply situation. The comparison of capacity demand with capacity supply determines whether or not additional infrastructure is required. If infrastructure is required, the required infrastructure investment is calculated. The resulting relative costs are mapped and incorporated into a wider land suitability assessment model to identify suitable land for low income residential development. The models are contextualised as Spatial Planning Support Systems, supporting a specific planning problem, with a strong spatial component, incorporating a multicriteria evaluation and cost model and being loosely-coupled with GIS. It is shown that although bulk infrastructure potential costs can be incorporated into the land suitability assessment process to enhance the land delivery decision making process, it is preferable to keep the cost analysis separate from the analysis of the more "softer" issues. Conclusion are made in relation to a number of key developmental issues: the sprawl/densification debate, land and housing policy issues, sustainability, integration, affordability and bulk services contribution rates. / Geography / D. (Philosophy)