published_or_final_version / Architecture / Master / Master of Landscape Architecture

The Calgary stroet-levcl Arcade preceded the Mall as a place of public exchange: During the first half of its history the covered arcade acted as a buffer between the public street and private interior. The arcade extended me.vitality of the city street to the pedestrian. It was shelter from bad weather and vehicles, and a window into another world of consumable items. A shopper could peruse the 'just out of reach' at the Hudson's Bay or wait for a street car under the measured punctuation of the covered arcade. The public nature of the arcade reconciled.the individual to the group. It mediated the transition from the busy street'.to the beckoning shop window. Today merchandising strategies promise to develop a more efficient circle between shopper and commodity. Mall spaces are connected above ground with a maze of raised public walkways. Crisscrossing the original grid of streets at a height of 4.5 meters is the raised "Plus 15 System." Over the last twenty-five years, Calgary has extended one of the largest semi-private systems in the world through it's downtown core. This system replaces the public street with an interior analogy that is neither public nor private. Ground level street-life suffers a slow but definite decline and is not replaced. As the city experiences a period of extreme growth the opportunity arises to remedy the decline of the public realm In the process of development and gentrification a temporary set of urban artifacts becomes visible. The building crane, the site trailer, construction hoarding - this language of urban expansion is as tenable as the "architecture'' of the city itself. This thesis project will invigorate boomtown city growth with a new public architecture. The site is the back lane between 8th and 9th Avenues and Centre and 1st Street in the heart of downtown Calgary. This is one of many blocks yet to complete the Plus 15 labyrinth of public access-ways. Mid-block pedestrian bridges connect the south and east sides of the site with the rest of the city's Plus 15 system. Low-level heritage buildings and Stephen Avenue pedestrian mall wall the north side of the site while the giant Pan Canadian Building dominates the south. Running through the Pan Canadian Building is an existing public right of way. Using current development as a spring board this project will suture the internal world of the Plus 15 to adjacent public and private fragments of the city. A steel "Frame" will accompany the current developer scheme for a hotel high-rise on the site. This frame reconciles the horizontal dimension of the original property width of Stephen Avenue Mall and the new vertical layering of the "floorplate skyscraper." Inserted into this ordered web is a temporary housing system of pre-built trailer boxes - - an appropriation of the familiar objects of construction: The ATCO trailer, construction hoarding and a "take-apart" kit of frame components provide a fertile base for the growth of the public "tube". They furnish a temporary architecture while the new public walkway asserts its presence.

