This thesis examines the opportunities and constraints facing the implementation of Transit Oriented Development (TOD). TOD consists of concentrated, mixed use development within walking distance of a commercial core and a transit stop that provide the focal point for the community and connect the resident to the region. Despite the fact that many planners accept TOD as a useful form of development, TOD has experienced barriers to its implementation. Neither the barriers to implementation, nor the opportunities for overcoming them have been sufficiently researched. This case study of land use planning at the four east Vancouver station areas of Joyce, 29th Avenue, Nanaimo and Broadway of the 'Expo' Advanced Light Rapid Transit (ALRT) line, known locally as 'SkyTrain', addresses this deficiency. Planning literature, planning documents, interviews with seven Vancouver planners, zoning and land use maps, and a land use survey provided the data from which conclusions were drawn. The research suggests that the major barriers to TOD implementation along the Vancouver 'Expo' line were poor transit routing, difficulties in assembling large parcels of land, lack of coordination between public entities, separated regional land use and transportation planning, inadequate political commitment to design and mitigation measures, the setting of goals for the station areas that are not TOD goals and the intrusive nature ALRT due to its elevated guideway. Many of these barriers correspond with those identified by the TOD literature as existing in other cities, but significant barriers that were identified in the case study but not by the literature include the intrusive nature of the ALRT technology due to its elevated guideway, the decision making process that had the province make decisions (e.g. the type of rapid transit technology to be used) without local input, and the absence of sustained implementation. Opportunities for overcoming barriers to TOD include creating more participatory decision making processes that ensure decisions that affect local communities are made at the municipal and regional, rather than provincial, level, the creation of a directly elected agency responsible for both land use and transportation planning, increased coordination between public agencies, and the creation of TOD guidelines.

The subject of this thesis is a technology, the motor vehicle, that greatly affected our society. Between 1900 and 1930, motorization progressed rapidly in the Montreal area as the motor vehicle became a dominant mode of urban transportation. But to reach such a status, the new technology needed more than an increasing number of people adopting it. Because the street was already occupied by different users, automobile drivers had to impose the motor car on it. Above all, it was with tramway promoters that they had to "negociate". / This negotiation related to both the space available in the street and the movement of vehicles. Concerning space, the omnipresence of tramways and their installations along with the parking of motor vehicles, particularly in the downtown area of Montreal, led to suggestions of wide boulevards and subway systems as possible solutions. The fact that tramways had priority in traffic and could not be passed by motor vehicles constituted major obstacles for motorists anxious to benefit from the motor car. By the end of the 1920s, conflicts were so intense that the notion of progress was used to promote both the motor vehicle and the tramway. / These conflicts over the sharing of streets had other implications. First, different sections of Montreal's elite favoured one technology over the other. On the one hand, motorists were well organized. At the same time, tramway concerns were determined to protect their monopoly. This animosity within the elite was intensified by antimonopoly feelings and by dissatisfaction with tramway service. Finally, traffic problems multiplied with motorization: deaths, accidents, law suits and downtown congestion. Traffic became an important preoccupation leading to an increase in police forces and the establishment of numerous organizations dedicated to traffic management. / The popular classes of Montreal were not excluded from these conflicts among the elites. Generally speaking, the entire population was forced to take sides with one group of promoters or the other. Motorization then appears as a factor of division within social classes as well as a phenomenon transcending the barriers between them.

The Chicago Area Transportation Study (CATS) set the standard for urban transportation planning during its original 1955-61 genesis years. This study examined CATS' planning methodology during these years and its 1962 regional transportation plan for the Chicago metropolis which had a planning target year of 1980. The subject focus of this study was on expressway planning while the temporal focus was from the late 1950's to circa 1980. The findings of this study revealed four key reasons why CATS' 1962 expressway plan was largely never implemented. These reasons include the inconsistency of some of CATS' 1962 projections for 1980 versus actual 1980 data, the apolitical orientation of CATS, increased urban environmentalism, and rising expressway infrastructure costs. Yet despite the lack of plan implementation, the literature supports the conclusion that CATS did set the standard, at least in its methodology or planning approach. / Department of Urban Planning

The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.

