藉由建築物之改變，可以觀察都市發展轉變之過程。在一個都市經過完全開發之後，都市內部就會開始出現建築物重開發。林享博（1993）與俞國華（2010）的研究指出，建築物之重開發並非是因為建築物損壞至無法使用，而另有原因存在。本研究藉由過去之相關文獻觀察各都市建築物重開發之情形，歸納出建築物重開發可能影響因素。 本研究選取臺北市為研究範圍，使用臺北市建築管理處核發之建築物使用執照及拆除執照計算建築物之重開發程度，以里為最小空間單元，運用空間分析方法觀察臺北市建築物重開發之空間分佈模式，並運用迴歸分析方法觀察各種因素對於臺北市建築物重開發之影響。經實證研究發現，臺北市之建築重開發會受到地區之戶口數變動率、所得水準、平均屋齡、捷運站、政府主導土地開發等因素影響；戶口數變動率與政府主導之土地開發分別代表了市場力量以及政府力量，則為影響建築物重開發最主要的兩個因素。曾經發生過區段徵收或市地重劃等政府主導土地開發計畫之地區，將形成建築物重開發之高-高空間聚集，而捷運規劃這類重大交通建設則會加速此情形之發生。 / Urban development can be exemplified by means of replacement of old buildings by new ones. Once sites in a city are fully developed, the old buildings will need to be demolished for vacant sites to be supplied. It is not just the physical obsolescence that leads to teardowns of buildings, a number of other factors are also at play. In this study, we select the occupancy permits and demolition permits of buildings issued by Taipei city government to calculate net supply of floor spaces. This net supply serves as a proxy variable of building replacement in regression models. We also employ spatial analysis to measure local spatial clustering of building activities. Our empirical results show that building replacement is affected by changes in households, income level, building ages, access to metro stations and government-led land development projects. Amongst them, changes in households and government-led land development projects are two primary contributing factors. Building activities tend to cluster in areas where government-led land development projects are located, and public transport (metro lines) intensifies this tendency.

The fact that there is a housing shortage in Stockholm is discussed regularly in the media today. Stockholm municipality owns about 70 percent of all land in the municipality and in the role as landowner, the municipality has the opportunity to influence where and what, within the municipality, there is to be built. In this paper, we have looked at the Norra Djurgårdsstaden project, Norra 2 and discovered that there are significant differences in how the city provides land for condominiums and tenancy apartments. We have in particular looked at how the land allocation and the pricing of the land have been made. In Stockholm municipality's land allocation policy from 2015 the municipality specifies four ways to grant land through land allocation. This policy also specifies the city that the tenancy apartments to have granted on leasehold. In this study we have looked at the differences and problems that can occur when tenancy apartments are granted the leasehold in a central location as Norra Djurgårdsstaden. Further on this paper discuss Stockholm municipality's new proposals on ground rents and what potential consequences for the construction of rental apartments in central Stockholm this proposal could have. We also discuss whether it is appropriate to grant leasehold rights for tenancy apartments in this kind of location in the city with the current rent setting system. Finally the paper brings up options for future applications that could allow different forms of tenure to compete for land in a more market oriented way. / Faktumet att det råder bostadsbrist i Stockholm diskuteras med jämna mellanrum i media idag. Stockholms stad äger cirka 70 procent av all mark inom kommunen och i rollen som markägare har staden möjlighet att påverka vad och var inom kommunen det ska byggas. I denna uppsats har vi tittat på projektet Norra Djurgårdsstaden, Norra 2 och upptäckt att det finns väsentliga skillnader i hur staden upplåter mark för bostadsrättslägenheter respektive hyresrättslägenheter. Vi har framförallt tittat på själva markanvisningen och hur prissättningen av marken har gått till. I Stockholms stads markanvisningspolicy från 2015 anger staden fyra olika sätt att upplåta mark genom markanvisning. I denna policy anger också staden att hyresrättslägenheter ska få upplåtas på tomträtt. I den här undersökningen har vi tittat på de skillnader och problem som kan uppstå när hyresrätter upplåts på tomträtt i ett central läge som Norra Djurgårdsstaden. Vidare i arbetet behandlas även Stockholms stads nya förslag om tomträttsavgälder och vad detta förslag kan få för eventuella konsekvenser för byggandet av hyresrättslägenheter i centrala Stockholm. Vi diskuterar också om det är lämpligt att upplåta tomträtter för hyresrättslägenheter i denna typ av läge i staden med det nuvarande hyressättningssytemet. Slutligen tar arbetet upp alternativ till framtida tillämpningar som skulle kunna möjliggöra olika upplåtelseformer att konkurrera om mark på ett mera marknadsmässigt sätt.