Orientador: Carolina María Rodríguez Zuccolillo / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Estudos da Linguagem / Made available in DSpace on 2018-08-23T12:35:14Z (GMT). No. of bitstreams: 1 Ferreira_MariaGracindaSalvador_M.pdf: 7303140 bytes, checksum: fba0260c6a2c4600d74654aa9bceae69 (MD5) Previous issue date: 2013 / Resumo: Nossa pesquisa se inscreve na perspectiva teórico-metodológica da Análise do Discurso materialista, na área Saber Urbano e Linguagem, e tem como objetivo compreender o movimento nas calçadas da cidade de Campinas, vistas como objetos de discursos e afetados pelas fronteiras entre o público e o privado. Para tanto, tomamos a cidade como objeto de análise, considerando-a como um lugar simbólico que produz sentidos, a partir de sua materialidade peculiar, conceito que afeta tanto o campo dos estudos da cidade quanto o do discurso. Nossa questão, aqui, é a de que há uma linha tênue de fronteira entre público e privado nas (novas) práticas das calçadas, diante dos obstáculos que aparecem nesses espaços, destinados ao pedestre, à sua mobilidade e movimento, redefinindo, hoje, seus modos de ocupação e de circulação. Procuramos refletir e discutir de que maneira as contradições e transformações sócio-históricas, relacionadas a esse par público/privado, podem ser fatores relevantes no estudo das produções de um determinado espaço urbano, tanto do ponto de vista de sua composição arquitetural quanto da mobilidade e da experiência cotidiana dos cidadãos. Para tanto, foi necessário determinar a natureza da relação entre linguagem/sujeito/mundo, entendendo este último como espaço de vida numa forma histórica, a cidade, entre outras possíveis para ele. Assim, estudar a cidade como espaço simbólico, constituído pela linguagem, nos levou a atribuir à materialidade da língua um estatuto central na decorrência de que sujeito, sentidos e espaço resultam do mesmo processo simbólico e que existe entre eles uma relação constitutiva. Trabalhar nessa dimensão nos permitiu analisar a produção do espaço como um processo articulado entre os que o concebem e administram, bem como os que percebem esse mesmo espaço, suas ambiências, nas relações cotidianas, nas suas experiências de locomoção, no nosso caso, as calçadas, todos inscritos numa memória comum que relaciona, na contradição, todos os gestos que participam de sua produção. Considerando todas as contradições que envolvem esse recorte urbano, que já é um recorte da rua, percebemos que a alguns lhes é permitido utilizar e usufruir deles, até mesmo com a permissão dos aparelhos do Estado, a outros, lhes é interditado, não restando senão um canto qualquer debaixo de uma marquise ou a inevitável opção de se projetar para a rua, para a avenida, concorrendo com os automóveis, para poder caminhar e seguir ao seu destino, pois as calçadas surgem interditadas àquele que, de direito, deveria usufruir delas / Abstract: Our research is in the field of theoretical and methodological perspective of materialistic discourse analysis, of Urban Knowledge and Languages, and aims to understand the movement on the sidewalks of the city of Campinas, seen as objects of discourse and affected by the boundaries between public and private. Therefore, we take the city as an object of analysis, considering it as a symbolic place that makes sense, from its quirky materiality, concept that affects both the field of city studies as of discourse. Our point here is that there is a fine line boundary between public and private in the (new) practices of the sidewalk, towards the obstacles that appear in these spaces intended for pedestrian to their mobility and movement, redefining, today, their ways of occupation and circulation. We seek to reflect and discuss how the contradictions and sociohistorical transformations, related to that public / private pair, may be relevant factors in the study of the production of a particular urban space, both from the point of view of its architectural composition as of its mobility and everyday citizen experience. Therefore, it was necessary to determine the nature of the relationship between language / subject / world, understanding this latter as a living space in a historical form, the city, among others possible for it. Therefore, studying the city as a symbolic space, constituted by language, led us set to the language materiality a central statute in the result that subject, senses and space derive from the same symbolic process and that there is a constitutive relationship between them. Working at this scale allowed us to analyze the production of space as an articulated process between those who conceive and administer it, as well as those who notice that same space, its ambiences, in everyday relations, in their locomotion experience, the sidewalks in our case, all inscribed in a common memory that connects, in contradiction, all the gestures that participate in its production. Considering all the contradictions surrounding this urban cut, which already is a cutout from the street, we noticed that for some are allowed to use and enjoy them, even with the permission of the State apparatus, for others it is forbidden, nothing left but a corner under a marquee or the inevitable option of protrude into the street, the avenue, competing with cars to be able to walk and follow to his destination, because the sidewalks arise interdicted to him that, in law, should enjoy them / Mestrado / Linguistica / Mestra em Linguística

The Calgary stroet-levcl Arcade preceded the Mall as a place of public exchange: During the first half of its history the covered arcade acted as a buffer between the public street and private interior. The arcade extended me.vitality of the city street to the pedestrian. It was shelter from bad weather and vehicles, and a window into another world of consumable items. A shopper could peruse the 'just out of reach' at the Hudson's Bay or wait for a street car under the measured punctuation of the covered arcade. The public nature of the arcade reconciled.the individual to the group. It mediated the transition from the busy street'.to the beckoning shop window. Today merchandising strategies promise to develop a more efficient circle between shopper and commodity. Mall spaces are connected above ground with a maze of raised public walkways. Crisscrossing the original grid of streets at a height of 4.5 meters is the raised "Plus 15 System." Over the last twenty-five years, Calgary has extended one of the largest semi-private systems in the world through it's downtown core. This system replaces the public street with an interior analogy that is neither public nor private. Ground level street-life suffers a slow but definite decline and is not replaced. As the city experiences a period of extreme growth the opportunity arises to remedy the decline of the public realm In the process of development and gentrification a temporary set of urban artifacts becomes visible. The building crane, the site trailer, construction hoarding - this language of urban expansion is as tenable as the "architecture'' of the city itself. This thesis project will invigorate boomtown city growth with a new public architecture. The site is the back lane between 8th and 9th Avenues and Centre and 1st Street in the heart of downtown Calgary. This is one of many blocks yet to complete the Plus 15 labyrinth of public access-ways. Mid-block pedestrian bridges connect the south and east sides of the site with the rest of the city's Plus 15 system. Low-level heritage buildings and Stephen Avenue pedestrian mall wall the north side of the site while the giant Pan Canadian Building dominates the south. Running through the Pan Canadian Building is an existing public right of way. Using current development as a spring board this project will suture the internal world of the Plus 15 to adjacent public and private fragments of the city. A steel "Frame" will accompany the current developer scheme for a hotel high-rise on the site. This frame reconciles the horizontal dimension of the original property width of Stephen Avenue Mall and the new vertical layering of the "floorplate skyscraper." Inserted into this ordered web is a temporary housing system of pre-built trailer boxes - - an appropriation of the familiar objects of construction: The ATCO trailer, construction hoarding and a "take-apart" kit of frame components provide a fertile base for the growth of the public "tube". They furnish a temporary architecture while the new public walkway asserts its presence. / Applied Science, Faculty of / Architecture and Landscape Architecture (SALA), School of / Graduate

