xiv, 165 p. ： ill. (some col.) / Our current focus on the city core includes reintroducing the mixed-use building. This typology is not without challenges, and arguably none is more pressing than full retail occupancy. This analysis investigates the potential for start-up companies to supplement traditional retail on an interim basis. By documenting the needs and expectations of the start-up and development communities (from multiple perspectives), this study assesses the potential connection between mixed-use and the start-up company. Using a methodology informed by literature and augmented by personal accounts, this analysis reveals that the inclusion of start-up companies in mixed-use projects can present both short- and long-term benefits to ongoing retail difficulties: mixed-use buildings can be an ideal location for start-up firms, including start-up tenants can be economically feasible if certain measures are in place, and a new development model is not needed to connect an emerging business with an existing project. / Committee in charge: Howard Davis， Chairperson； John Rowell， Member； Gerardo Sandoval， Member

The purpose of this thesis is to examine the coordination between transportation and other aspects of land use planning. This purpose is achieved through studying transportation planning and decision making in light of general overall metropolitan planning. Transportation planning is defined as a process for addressing societal concerns while attempting to meet the demands for transport made by the populace. Decision making is the final result of this process. In developing a model of the interrelationships between transportation and land use, this thesis examines theoretical literature and international examples. This examination illustrates benefits of transportation / land use coordination, such as the mutual support they can provide one another when pursuing similar policy objectives. The literature studied highlighted these relationships while acknowledging the unknown nature of causalities. In relation to the coordination of transportation and land use policy, planning and decision making, only the technical aspects should be achieved through disciplinary isolation. A two-example case study of transportation planning and decision making within Greater Vancouver is introduced with a discussion of the past thirty years of regional transportation planning and with a look at the Livable Region Program. This provides the context within which transportation planners of today must work. The case study utilizes interviews with planning staff members from agencies and municipalities with interest in the two major transportation facilities examined. The first example is the Alex Fraser Bridge over the Fraser River which was opened to automobile traffic in September of 1986. The second example is the possible future extension of rapid transit into Coquitlam, a facility which the provincial government has not yet committed itself to building. It is concluded that the Alex Fraser Bridge example does not support the policies of the Livable Region Program while the Coquitlam rapid transit example does. Furthermore, neither example supports the notion that the Livable Region Program is coordinated with transportation planning in Greater Vancouver. The final conclusion is that no coordination is apparent between the planning and implementation of regional transportation facilities and regional planning goals within Greater Vancouver. The transportation decisions analyzed in this thesis have been imposed upon the region by the provincial government. Promotion of regional goals by these transportation facilities is seen to result from similar objectives within different agencies rather than from coordination of planning between those agencies. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

abstract: The rapid rate of urbanization coupled with continued population growth and anthropogenic activities has resulted in a myriad of urban climate related impacts across different cities around the world. Hot-arid cities are more vulnerable to induced urban heat effects due to the intense solar radiation during most of the year, leading to increased ambient air temperature and outdoor/indoor discomfort in Phoenix, Arizona. With the fast growth of the capital city of Arizona, the automobile-dependent planning of the city contributed negatively to the outdoor thermal comfort and to the people's daily social lives. One of the biggest challenges for hot-arid cities is to mitigate against the induced urban heat increase and improve the outdoor thermal. The objective of this study is to propose a pragmatic and useful framework that would improve the outdoor thermal comfort, by being able to evaluate and select minimally invasive urban heat mitigation strategies that could be applied to the existing urban settings in the hot-arid area of Phoenix. The study started with an evaluation of existing microclimate conditions by means of multiple field observations cross a North-South oriented urban block of buildings within Arizona State University’s Downtown campus in Phoenix. The collected data was evaluated and analyzed for a better understanding of the different local climates within the study area, then used to evaluate and partially validate a computational fluid dynamics model, ENVI-Met. Furthermore, three mitigation strategies were analyzed to the Urban Canopy Layer (UCL) level, an increase in the fraction of permeable materials in the ground surface, adding different configurations of high/low Leaf Area Density (LAD) trees, and replacing the trees configurations with fabric shading. All the strategies were compared and analyzed to determine the most impactful and effective mitigation strategies. The evaluated strategies have shown a substantial cooling effect from the High LAD trees scenarios. Also, the fabric shading strategies have shown a higher cooling effect than the Low LAD trees. Integrating the trees scenarios with the fabric shading had close cooling effect results in the High LAD trees scenarios. Finally, how to integrate these successful strategies into practical situations was addressed. / Dissertation/Thesis / Masters Thesis Architecture 2020

Recently federal policy aimed at halting decline in urban neighborhoods has included a major focus on housing rehabilitation efforts. In the case of Portland, Oregon, federally funded improvement loans for owner-occupied housing units resulted in the rehabilitation of almost four thousand homes from 1975 until 1978, over twice the number of homes rehabilitated in any other city in the nation. The purpose of the present study was to examine and analyze the city's rehabilitation loan program in two ways. First, the loan process itself was examined to ascertain whether there were any deficiencies in the loan program which should be corrected. The second, and primary, focal point was the specific neighborhoods where rehabilitation loans have been funneled. The impact of the loan programs on the neighborhoods as communicated by their residents determined how successful Portland has been in dealing with urban decline through its loan programs. Prior to gathering primary data on the neighborhoods, several secondary sources of information were used. The Portland Development Commission's in-house evaluations of the loan process demonstrated strong recipient support for the program. A survey of loan recipient files showed loans going to low income families with few assets. Although half of the loans went to married couples, a substantial number of loans went to divorced women and widows. The majority of rehabilitated homes were over fifty years old, and their median assessed value was $16,500. Secondary data was also used to look at outside perceptions of changes taking place in loan neighborhoods. Real estate trends and mortgage and home improvement loan activities suggested that the impact of the government loan programs has not yet been substantial enough to trigger changes in private policies related to the neighborhoods. Primary data for the study came from a random sample survey of four hundred persons in four Portland neighborhoods. Two neighborhoods, one in the north section of the city and one in southeast, where loans have been given, were paired with two control neighborhoods where loans were not available. The survey instrument used contained 72 variables chosen as capable of determining what the impact of the loan program has been on loan recipients, their neighbors, and their neighborhoods. Four outcomes could have stemmed from the loan programs. The first possibility was that people living in the neighborhoods where Housing and Community Development loans have been granted should feel more positive about their neighborhood than those not living in HCD neighborhoods. A second consequence could have been that HCD neighborhoods are upgrading socio-economically. Third, HCD neighborhood residents simply may not have perceived improvements in their neighborhoods, or fourth, even if they perceive improvements, they do not show significantly higher levels of satisfaction with their neighborhoods than holds true for respondents living in the control neighborhoods. The data indicated that although residents in HCD neighborhoods do perceive improvements taking place in their neighborhoods, their levels of satisfaction with their neighborhoods are not significantly higher than satisfaction levels in non-loan neighborhoods. Socio-economic changes may be taking place in the Southeast HCD neighborhood. As for the loan process, the program was rated highly by the recipients of the loans, both in in-house evaluations done for the Portland Development Commission and as reported in the neighborhood survey. The study concludes that the city's efforts provided a solid first step in developing a strong commitment to strengthening inner city neighborhoods, but it is only a first step. A stronger commitment, particularly on the part of private industry, is needed to end urban neighborhood decline.

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