I Sverige är behovet av bostäder stort och en utbredd bostadsbrist råder. Av den anledningen behövs det fram till år 2025 uppföras cirka 710 000 bostäder, där det största behovet finns i storstadsregionerna.  En förutsättning för att bostadsbristen ska kunna motverkas är att detaljplaner tas fram, vilka möjliggör ett ökat bostadsbyggande. Detaljplanerna tas fram i form av en detaljplaneprocess, vars syfte är att reglera mark- och vattenanvändningen. Under de senaste åren har denna process fått kritik för att vara ineffektiv och bromsa bostadsbyggandet, där en del av problemet är bristfälligt samarbete mellan kommun och byggherre. Av den anledningen har en undersökning kring relationen mellan parterna utförts i samverkan med Institutionen för Fastigheter och Byggande på KTH.  Denna undersökning syftar till att identifiera framgångsfaktorerna i relationen mellan kommunen och byggherren. Rapporten har avgränsats till detaljplaneläggning av bostäder i Stockholmsregionen, där kommunen och byggherren arbetar i samverkan. Aspekter som har undersökts är samarbete, kommunikation, tillit och lagprestationer.  Inledningsvis utfördes en litteraturstudie av tidigare forskning kring planprocessen och projektledning, där syftet var att skapa översiktlig kunskap kring ämnet samt utgöra underlag för frågemallar till intervjuer. Därefter genomfördes elva djupgående och semistrukturerade intervjuer med sakkunniga representanter från olika kommuner och byggherrar. Målet med intervjuerna var att inhämta empiri för att kunna besvara undersökningens frågeställning: Vilka är de viktigaste framgångsfaktorerna i relationen mellan kommunen och byggherren vad gäller samarbete, kommunikation, tillit och lagprestationer?  Undersökningen påvisar att den enskilt största framgångsfaktorn i relationen mellan parterna är att ett kompetent projektledarskap finns representerat. I en projektledarroll ingår att skapa goda förutsättningar för samarbete, kommunikation, tillit och lagprestationer. Detta gör att relationen mellan parterna kommer att fungera bättre om en kompetent projektledare är ansvarig för processen. Kommunen verkar som planmyndighet och bör därför säkerställa att en kompetent projektledare finns representerad för att leda processen. För ett framgångsrikt samarbete krävs framförallt en gemensam och genomförbar målbild, samt att hålla fast vid det som är överenskommet för att motverka riktningsförändringar i processen vid hög personalomsättning. Dessutom bör parterna inneha förståelse för varandras roller och drivkrafter samt hur respektive organisation styrs, leds och verkar.  För att skapa goda förutsättningar för en bra kommunikation bör parterna sträva mot att ha en så öppen och rak dialog som möjligt, där ställningstaganden och beslut skall motiveras. Dessutom bör parterna vara lyhörda mot varandra och förebygga konflikter genom att i ett tidigt skede diskutera känsliga frågor som exempelvis exploateringsgrad, tidplan och detaljeringsnivå.  De största framgångsfaktorerna för att skapa tillit mellan parterna är att vara så transparenta som möjligt och undvika att dölja angelägenheter för varandra. Dessutom anses det vara viktigt att förvalta det förtroende som den andra parten har gett genom att utföra det som utlovats.  Framgångsfaktorer för att skapa lagprestationer är att involvera lösningsorienterade och engagerade individer, samt som ovan nämnts, involvera en kompetent projektledare. Dessutom bör byggherren bidra med kompetens kring genomförandet för att i ett tidigt skede säkerställa att det som planläggs är möjligt att bygga med en god arbetsmiljö.  Övriga framgångsfaktorer för att skapa en god relation mellan kommunen och byggherren är att tidseffektivisera processen, dock under förutsättningen att kvaliteten inte påverkas negativt av detta. Dessutom bör parterna genomföra en erfarenhetsåterföring efter avslutat projekt, för att dels dra lärdomar och utveckla processen men även för att förbättra relationen mellan varandra.  