This dissertation studies the determinants of the spatial distribution of economic activity and how such activity is affected by public policy. The dissertation contains three chapters. In the first chapter, we ask: what role does labor market competitiveness play in determining the location decisions of firms and workers, and the resulting spatial wage distribution? To answer this question, we develop a model of monopsony power in spatial equilibrium. Workers and firms are free to locate in any labor market, and the degree of market power a firm enjoys depends on the number of competing firms in its location. We show the model can rationalize concentrations of economic activity and the city-size wage premium through an endogenous labor market competitiveness channel: in larger labor markets, endogenous firm entry increases labor market competition, decreasing wage markdowns and increasing equilibrium wages. To estimate the magnitude of labor market competitiveness differences across space, we utilize matched employer-employee data from Germany. Using a canonical empirical methodology from the labor economics literature on monopsony, we estimate that labor markets are significantly more competitive in larger cities. Calibrating the model to match this reduced-form evidence, we find endogenous labor market competitiveness can explain 37% of the city-size wage premium and 14% of all agglomeration. In the second chapter, we use the new framework developed in Chapter 1 to study the spatial and welfare implications of the 2015 German national minimum wage law. We first show a traditional spatial model that ignores variation in monopsony power across space predicts large unemployment effects in smaller, lower-wage labor markets, contradicting the reduced-form evidence on the effects of the law. Turning to our monopsony framework, we note that in the calibrated model, monopsony power is strongest in smaller, lower-wage labor markets: exactly those that the perfectly competitive model predicted would have the largest unemployment effects. Imposing the minimum wage in the calibrated monopsony framework, we find results in line with the reduced-form evidence — minimal unemployment effects, even in the lowest-wage labor markets, and therefore significant convergence in regional nominal wage inequality. Accounting for spatially-varying monopsony power, we find the enacted national law outperforms an alternative policy with a lower level of the minimum wage in East Germany, while a law that takes into account variation in productivity and competitiveness significantly outperforms both. In the third chapter (joint with Pablo Ernesto Warnes and Timur Abbiasov), we examine the effects of pedestrianization on business visits. There are significant debates in urban planning on the use of road space in cities. Should (some) streets be pedestrianized? Critics suggest closing streets to vehicles can harm local businesses by reducing access. The effect of pedestrianization on business visits has been difficult to assess due to the lack of an appropriate experiment and lack of systematic data on foot traffic. We examine a unique recent experiment, New York City's Open Streets program, which closed hundreds of street segments to cars, and utilize new anonymized cellphone geodata to measure visits to businesses. Using a matched difference-in-differences design, we find small effects of the program on visits overall, with sufficient precision to rule out significant negative effects, contradicting critics' predictions. We find significant positive effects on visits for Open Streets further from the Central Business District, especially for restaurants and bars. For such businesses, we find a 14% increase in visits as a result of the program.

Over the past two decades, an increasing amount of research has been directed toward climatic influences on behavior and the built environment. The evidence from this research has lead to the development of recommended site interventions to improve energy performance in individual buildings and to mitigate extreme climate conditions in exterior public spaces in order to make these environments more comfortable."Comfort", as a measure of performance, is usually based upon one of the many indices of thermal comfort. These indices, however, have been developed specifically for use in indoor environments and were later readapted for exterior environments. Previous research has begun to show that standards designed for and developed in interior settings, are not necessarily applicable for use in exterior environments where climate is only partially controllable and behavior is less defined. Early preliminary studies have shown that considerable activity will occur outside of the boundaries formally established as “comfortable” by any particular thermal index. In contradiction to the traditional thermal performance measures that determine specific climatological conditions to support a particular behavior, this research uses two bio-comfort charts and a thermal indexing equation to establish what specific behaviors will occur under particular climate profiles. This study takes an annual record of regional and site specific climate data and applies it to existing comfort prediction models to ascertain if such applications are legitimate and if these applications are capable of predicting the frequency and duration of observed social behavior in an outdoor urban setting. / Master of Landscape Architecture

