The purposes of this thesis were: 1. to learn more about neighbourhood stability and 2. to examine the interrelationships between neighbourhood stability, residents' attitudes toward their neighbourhood and their attitudes toward environmental change. Earlier studies revealed that residents frequently resist environmental change in their neighbourhood, therefore, it was hypothesized that as neighbourhood stability increases, residents' attitudes toward environmental change would become less favourable. In contrast, it was hypothesized that residents' attitudes toward their neighbourhood would become more favourable as neighbourhood stability increases. Finally, it was hypothesized that as residents' attitudes toward their neighbourhood become more favourable, their attitudes toward environmental change would become less favourable. The literature and interviews with municipal planners helped clarify the meaning of neighbourhood stability, while the hypotheses were tested using data collected during the 1984 construction of the Advanced Light Rapid Transit(ALRT) system in east Vancouver. The data were collected from over 600 residents located near the Broadway, Nanaimo, 29th Avenue and Joyce ALRT stations. Indices of neighbourhood stability, favourable attitudes toward environmental change and favourable attitudes toward the neighbourhood were created and compared using analysis of variance. Pearson correlation coefficients were used to test the three hypotheses. The findings did not provide conclusive support for the hypotheses. However, the findings suggested that as neighbourhood stability increases, residents' attitudes toward environmental change become slightly less favourable, while their attitudes toward the neighbourhood tend to become more favourable. Furthermore, as residents' attitudes toward their neighbourhood become more favourable, their attitudes toward environmental change also become more favourable. Regardless of the stability of the neighbourhood, residents were neither favourable nor unfavourable toward change in their neighbourhood. The thesis concludes with a discussion of neighbourhood stability, the role of municipal planners and the responsibilities of the three levels of government in maintaining stable neighbourhoods. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The development of the Automated Light Rapid Transit (ALRT) system in Vancouver, first proposed in the 1970's, has been touted as a solution to the contemporary urban problems of increasing traffic congestion, access to the downtown core, and limited affordable housing near the city centre. Recent concerns have been expressed that the development of the ALRT will be accompanied by significant change in the neighbourhoods along the route. This thesis aims to assess the potential for significant change occurring in the suburban Vancouver City neighbourhoods along the ALRT route after the construction is completed. The increased accessibility to the city centre anticipated as an outcome of the development of the ALRT is regarded as the factor most likely to produce significant change in neighbourhoods along the route. This expectation arises from the understanding provided by literature from the fields of urban economics and urban ecology. Discussions of the bid-price curve in the work of Alonso and other urban economic writers attributes much of the market value of land, and by inference the residential density of land, to the effect of accessibility to the city centre. Further discussions in the urban ecology literature, including the work of the factorial ecology school, outline the relationship between accessibility to the city centre and the distribution in urban areas of social rank and of household types. From the relationships indicated in the literature, it is expected that the improved accessibility which will result from the construction of the ALRT could significantly change neighbourhoods along the route. Using Census data, the thesis explores the strength of the existing relationships between accessibility to the city centre and each of the social characteristics identified in the literature. The strength of each relationship was determined using a rank-order correlation between relative accessibility to the city centre and z-scores associated with indicators for each of the social characteristics. The relationship between accessibility to the city centre and social rank was examined using the highest level of education attained by the over 15 year old population as a proxy for social rank. The proportions of the various household types, including family and non-family households, single-person and multiple-person non-family households, were used to provide insights into variations in this aspect of urban life which is affected by accessibility to the city centre. Finally, the relationship between accessibility to the city centre and the distribution of dwelling types was examined by looking at variations in the distributions of single-detached, multiple-dwelling, and apartment units along the ALRT route. Social rank was found to be not strongly correlated with the level of accessibility to the city centre. Instead, the distribution of social rank was seen to have been more strongly influenced by other factors, such as the historic pattern of development. The distribution of dwelling types and of the various household types were demonstrated to be related to accessibility to the city centre. As the level of accessibility to the city centre increased, the proportion of apartment units in an area and the proportion of non-family households were seen to increase. The development of the ALRT was not expected to significantly affect the distribution of social rank along the route. Expectations that significant change would follow the development of the ALRT was supported for both the spatial pattern of the various dwelling types and the spatial pattern of the household types. The spatial distribution of both of these social indicators would be expected to change significantly following the completion of the ALRT. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Land use and transportation are dynamic processes continually reacting to the pressures of urban development and societal change. Although the theoretical literature supports the notion that land use and transportation should be planned and managed in a co-ordinated fashion, the empirical evidence suggests that land use and transportation decisions are still made largely independent of each other. The thesis maintains that an emphasis on the substantive approach in the planning process has led to a misunderstanding of the manner in which the institutional framework can influence the co-ordinated development of land use and transportation. Several institutional factors are involved including; the organizational framework, the process of integration within the framework, and the strategies developed to implement societal goals and objectives. Specific concerns include; fragmentation of authority, lack of authority, a reactive planning process, and the lack of formal mechanisms for implementation. An adaptive, process-oriented model of institutional integration is proposed that blends two elements of an effective planning process: the co-ordinated development of land use and transportation and the integration of organizational components within the institutional framework. The thesis suggests that one cannot successfully implement strategic change without making compensating and reinforcing changes to the process and structure. The degree of risk and uncertainty within the environment is the qualifying factor that maintains a proper 'fit' within the planning process. The latter part of the thesis examines the institutional framework responsible for the development of the City of Edmonton's Northeast light rapid transit system. The analysis reveals that although rapid transit was seen as a means of accomplishing compact growth and development little redevelopment has occurred along the transit corridor, particularly at the level envisaged by the city planners. A number of institutional factors have contributed to the lack of development including; a dynamic and complex environment, a reactive planning process, the lack of formal integrative mechanisms, separate and, at times, independent land use and transportation planning processes, and disincentives towards redevelopment such as the redevelopment levy and zoning freeze. The application of the integrated institutional model suggests the need for a number of integrative mechanisms that were not evident within the institutional framework responsible for Edmonton's light rapid transit system. The study reveals that the institutional framework influences the effectiveness of land use planning along a rapid transit corridor and that integrative mechanisms are required within the planning process in order to effectively co-ordinate the development of land use and transportation. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The most serious problems of urban transport in developing countries involve traffic congestion, insufficient space for pedestrians and other non-motorised modes, poor public transit service, the increasing attractiveness of the automobile due to rising incomes, and the chronic lack of financial resources required to make a concerted problem-solving effort. Many of the solutions suggested by planners and consultants from developed countries are both expensive and require a substantial time investment before the benefits can be realised. Others are politically unfeasible or not well-suited to the needs of the city in less developed countries. An indigenous response to the inadequate provision of urban transport in developing countries is the establishment of intermediate forms of public transport, such as jitneys or fixed-route shared taxis. These are able to provide levels of speed, comfort and convenience comparable to those of travel by private car, at considerably lower cost. Jitneys are relatively energy-efficient and consume much less road space per passenger than do private automobiles. The jitney originally developed in North America during the First World War, largely as a response to inadequate public transit service, but virtually disappeared again within a few years since the street railway operators were able to have legislation passed that made jitney operation uneconomic. In Third World cities, jitneys developed independently, and have enjoyed great success, in part due to a much greater demand for public transport and to fewer restrictive regulations. Mexico City is one of the largest urban areas in the developing countries and has a public transport system that includes a very extensive network of jitney services, several different classes of motor buses, trolley coaches, trams, four separate types of taxi services as well as a fast and efficient Metro system. These various elements of public transport are very interdependent and complementary, making remarkably good use of the available road space. A detailed examination of the jitney system in Mexico City, its regulation, organisation and economics was undertaken through personal observation and discussions as well as using an intensive survey of both jitney drivers and passengers. This has revealed that the jitneys are of great value, providing fast, frequent, comfortable and convenient public transportation which serves as a genuine alternative to private cars. The flexible nature of the jitneys makes them very demand-responsive and thereby efficient providers of urban transport. The jitneys employ a large number of people and are a profitable enterprise, contributing positively to the urban economy of Mexico City. / Arts, Faculty of / Geography, Department of / Graduate