Om ovan nämnda framgångsfaktorer finns representerade i processen anses förutsättningarna finnas för att skapa en god relation mellan kommunen och byggherren. Detta är viktigt eftersom en god relation med tillfredställande samarbete parterna emellan anses skapa gynnsammare förutsättningar för planläggningen av bostäder. Detta underlättar framtagandet av fler detaljplaner, vilket leder till att fler bostäder kan byggas och motverka bostadsbristen som råder. / In Sweden the need for housing is extensive, with a widespread housing shortage as an outcome. There is a need of approximately 710 000 units to be built until year 2025, where the highest demand is in the metropolitan regions. A precondition for the ability to meet the housing demand is an increased number of detailed development plans, which is needed when developing housing. The detailed development plan’s purpose is to regulate the land and water usage. During the last years the process of developing the plans has been criticized for being ineffective and to decelerate the building of new housing. A part of the problem is an inadequate collaboration between the municipality and the housing developer. Due to this problem, the relationship between the municipality and the housing developer have been closer studied in this thesis in cooperation with the Department of Real Estate and Construction Management at the Royal Institute of Technology KTH.  The purpose of this study is to identify the success factors in the relationship between the municipality and housing developer. The report has been delimited to only include detailed development planning of housing in the Stockholm region, where the municipality and housing developer collaborate. The aspects which are studied closer are collaboration, communication, trust and team performance.  First of all, a literature review of previous research on the detail development planning process and project management was conducted. This to create broad and general knowledge of the subject. The purpose of the literature study was to gain knowledge of the subject and design question templates for upcoming interviews. As a next step, eleven in-depth and semi-structured interviews were conducted with experts from different municipalities and housing development companies. The goal was to collect empirical data in order to answer the research question: What are the most important success factors in the relationship between the municipality and the housing developer in terms of collaboration, communication, trust and team performance?  The findings reveal that the main success factor in the relationship between the parties is the presence of professional project management. The role of a project manager includes creating preconditions for collaboration, communication, trust and team performance. Meaning, that the relationship between the parties will work more adequate if an individual highly competent within these areas is leading the project. The municipality is the planning authority and should therefore ensure that a competent project manager is represented in the process.  For a successful collaboration, there need to be a common and buildable goal. Also, it is important that one sticks to what is agreed upon, especially when there is a change in management due to high staff turnover. Both parties also need to understand each other’s roles and drivers, and how the different organizations are structured. In order to create good conditions for communication, the parties should try to have an open and straightforward dialogue where all decisions are argued for. The parties should be responsive to each other and prevent conflicts by discussing sensitive issues such as the floor space index, schedules and the degree of details at an early stage of the process. Success factors for establishing trust between the parties are transparency and avoiding to hide things from each other. It is also considered of importance to keep the trust by delivering what is promised. Important factors for a good team performance are to involve solution-oriented and dedicated individuals, led by a competent project manager. The housing developer should also contribute with constructability skills in order to ensure that the detailed development plan is buildable with a safe working environment. Other success factors for establishing a good relationship between the municipality and the housing developer is to make the process more time-effective, without compromising the quality. In addition, the parties should implement experience feedback sessions at the end of the project in order to learn from the process and improve the relationship between the parties. If the above-mentioned success factors are taken into account in the process, the conditions for the relationship can be considered as good. A good relationship with satisfactory collaboration between the parties will benefit the planning process of housing. Hopefully this will result in more detailed development plans and increase the construction rate of housing in order to meet the high demands.

