The following Market Analysis is an analysis of the Franklin Boulevard Redevelopment Project Area. The analysis is divided into the following four sections: ♦ Planning Context ♦ Real Estate Market Conditions ♦ Emerging Market Opportunities & Case Studies ♦ Conclusion The report serves as an opportunity to aide stakeholders of the Franklin Boulevard Redevelopment Project Area. Stakeholders include residents, business owners, the City of Sacramento, County of Sacramento, Sacramento Housing and Redevelopment Agency (SHRA), and the North Franklin District Business Association (NFDBA). The stakeholders are continually searching for data and creative examples of how to transform the area into a premier “urban” destination in the Sacramento Region.

The lack of a comprehensive database for both concentrating and photovoltaic utility-scale solar power projects, those with a generation capacity of greater than 50 MW, hinders the ability of researchers and policy makers to examine the state of solar development in the state of California. This research project seeks to fill this gap in understanding by creating a database of proposed and developed projects in order to examine trends in proposals, process time, approvals, and construction starts. Existing literature was evaluated to determine potential factors for project success in approval and construction. Upon determination of these factors, the project database was developed through use of publicly available data and extensive Internet searches of planning documents, industry releases, and articles on existing and proposed projects. The completed database, containing eighty projects, was analyzed to provide an initial look at the overall state of solar project development in California. This report details these early findings as well as areas for further research. The analysis indicates that, while California has a high amount of proposed projects and generation capacity, many projects do not reach the end of the public approval process and fewer still enter construction and operation.

Automated vehicles are those which are capable of sensing their environments in order to perform at least some aspects of the safety-critical control (like steering, throttling, or braking) without direct human input. As a guide for planners and policymakers, the objective of this thesis is to develop a strong foundation for anticipating the potential impacts resulting from advancements in vehicle automation. To establish the foundation, this thesis uses a robust qualitative methodology, coupling a review of literature on the potential advantages and disadvantages of vehicle automation and lessons from past innovations in transportation, with recent trends of the Millennial Generation, carsharing services, and a series of interviews with thought-leaders in automation, planning, policymaking, transportation, and aviation. Five significant findings emerged from this thesis: (1) the impacts of vehicle automation differ depending on one’s visions of what automation means, how it is implemented, what the automation does, and where it operates; (2) current limitations of vehicle automation to perform all aspects of the dynamic driving task in all driving conditions make it difficult to move from level-4 to level-5 automation; (3) level-5 automation is required to have any effect on carsharing, mobility, and quality of life; (4) assuming effective planning and policymaking techniques, housing preferences, urban growth, and increases in total VMT will likely not be significantly impacted by vehicle automation; (5) human drivers may never be allowed to disengage their attention from a partially-automated vehicle, specifically in applications where drivers are expected to reengage their attention in safety-critical situations. From the perspective of understanding the bigger picture, this thesis developed a proposed future scenario of vehicle automation in the next five to ten years that is used to suggest guiding principles for policymakers, and key recommendations for planners, engineers, and researchers.

The rise of information technologies and creative industries formed a new class of “creative knowledge workers” with special needs for a workspace design. The recent tendency of playful and bold workspace designs for creative industries was labeled by some researchers as a “creative workspace,” but a body of knowledge about design strategies supporting “creative knowledge workers’” performance is still limited. This master’s thesis research attempts to define “creative workspace” design phenomenon based on the three main stakeholder groups’ perceptions. The research analyzes existing literature and conducts in-depth interviews with designers and users to collect the data and compare the findings. Based on the findings, research proposes an interactive exploratory design game helping to easier communicated spatial ideas related to the “creative workspace” design.

An area can be torn by the competition between the preservation of its character and the desire for new development. Cayucos’ downtown area is recognized by both residents and visitors as a special place with a strong, small, coastal town feel. However, issues such as accessibility, public amenities, parking, maintenance, and general development needs have to be dealt with. This thesis deals with the issue of how to plan for change while maintaining the character of Cayucos, and presents an enhancement plan proposal for its downtown. The development of this plan was based on a research-based design methodology, which included a literature review on sense of place, a review of five case studies, and fieldwork with surveys, interviews, and on-site observations and analysis. The research included the understanding of the needs, interests, and expectations of the stakeholders, including local business owners, residents, and visitors, in order to help define core issues and to inform the vision and a series of responsive goals for the area’s enhancement. The final enhancement plan proposal followed a design approach that was responsive to site, context, and stakeholders, and will contribute to Cayucos’ quest for the increase of the quality of its downtown while responding to market and development needs.