Over the last decade, there has been rapid growth in research into the influence of the physical environment on physical activity. Previously, individual and social factors dominated research into the influences of physical activity. This new area of study has been built on the understanding that the physical environment may create an opportunity or a barrier to engagement in physical activity behaviours (Sallis & Owen, 1997). This research develops objectively measured features of the physical environment in order to investigate relationships with walking behaviour. Public health research of this nature is still at a preliminary stage, although research expertise outside of public health including transportation, urban planning and geographic information science has much to contribute to this emerging field. This study investigated walking in the neighbourhood in a sample of adults residing in Perth, Western Australia. Objective measurement of the physical environment using Geographic Information Systems (GIS) was conducted including measurement of street connectivity, residential density, land use mix and retail floor area ratio at three different geographic scales (suburb, census collection district, 15 minute walk from a survey participants home). These measures were then combined into an index known as a walkability index and validated against survey participant reported data on walking within the neighbourhood using binary logistic regression. Among other findings, the evidence presented shows that depending on which geographic scale the physical environment is measured at and what type of walking in the neighbourhood is reported, the strength of relationship varies between an objectively measured walkability index and walking behaviour in the neighbourhood. These findings highlight the need to differentiate between walking for transport and walking for recreation, health and exercise when investigating the relationship between physical activity and the environment. These findings also show the importance of geographic scale of measurement in the relationship between physical activity and the physical environment, and the need for current high quality geographic data in this type of research.

Thesis (Ph.D.)--George Mason University, 2008. / Vita: p. 199. Thesis director: Roger Stough. Submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Public Policy. Title from PDF t.p. (viewed Mar. 16. 2009). Includes bibliographical references (p. 182-198). Also issued in print.

Thesis (MComm (Logistics))--University of Stellenbosch, 2009. / ENGLISH ABSTRACT: The current subsidy system, designed to make South Africa’s public transport more affordable, has instead contributed to a worsening of the existent neglected state of affairs. Although subsidy policies are in place, misdirected allocation renders them mostly ineffective. The implementation of the new integrated public transport systems for metropolitan areas affords an opportunity to adopt a broad spectrum approach and initiate a redesigned and improved subsidy system. The purpose of this study is to assess the South African urban public transport industry with the aim of finding by means of a system-based process a subsidy approach that will overcome the remaining inequalities of the past. This study will consequently evaluate different subsidy theories and determine which one(s) will be best suited to the demands of a specific period. The final objective is to design a product which offers government a systembased process that will help it determine, every few years, whether the subsidy regime being applied at that juncture is still relevant to the requirements of the market and/or what (new) approach is necessary to achieve social and economic wellbeing. Commuter transport in South Africa is currently in a transition phase where new public transport infrastructure is being implemented in the metropolitan cities. The current economic recession (making people’s demand more elastic to prices) present a good time to conduct the system-based process necessary for transition of the public transport system and determine an optimal subsidy approach for the new system. The first step in the system-based process was to determine the scope of work and the overall objectives that should be reached. The main public transport shortcomings are the lack of accessibility to affordable transport for the poor and increasing private transport ownership by the rich, which increases congestion and forms the second step of the systembased process. The third step stated the action plan of strategies on how the objectives could be reached. These three steps also form the basic measurement criteria against which the different subsidy approaches needed to be tested. The fourth step in the system-based process to a better subsidy approach was to evaluate different theoretical subsidy approaches. The review of different subsidy approaches has indicated that some approaches work better than others, but an optimal subsidy system is almost never found.