The aim of this study is to explore ways to maximise the economic returns of road infrastructure investment. In order to achieve this objective, the study was divided into five parts involving the following: analysing the nature of road infrastructure, determining the relationship between road infrastructure investment and economic development, considering aspects of economic modelling, developing a formula of road investment, and refocusing road investment practices. In the first part the characteristics of road infrastructure are examined and the demand and supply approaches to road investment outlined. The focus is on the balanced approach versus the unbalanced approach to infrastructure investment. The second part analyses the causal relationship between road investment and economic development. Four components are highlighted, namely the investment component, the network-performance component, the transport economic component and the economic development component. The third part analyses the applicability of modelling techniques. In the fifth part, the formula of road investment and economic development is focused on four markets. Finally, it is argued that road infrastructure investment must be refocused. The following was found: Road infrastructure investment must be demand led. This is because of the characteristics of roads, namely their indivisibility, long gestation period, lumpiness and high cost. Road infrastructure investment can only realise economic development if the four causality components are complied with simultaneously. Input-output modelling is preferred in South Africa. The modelling strategy developed in this study is recommended for transport economic studies. The probability of economic returns of road infrastructure investment is a function of the real estate market, the land development market, the urban economic market and the infrastructure market. An agenda for reform in the road investment industry was also proposed. The study clearly identifies the relationship between road infrastructure investment and economic development, and the proposed formula is an appropriate tool for a first-order priority system. / Transport Economics, Logistics and Tourism / D. Com. (Transport Economics)

The research in the field of travel demand modeling is driven by the need to understand individuals’ behavior in the context of travel-related decisions as accurately as possible. In this regard, the activity-based approach to modeling travel demand has received substantial attention in the past decade, both in the research arena as well as in practice. At the same time, recent efforts have been focused on more fully realizing the potential of activity-based models by explicitly recognizing the multi-dimensional nature of activity-travel decisions. However, as more behavioral elements/dimensions are added, the dimensionality of the model systems tends to explode, making the estimation of such models all but infeasible using traditional inference methods. As a result, analysts and practitioners often trade-off between recognizing attributes that will make a model behaviorally more representative (from a theoretical viewpoint) and being able to estimate/implement a model (from a practical viewpoint). An alternative approach to deal with the estimation complications arising from multi-dimensional choice situations is the technique of composite marginal likelihood (CML). This is an estimation technique that is gaining substantial attention in the statistics field, though there has been relatively little coverage of this method in transportation and other fields. The CML approach is a conceptually and pedagogically simpler simulation-free procedure (relative to traditional approaches that employ simulation techniques), and has the advantage of reproducibility of the results. Under the usual regularity assumptions, the CML estimator is consistent, unbiased, and asymptotically normally distributed. The discussion above indicates that the CML approach has the potential to contribute in the area of travel demand modeling in a significant way. For example, the approach can be used to develop conceptually and behaviorally more appealing models to examine individuals’ travel decisions in a joint framework. The overarching goal of the current research work is to demonstrate the applicability of the CML approach in the area of activity-travel demand modeling and to highlight the enhanced features of the choice models estimated using the CML approach. The goal of the dissertation is achieved in three steps as follows: (1) by evaluating the performance of the CML approach in multivariate situations, (2) by developing multidimensional choice models using the CML approach, and (3) by demonstrating applications of the multidimensional choice models developed in the current dissertation. / text

From the Proceedings of the 1974 Meetings of the Arizona Section - American Water Resources Assn. and the Hydrology Section - Arizona Academy of Science - April 19-20, 1974, Flagstaff, Arizona / The operational aspects of land use planning, to be effective, must be tied to a well defined planning process. The framework for this process includes a set of main components which are important in solving land use planning problems. These components are linked together in a design related to the basic concepts of decision analysis which has been oriented to natural resource problems. Detailed description can be added to the .process framework to tailor it to a specific problem, study area, or study level. Some of the major components in the framework are an objectives and goals spectrum, problem formulation, physical characterization of the land, social and economic demands analysis, identification of management alternatives and specific activities, simulation of resource response, allocation of resources, visual quality analysis, transportation system analysis, and a data management system. This process framework is d »sinned to he dynamic, user oriented, and compatible with the type of problems encountered in land use planning.

