Thesis (Licenciatura en Ciencias Jurídicas y Sociales)--Universidad de Chile. / Includes bibliographical references (p. 122-126).

Thesis (Ph. D.)--University of Georgia, 1979. / eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (p. 323-356).

Thesis (Ph. D.)--University of Wisconsin--Madison, 1954. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves [182-188]).

Thesis (Ph. D.)--University of Wisconsin--Madison, 1961. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

Thesis (Ph. D.)--West Virginia University, 2004. / Includes abstract. Includes bibliographical references (p. 103-105). Also available online via the West Virginia University website.

Thesis (Ph. D.)--University of Texas at Austin, 1999. / Vita. Includes bibliographical references (leaves 178-182). Available also in a digital version from Dissertation Abstracts.

This work addresses the capital cost implications of environmental impact allied to new highways. Those environmental impact considerations which are capable of being evaluated in terms of capital cost are distinguished from those which are concealed and cannot be evaluated using monetary values. The new design technique the Commercial Route Methodology (CRM) has been developed to evaluate in capital cost terms the concealed and unquantifiable impacts inter alia, visual intrusion, visual obstruction, effects on agriculture, ecological concern, heritage and conservation areas and aesthetic aspects.

No description available.

The introduction of the automobile drastically changed the urban fabric of our cities. Cars offered unprecedented mobility, so middle-class Americans fled cities in the endless pursuit of personal space. It became necessary to construct a vast network of infrastructure to accommodate the infinite expansion of peripheral districts. So, in the mid-20th century, public works projects were undertaken throughout the country in order to modernize cities around the vehicle. There was great excitement over the engineering feat of the elevated freeway as "an urban sculpture for motion." 1 However, the inevitable enormity of vehicular infrastructure became problematic in historically dense urban centers. Architects and planners accepted the increasing importance of the automobile but were wary of its imposing infrastructure. They understood both the potential of freeways for expansion, as well as the drawbacks of their "mere physical form ... sheer bigness and muscularity." 2 Earlier projects were more mindful of urbanistic principles integrating topography and pedestrian movement into a sectionally-rich infrastructure. There were theoretical projects suggesting a "multilevel metropolis" 3 that argued for the careful integration of buildings and alternative transportation as a way to mitigate the impact of daunting elevated structures. Unfortunately, the rapid expansion of the interstate system began to ignore these strategies. Instead, most cities received the universally engineered solution to simply elevate the highway and obliterate anything in its path. Furthermore, the insertion of massive highway infrastructure occurred overwhelmingly through lower-class neighborhoods under the guise of fixing urban blight. Once vibrant neighborhoods were plowed over with asphalt and isolated from the rest of the city. Some fifty years later, the relevance of the automobile is dwindling, and designers are questioning this invasive highway infrastructure. The elevated highway became a physical and perceptual barrier that has inhibited the growth of countless urban communities. While the simplistic solution argues total removal, or capping, this process is expensive, unsustainable, and only masks the problem. These structures have a legacy and permanence as an architectural element, and have the potential to be part of a larger system for mobility. This thesis argues for the return to more sustainable solutions for a multilevel urban condition with the capacity to reconnect isolated spaces. / 0 / SPK / specialcollections@tulane.edu

As is the case for most of the Departments of Transportation in the U.S., the Texas Department of Transportation has been experiencing fluctuations of budget for maintaining and preserving its highway infrastructure over the recent years. If the maintenance budget shortfall lasts for an extended period of time, the condition of the highway network would be harmed directly or indirectly since some maintenance work would be deferred or cancelled. Thus, in order to control and minimize the risk caused by maintenance budget reductions, it is important for highway agencies to adjust their maintenance and rehabilitation policies to accommodate budget fluctuations. This thesis presents a methodological framework that helps highway agencies quantify the risks to highway networks, and revise the highway routine maintenance work plans to minimize the impact of budget fluctuations. The proposed methodology aims to assist highway agencies in prioritizing and selecting maintenance functions according to the risk of not performing a specific maintenance activity. Also, this methodology considers the subjective nature of decision makers’ assessments, allowing different levels of confidence and different attitudes toward risk to be captured as the uncertainty and imprecision involved in the decision making process. In the case study, the proposed methodology is tested with a set of data obtained from the Texas Department of Transportation. The result is compared with the outcome obtained from the crisp Analytical Hierarchy Process using the same set of data. The outcomes from the two methodologies are very close, validating the effectiveness of prioritizing highway maintenance functions using Multi-Attribute Analysis with Fuzzy Pairwise Comparison. / text