A principal fonte de poluentes atmosféricos em ambientes urbanos é a emissão pela frota veicular motorizada. Embora a proporção de tempo gasto pela população no trânsito seja pequena comparada com outras atividades, as elevadas concentrações de material particulado (MP) contribuem para uma fração significativa da exposição pessoal diária. Pela primeira vez no Brasil, realizou-se o monitoramento de MP fino dentro de ônibus do transporte público urbano comparando uma cidade média (Londrina, PR), uma cidade grande (Curitiba, PR) e uma megacidade (São Paulo, SP). Medições de black carbon (BC), partículas com diâmetro menor que 2,5 μm (MP2,5) e número de partículas (CNP) foram feitas em percursos com tráfego dominado por veículos leves, veículos pesados e motocicletas, e características urbanas semelhantes (vias controladas por semáforos, estruturas de cânions, etc.) Os resultados mostram uma grande variabilidade espacial das concentrações medianas de BC e CNP, e relativamente menor para MP2,5. Os ônibus de Curitiba foram os mais poluídos em termos de BC e MP2,5 e o terminal Cabral foi o mais poluído entre todos os investigados. A frota de ônibus mais velha em Curitiba, combinado com concentrações urbanas de fundo relativamente mais elevadas, podem ter contribuído para valores elevados de MP. Os ônibus de Londrina foram os mais limpos em termos das três métricas medidas, enquanto São Paulo se destacou com concentrações altas de CNP. As concentrações médias de BC, MP2,5 e CNP dentro dos ônibus foram, respectivamente, 5,4 μg m-3, 16,1 μg m-3 e 34.038 # cm-3 em Londrina, 16,9 μg m-3, 31,0 μg m-3 e 45.075 # cm-3 em Curitiba, e 8,9 μg m-3, 29,5 μg m-3 e 53.479 # cm-3 em São Paulo. Constatou-se que na maioria dos casos observados a velocidade de deslocamento do ônibus e fração de veículos pesados tiveram uma relação negativa e positiva, respectivamente, com as concentrações de MP. Uma análise detalhada de uma coleta específica evidenciou que a ocorrência de semáforos e paradas de ônibus causou picos instantâneos das concentrações de MP. Uma metodologia objetiva aplicada para a detecção de hotspots (áreas com concentrações maiores que o percentil 95 de BC, MP2,5 ou CNP) mostrou que os locais preferenciais são as vias onde ocorrem concomitantemente estrutura de cânion, alta fração de veículos pesados, paradas de ônibus e semáforos. Na cidade de São Paulo um hotspot foi detectado na saída do túnel Anhangabaú (causado pelo efeito de pistão) e nas imediações do Terminal Bandeira, localizado nas imediações das Avs. Nove de Julho e 23 de Maio. Os resultados alertam para a ocorrência de valores de MP extremamente altos dentro do transporte público, com possíveis efeitos deletérios na saúde de usuários e trabalhadores do setor. / The main source of air pollutants in urban environments is the emission by the motor vehicle fleet. Although the proportion of time spent by the population in traffic microenviornments is small compared to other activities, high concentrations of particulate matter (PM) contribute to a significant fraction of daily personal exposure. For the first time in Brazil, monitoring of fine PM was carried out on public urban transit buses comparing a mid-sized city (Londrina, PR), a large city (Curitiba, PR) and a megacity (São Paulo, SP). Measurements of black carbon (BC), particles with a diameter of less than 2.5 m (PM2.5) and particle number concentrations (PNC) were made on routes with traffic dominated by light- and heavy-duty vehicles and motorcycles, and similar urban characteristics (junctions managed by traffic signals, canyon structures, etc.) The results show a large spatial variability of the median concentrations of BC and CNP, and relatively lower for PM2.5. Curitiba's buses were the most polluted in terms of BC and PM2.5 and the Cabral Terminal was the most polluted. The older bus fleet in Curitiba, combined with relatively higher urban background concentrations, may have contributed to larger PM values. The buses in Londrina were the cleanest, whilst São Paulo stood out with high concentrations of CNP. The mean concentrations of BC, PM2.5 and PNC in the buses were, respectively, 5.4 μg m-3, 16.1 μg m-3 and 34038 # cm-3 in Londrina, 16.9 μg m -3, 31.0 μg m-3 and 45075 # cm-3 in Curitiba, and 8.9 μg m-3, 29.5 μg m-3 and 53479 # cm-3 in São Paulo. In most cases the bus speed and heavy-duty vehicle fraction had a negative and positive relation, respectively, with PM concentrations. A detailed analysis of a specific profile showed that the occurrence of traffic signals and bus stops caused instantaneous peaks of PM concentrations. An objective methodology applied to detect hotspots (areas with concentrations greater than the 95th percentile of BC, PM2.5 or PNC) showed that their most likely locations were roads where canyon structure, high fraction of heavy-duty vehicles, bus stops and traffic signals occurred. In the city of São Paulo, a hotspot was detected at the exit of Anhangabaú Tunnel (caused by the piston effect) and near to the Terminal Bandeira, located in the vicinity of two highly-trafficked avenues (9 of July and 23 of May avenues). The results highlight the occurrence of extremely high MP concentrations on public transport, with possible deleterious effects on the health of users and workers within the sector.