From the Proceedings of the 1974 Meetings of the Arizona Section - American Water Resources Assn. and the Hydrology Section - Arizona Academy of Science - April 19-20, 1974, Flagstaff, Arizona / Tumamoc Hill, an 869-acre (352 ha) desert area near Tucson, Arizona, is being considered as a controlled- access environmental site. Water affects the site's geology, soils, vegetation, wildlife, and archaeology. The Hill is drained by three small watersheds. The largest is rapidly urbanizing upstream. Hydrologic aspects include potential flooding and erosion hazards. These may be reduced simply, economically, and wisely in a land-use plan. Upstream development increases storm runoff volumes, and flood peaks, and frequencies routed through the site, and threatens existing downstream urban development. Return periods of channel-overflow floods become shorter with urbanization. The region may be managed to reduce hydrologic hazards by three procedures: widen channels, install low checkdams, and vegetate drainageways. These methods will slow down runoff velocities, and increase cross -sectional area of flow and roughness coefficient. More water would also be available for vegetation and wildlife. The land-use plan should include environmental education programs. These would present important effects of water on the natural ecology, and hydrologic aspects of watershed urbanization.

From the Proceedings of the 1974 Meetings of the Arizona Section - American Water Resources Assn. and the Hydrology Section - Arizona Academy of Science - April 19-20, 1974, Flagstaff, Arizona / The paper presents a stochastic model for the prediction of sediment yield in a semi -arid watershed based on rainfall data and watershed characteristics. Uncertainty stems from each of the random variables used in the model, namely, rainfall amount, storm duration, runoff, and peak flow. Soil Conservation Service formulas are used to compute the runoff and peak flow components of the Universal Soil Loss Equation. A transformation of random variables is used to obtain the distribution function of sediment yield from the joint distribution of rainfall amount and storm duration. The model has applications in the planning of reservoirs and dams where the effective lifetime of the facility may be evaluated in terms of storage capacity as well as the effects of land management on the watershed. Experimental data from the Atterbury watershed is used to calibrate the model and to evaluate uncertainties associated with our uncertain knowledge of the parameters of the joint distribution of rainfall and storm duration.

The aim of this study is to explore ways to maximise the economic returns of road infrastructure investment. In order to achieve this objective, the study was divided into five parts involving the following: analysing the nature of road infrastructure, determining the relationship between road infrastructure investment and economic development, considering aspects of economic modelling, developing a formula of road investment, and refocusing road investment practices. In the first part the characteristics of road infrastructure are examined and the demand and supply approaches to road investment outlined. The focus is on the balanced approach versus the unbalanced approach to infrastructure investment. The second part analyses the causal relationship between road investment and economic development. Four components are highlighted, namely the investment component, the network-performance component, the transport economic component and the economic development component. The third part analyses the applicability of modelling techniques. In the fifth part, the formula of road investment and economic development is focused on four markets. Finally, it is argued that road infrastructure investment must be refocused. The following was found: Road infrastructure investment must be demand led. This is because of the characteristics of roads, namely their indivisibility, long gestation period, lumpiness and high cost. Road infrastructure investment can only realise economic development if the four causality components are complied with simultaneously. Input-output modelling is preferred in South Africa. The modelling strategy developed in this study is recommended for transport economic studies. The probability of economic returns of road infrastructure investment is a function of the real estate market, the land development market, the urban economic market and the infrastructure market. An agenda for reform in the road investment industry was also proposed. The study clearly identifies the relationship between road infrastructure investment and economic development, and the proposed formula is an appropriate tool for a first-order priority system. / Transport Economics, Logistics and Tourism / D. Com. (Transport Economics)