M.Tech. (Operations Management) / Please refer to full text to view abstract

Collectively, US public transportation systems operated 137,047 vehicles per peak period in 2008 (American Public Transportation Association 2010). Buses accounted for the largest segment among these vehicles, and the passenger van segment was second. Together, they accounted for 78% of the vehicles operated per peak period (American Public Transportation Association 2010). Due to their pervasive use in the public transportation industry, buses and vans have been the focus in various academic research studies. However, very few studies have focused on vehicle procurement. Further, none have focused on the specific vehicle procurement function of supplier evaluation and selection. The over-arching objective of this research is to gain a deeper understanding of the relative importance of vehicle supplier attributes in reference to the Federal Transit Administration's (FTA) “best-value” procurement initiative and the influence of these attributes on the evaluation and selction of bus and van suppliers. This research studies vehicle procurement decision-makers at public transportation agencies to determine which supplier attributes they perceive to be the most important when evaluating vehicle suppliers. Results indicate that the top five supplier attributes were quality, reliability, after-sales support, warranties and claims, and integrity. The order of these top five attributes changed according to the type of supplier being evaluated, i.e., conventional fuel vehicle supplier versus alternative fuel vehicle supplier. The reason for this change was explained as being due to the increased engineering and technological expertise required of alternative fuel vehicle suppliers. Utilizing Analysis of Covariance (ANCOVA), the research showed that the variation in the perception of the importance of particular supplier attributes was not generally influenced by an agency's urban classification, its vehicle fleet size, its capital expenditure level, its decision-makers' education level, or their years of experience. However, FTA region was determined to have an influence on two attributes. Utilizing a conditional logit discrete choice model, the research also found that in practice price and not quality had the highest parameter estimate and was therefore deemed most important. It was followed by quality, after-sales support, technical capability, and delivery. Further, to garner a deeper understanding of attributes' relative importance, participants in the research identified 41 attribute components and provided metrics by which to measure these components and, by extension, the attributes. This research contributes in four areas. These are government procurement initiatives, agency “best-value” procurement practice, vehicle supplier marketing, and academic research in supplier evaluation and selection in the public transportation industry.

Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1981. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Includes bibliographical references. / by Peter Gregory Furth. / Ph.D.

A research report submitted in partial fulfilment of the requirements for the Degree of Master of Architecture to the Faculty of Engineering and the Built Environment, University of the Witwatersrand, Johannesburg, 2018 / This study applied a case study approach to analyse assumed human behaviour models applied in the conceptualisation and implementation of the promotion campaigns for public and non-motorised transport in the Gauteng City Region and how this might have influenced the transition towards public transport and non-motorised transport. Besides the primary data collected through interviews with diverse participants, secondary data from reports and media articles were captured and analysed. The study found a diverse range of promotion campaigns for public and non- motorized transport such as You make Joburg great and the Ecomobility Festival. The related promotion campaign activities included educational campaigns and billboard messaging. Using behavioural insights such as prospect theory and rational choice theory, the study analysed the activities and tools of the promotion campaigns in order to understand the predominant assumed model. The study finds that the rational agent model of human behaviour was the most assumed model for the promotion campaigns. Due to the fact that the outcomes of the campaigns were not systematically evaluated, specific transition-impacts of the assumed model could not be analysed and therefore no relevant finding could be made on the related sub-question. However, secondary data sources clearly indicate that IMT use continues to grow in Gauteng City Region in spite of the ongoing campaigns. The study therefore went on to identify gaps within the delivered campaign activities and considered better ways to improve such campaigns in the context of the non-rational model. The study finds that in spite of close to over three decades of scientific questioning of the rational model, the model remains as the predominant framework in the promotion campaigns for PT and NMT. Although there might be other contributing factors, this predominance of the framework possibly undermines the anticipated impacts, and in particular, inhibits the responses to such campaigns and overall transitioning towards public and non-motorised transport. Key words: econs, framing, non-motorised transport, non-rational model, nudging, promotion campaign, public transport, rational model / GR2019

This research evaluated the existing forms of transportation to the University of Central Florida (UCF) and analyzed the feasibility of a mass transportation alternative for the commuting students. During the past twenty years at UCF, the automobile has been the only major means of transportation used by the students and employees. Opinion surveys conducted during 1983 and 1984 indicated that the University commuters are confronted with a number of transportation problems including the high cost of using private automobiles, lack of parking spaces, congestion on roads leading to the University, and the walking time between the parking lots and the classes. The research evaluated the existing forms of transportation including an inventory of travel cost, travel time to UCF, walking time, parking problems and the level of service of the existing intersections and access roads leading to the University. the methodology includes the Urban Transportation Planning Process (UTPP) in its four sub-models, as follows: (1) trip generation, (2) trip distribution, (3) modal split and (4) traffic assignment. Though different mass transportation alternatives were examined, it was concluded that the express bus would be the most efficient means to meet the need of the commuting students at UCF.

Information on transit ridership and operations is a necessary condition as far as efficient management is considered. Transit managements on the acquisition of such a data base can confirm predictions about scheduling, receive warnings about potential dangers and plan future operations on a much broader and precise base. Data from passenger counts provide essential information to marketing and scheduling personnel by identifying peak load-points and the such. Using manual collection methods for such data is expensive and prone to human errors. Automatic Passenger Counting (APC) systems are viewed as an improved and economical technique for data collection. Such systems monitor the progress of a particular vehicle — its position, number of passengers getting on and off, times and distances between stops — and make this data available for processing. These are state of the art systems, mostly microprocessor based and often embracing a modular structure. The Red Pine system is such a system with different dedicated modules for each bank of tasks. Multitasking software is seen to be an powerful tool for such systems and simplify the architecture of the system hardware. A CHMOS hardware design, suited for multitasking softwares is provided. Interfacing software for the Red Pine system has been developed and is explained. Debugging testing and simulation of the Red Pine hardware is detailed. Modifications have been recorded and improvements suggested. / Master of Science