The dimension of humanization has been neglected for decades. Planning themes such as automobile and transportation have erroneously occupied a dominant position. While public space, pedestrian activities and urban space as a gathering place for urban residents have been placed in a very minor position. As motorization in contemporary cities develops, the overall pedestrian environment of cities is deteriorating, and the street spaces are seriously lacking in the care and consideration of pedestrians, especially the vulnerable groups. Urban design generally, and pedestrian environment in particular, has a significant influence on pedestrian activity. Also, with the aging of the Baby Boomer generation (and Generation X, to a lesser degree), the older adult population will increase significantly over the next few decades in California and the United States as a whole. For most people, walking is a social equal mode of transportation, involving all levels, including children and the elderly. For the elderly, walking is the most common way to travel, and also the most convenient and economical way to exercise and participate in public activities, so streets are often the most commonly used outdoor space for walking. Streets should be designed to encourage walking, cycling, and interaction. The core content of this study is how to construct urban street space suitable for the elderly. Specifically speaking, what are the needs of the elderly regarding street designs that allows them to walk and participate in public activities. The study will also looks at whether the existing urban street environments meet these needs, for comfort level and interest level and how to create street space to meet these needs, so that urban streets can better serve the elderly.

The City of McFarland, CA is in the process of updating its General Plan and identified updating the land use element as the first step in this process. This land use element consists of a land use diagram, land use standards, and goals, policies, and programs. These components of the document are based upon community feedback as well as upon analysis of case studies and state and regional guidelines. The final plan accommodates for increased residential densities, a mixture of adjacent land uses, a greenbelt, and large areas of land adjacent to Highway 99 for commercial and industrial use.

Reconstruction after natural disasters can represent large peaks in a community’s greenhouse gas emission inventory. Components of the built environment destroyed by natural hazards have their useful life shortened, requiring replacement before functionally necessary. Though the hazard itself does not release greenhouse gasses, the demolition and rebuilding process does, and these are the emissions we can quantify to better understand the climate impacts of disasters. The proposed methodology draws data from existing emission and hazard resource literature and combines the information in a community scale life cycle assessment. Case studies of past disasters are used to refine the methodology and quantify the emissions of single events. The methodology is then annualized projecting the emissions of future hazards. The annualization of greenhouse gasses caused by hazard events provides a baseline from which reduction strategies can be measured against. Hazard mitigation strategies can then be quantified as greenhouse gas reduction strategies for use in Climate Action Plans. The methodology combines the fields of climate action, hazard mitigation, and climate adaptation. Each field attempts to create sustainable and resilient communities, but most plans silo each discipline, missing opportunities that are mutually beneficial. Quantifying the greenhouse gasses associated with recovery following a disaster blends these fields to allow development of comprehensive resilience and sustainability strategies that lower greenhouse gases and decrease risk from existing or projected hazards. An online supplement to this thesis is available online at disasterghg.wordpress.com

Redevelopment of brownfield sites has become increasingly popular since the inception of voluntary cleanup programs in the early to mid 1990’s. Local governments have begun to offer incentives to private developers or land owners to offset costs associated with contamination and encourage the redevelopment of properties that are typically underutilized. Incentives may take several forms including, but not limited to, fast-tracked project approval, risk based cleanup standards, liability relief, tax breaks, and direct funding assistance. This study investigates how incentives that are offered by local governments to private developers or land owners influence the rate of redevelopment in their sphere of influence. A survey was administered to local governments throughout the State of California to determine how incentives are used for the redevelopment of brownfields. Results from this study show a preference by participating local governments to offer direct funding assistance, which may be directly linked to a relative level of inexperience.

The premise of this study is that an understanding of catalysts and impacts of social and economic change in the Los Angeles Metro Green Line study corridor and an analysis of current planning policies can help identify how future planning policies may generate more ideal and positive outcomes for the study corridor. This study evaluated the conditions within the transit corridor with four selected station areas defined by a one-mile radius from each station. The stations that make up the transit corridor are along the Los Angeles Metro Green Line that runs east west between Redondo Beach and Norwalk. A mile radius buffer was chosen to fully capture the spacing between the stations linearly and use that to define the corridor’s primary area of influence. This study evaluated the changes in demographic composition, housing affordability, transportation affordability and job accessibility within the Metro Green Line corridor between the year 2000 and 2010. Trends in the corridor revealed that over a ten-year span, the corridor saw shifts in demographic composition, growth in job and housing densities and increases in the cost of housing. Over the ten years, the corridor has not yet developed to the standards of a location efficient environment. This study recommends that protection of vulnerable populations such as the high proportion of renter-occupied housing units is important because they are more likely to make up core transit riders that need public transportation. Preserving and building affordable housing near transit would enable households to save money on both transportation and housing expenditures and can work towards making the corridor more affordable. By understanding the three main variables in the context of social equity, a decision-maker can avoid the potential of negative gentrification, displacement, and promote economic viability in the corridor.