<p> With the rise of the importance of air transportation in the 21st centuries, the role of economics in airport planning and decision-making has become more important to the urban structure and land value around it. The relationship between the airport and land value in urban areas has attracted more attention from academic researchers. However, there has been little research on the factors that affect the prices of land relatively to the airport location. </p><p> Using New Bangkok International Airport (Suvarnabhumi International Airport) as a case study, this dissertation applied Alonso's bid rent model explaining the relationship between an airport and its distribution to the urban land values. In addition, it developed a hedonic pricing model to determine the influential factors that reflect on the prices of land over four time periods of airport development (before airport development, after the airport site proposed, during airport construction, and after the opening of the airport). </p><p> The statistical analysis results confirm that Alonso's model can be used to explain the impact of the new airport only for the northeast quadrant, while proximity to the airport showed the inverse relationship with the land value of all six types of land use activities through four periods of time. In addition, the empirical results of the hedonic model confirm that the presence of the airport consistently affected land value for all types of land use activities for three quadrants (northwest, northeast, and southwest). The distance to the Bangkok CBD has a strong relationship to the land values through four time periods for the northwest quadrant. Also, the distance to transportation networks, such as main streets and Bang-Na Trad highway, became important factors affecting urban land value for all four quadrants through four periods of time. </p><p> The findings of this dissertation are not only useful for an understanding the impacts of the airport on urban land value in Thailand, but also valuable to regional and urban development for real estate developers, policy makers, and the Thai government to provide an appropriate plan for future developments in the airport area. Furthermore, the analytical methods and the empirical results of this dissertation can be applied to estimate the impacts of other public projects, such as subway stations, airport-link terminal, sport stadium, and marinas, on the urban land value.</p>

Thesis (M. Sc.(Urban Plan.))--University of Hong Kong, 1999. / Includes bibliographical references (leaves 86-88).

Thesis (M. Sc.)--University of Hong Kong, 2005.

Thesis (M. Sc.)--University of Hong Kong, 2005.

There has been a lively debate over using land use strategies to reduce automobile dependence over the past decade. As a part of the issue, this study investigates the spatial characteristics around workplaces and their relationships to commuting made by the employees in metropolitan Dallas-Fort Worth. The tools of geographic information systems (GIS) are utilized to measure workplace environs. Several statistical methods are applied to analyze commuting behavior. This study finds that low-density suburban workplaces are associated with shorter vehicle travel times but more drive-alone trips. While major suburban centers attain some level of compact development in terms of local activity mix and regional accessibility, employees in these centers are far more automobile dependent than employees in older centers in the central city. In the suburban locations, workplaces in residence-based centers and master planned communities with a mix of activities are associated with less drive-alone commuting and more carpooling. Workers take advantage of the abundance of activities, as larger and denser centers are associated with more non-work activity stops after work. Yet, the trip chaining is overwhelmingly driven by automobile use. This study also finds that spatial factors are significant in explaining commuting behavior. Yet, the importance of spatial factors varies with the aspect of travel. Spatial factors do a better job in explaining travel times than in explaining travel mode and trip chaining. The way a particular spatial factor affects commuting also varies with the aspect of travel. For instance, land use intensity factors are associated with longer travel times but less drive-alone trips. While this study suggests that concerted planning may affect travel, some socioeconomic variables, including income and automobile ownership, are strongly related to more automobile travel. The findings suggest that the land use strategies to cope with transportation and air quality problems, such as new urbanism and jobs-housing balance, would be a viable option in and around employment locations. But, such strategies should be carefully designed because of the differences in effectiveness of spatial factors with travel outcomes and the trade-offs between travel outcomes with a particular spatial factor.

Thesis (Ph.D.)--University of Pennsylvania, 1991. / Includes bibliographical references (p. 417-429) and index.

Regional growth caused the emergence of traffic congestion and pollution in the past few decades, which have started to affect small urban areas. These problems are not only related to transportation system design but also to land use planning. There has been growing recognition that the relationship between land use and transportation needs to be understood and analyzed in a consistent and systematic way. Integrated urban models have recently been introduced and implemented in several metropolitan areas to systematically examine the relationship between land use and transportation. The general consensus in the field of integrated urban models is that each model has its own limitations and assumptions because they are each designed for different application purposes. This dissertation proposes a new type of methodology to integrate the regression-based land use model and the combined trip distribution-assignment transportation model that can be applied to both metropolitan areas and small urban areas. The proposed integrated land use and transportation model framework has three components: the regression-based land use model, the combined trip distributionassignment transportation model, and the interaction between these two models. The combined trip distribution-assignment model framework provides the platform to simultaneously integrate the transportation model with the land use model. The land use model is developed using an easy-to-implement method in terms of correlation and regression analysis. The interaction between the land use model and the transportation model is examined by two model frameworks: feedback model framework and simultaneous model framework. The feedback model framework solves the land use model and the transportation model iteratively. The simultaneous model framework brings the land use model and the transportation models into one optimization program after introducing the used path set. Both the feedback model and the simultaneous model can be solved to estimate link flow, origin-destination (OD) trips, and household distribution with the results satisfying network equilibrium conditions. The proposed integrated model framework has an “affordable and easy-toimplement” land use model; it can be performed in small urban areas with limited resources. The model applications show that using the proposed integrated model framework can help decision-makers and planners in preparing for the future of their communities.

Thesis (M.A.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 82-84).

Thesis (M. Sc.)--University of Hong Kong, 1992.

Thesis (M.A.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 82-84). Also available in print.