Atualmente a mobilidade urbana é um dos assuntos de maior preocupação na cidade. Ela diz respeito à forma como os deslocamentos de pessoas e cargas acontecem na malha urbana, e é considerada por diversos autores como um importante atributo das mesmas, estando diretamente relacionada com a crise ambiental mundial, devido à poluição que gera em função do tipo de meio de transporte escolhido. O objetivo do presente trabalho é analisar a mobilidade urbana por meio do transporte coletivo urbano na cidade de São Miguel do Oeste – SC, de forma a entender como esta acontece e então, se há condições de realizar intervenções com soluções não apenas pontuais ou de caráter imediatista, mas que possam ser justificadas em longo prazo e que promovam melhorias em todo o sistema. O transporte coletivo tem como função permitir o deslocamento de um número maior de usuários em um único veículo, otimizando o deslocamento e reduzindo o grande número de automóveis que circulam pelo município. O foco no usuário do transporte coletivo é importante, pois abrange o público enquanto usuário e enquanto pedestre, permitindo analisar do ponto de vista do usuário, os passeios da cidade. Para essa compreensão, elaborou-se um questionário do tipo survey, que foi aplicado em uma amostra de 100 pessoas, usuárias do transporte coletivo da cidade, nos meses de setembro e outubro. Realizou-se ainda, uma coleta de dados que subsidiou a caracterização do espaço urbano e do transporte coletivo, e também, uma análise do sistema viário. As políticas públicas vêm sendo uma importante aliada na cobrança de planos de mobilidade para os municípios brasileiros, entretanto, não existe uma rigorosidade quanto a sua aplicação, resultando em desinteresse de sua efetivação. Este fato ocorre também no município de São Miguel do Oeste, que perdeu os prazos para a implantação do Plano de Mobilidade, determinados no seu próprio Plano Diretor e pela Política Nacional de Mobilidade Urbana. Conclui-se que o transporte coletivo em São Miguel do Oeste é utilizado principalmente por jovens mulheres e o principal motivo do deslocamento acontece para fins de estudo. Ele não atende a malha urbana como um todo, considerando um raio de abrangência de 300 metros a partir dos pontos e paradas de ônibus. É necessário repensar na infraestrutura dos pontos e paradas de ônibus, na quantidade de ônibus que percorrem a linha e ainda, repensá-lo a partir de políticas públicas que possam incentivar o uso do transporte coletivo, como uma alternativa positiva à mobilidade urbana do município. Por fim, pensar em soluções que permitam e incentivem a caminhabilidade, como forma de promover a qualidade de vida da população e maior vitalidade urbana no município. / Currently, urban mobility is a matter of major preoccupation in a city. It concerns about how the displacements of people and cargo take place in the urban mesh, which is considered by multiple authors as an important attribute of it, being directly related with the global environmental crisis, due to the pollution that’s generated by the chosen means of transportation. The intention of the present study is to analyze urban mobility through collective transportation, in the city of São Miguel do Oeste - SC, in order to understand how it happens and then, to be able to perform interventions with solutions that are not only punctual or immediate, but that can be justified in the long term and promote improvements throughout all the system. Public transportation has the purpose to allow a great number of users in a single vehicle, optimizing displacement and reducing a large number of automobiles that circulate through the city. Focusing on the user of collective transportation is important, since it embraces the public as users and as pedestrians, allowing to analyze city's walks based on their view point. For this understanding, a questionnaire of the type survey was elaborated and applied in a sample of a hundred people, all users of the collective transportation of the city, in the months of September and October. Also, a data collection was done, which subsidized the characterization of urban space and collective transportation, as well as an analysis of the road system. Public policies have been an important ally in the requirement of mobility plans for brazilian cities, however, there is no strictness in its application, resulting in disinterest in its effectiveness. This also occurs in the city of São Miguel do Oeste, which missed the deadlines for the implementation of the Mobility Plan, determined in its own Master Plan and in the National Urban Mobility Policy. São Miguel do Oeste’s collective transportation is mainly used by young women, and for studying purposes. Considering a radius of 300 meters from one bus stop to another, it doesn’t attend the urban mesh as a whole. It is necessary to rethink the infrastructure of the bus stops, the number of buses that travel a bus’ route and also, rethink public policies that are able to encourage the use of public transport as a positive alternative to the urban mobility of the municipality. Finally, to think of solutions that allow and stimulate the walkability as a way to promote population’s quality of life and greater urban vitality in the city.

This dissertation is about games with a continuum of players and horizontal differentiation. The first chapter explains how price dispersion can be a feature of a competitive market with homogenous information and production costs. The second chapter extends the study to group consumption. The third chapter is about multiple equilibria in urban transportation. / Doctorat en Sciences économiques et de gestion / info:eu-repo/semantics/nonPublished