A naturalistic method (concealed video camera) on the Library Plaza at Virginia Tech has been used successfully to document the climate-behavior relationships in outdoor space. Analysis of the data reveals that each climatic factor had certain types of relationships with outdoor human behaviors, and that it might be possible to predict the amount of outdoor activity occurring on the plaza under a specific climate profile. Due to the lack of previous research and data similar to our observations, we experienced some difficulties in comparing the results with previous research and in doing systematic analysis. The individual climate factors such as temperature, relative humidity, wind velocity, solar radiation, and the composite climate index, the Index of Thermal Stress, were analyzed to find a relationship with outdoor behavior. Graphic and statistical methods were used to analyze observation data. As the temperature on the plaza increased, there was a strong tendency for people to extend their time of stay on the plaza. But the temperature did not seem to have any strong relationship with the number or percentage of people who stayed on the plaza. Relative humidity appeared to have a negative correlation with the frequency of stationary behavior, but almost no relationship with average duration of stationary people. This finding conflicts with Givoni who reported that variations in relative humidity between 30% and 85% were almost imperceptible and at temperatures above 25°C, the influence of humidity on the response became gradually more apparent (Givoni,1981). Most of our observations were done under the temperature range of 0° ~ 25°C with a relative humidity of 30 ~ 85%. Under our observational condition (wind velocity less than 24 Km/hr), wind velocity had the strongest relationship with the frequency of stationary behavior. As the wind speed increased, the number and percentage of stationary people decreased almost linearly. Thus, wind velocity is a determining factor and the lower wind velocity is an impetus that induces people outdoors to pause or rest. The relationship between air velocity and the average duration of stationary people had a slightly negative correlation. The negative correlation was understandable, but, because it was negligibly weak, there was no meaningful relationship. Solar radiation did not appear to be an important factor for inducing people outside to stay on the plaza. But this study showed that the greater the solar radiation, the longer people stayed. The mean of the Index of Thermal Stress of Fall data was -139.268 and that of spring was 14.40. Therefore, in Fall, it was probable that people felt cold stress while in spring people were more likely to be comfortable. In Fall observations, the I.T.S. had a stronger relationship with frequency and duration of outdoor stationary behaviors than any single climatic factor. As the I.T.S. increased(in other words, as the cold stress decreased), more people stayed on the plaza and people tended to stay longer periods of time under the weather conditions in the fall of Southwestern Virginia. But, in spring observations, the relationships were much weaker than Fall observation. It was found that I.T.S. seemed to show a strong relationship between climate and outdoor behaviors if the I.T.S. values of data were completely negative or completely positive. / Master of Landscape Architecture

Accidents are a complex process involving many contributory factors. The understanding of the accident process has often been sought by the use of accident data. Although accident data provide a direct relationship to estimating accident risk, there are many drawbacks associated with the use of these data. The major drawback with the use of accident data is the very fact that traffic engineers have to wait for accidents to occur before any interventions can be made. This alone is significant as the time span required to collect a sample size is often a three-year period. The many deficiencies with accident data have led to alternative measures such as traffic conflict techniques (TCT's) to estimate accident risk.In this investigation. traffic conflict techniques were used to estimate accident risk. There are four basic traffic conflict concepts and the development of these techniques was based on the accident process. The aim of this investigation was to highlight the differences between these concepts and to assess the applicability of these concepts to vehicle-pedestrian conflicts. The investigation was based on applying the various conflict techniques to data obtained at three intersections in the Durban CBD. In order to record the data an innovative method of using digital imaging was employed. This led to the development of a computer program to analyse conflict events. Analysis of the intersections based on the conflict techniques indicates that the intersections of Pine-Field and Commercial-Grey have a high probability of road users being involved in a "serious event" once there is an interaction between them. However, the probability for Commercial-Albert intersection is low thus indicating a safe intersection for vehicle-pedestrian interactions. The number of "serious events" at these locations was found to be related to the interacting traffic volumes - the conflict rate increases with increasing traffic volume. The use of conflict-volume models and accident models together with the conflict concepts agree that the accident risk is related to the conflicting traffic volumes and speed of the road users. / Thesis (M.Sc.Eng.)-University of Natal, Durban, 2003.

This building emerges as a solitary work from obscurity. Its form is a composition of disjointed rooms connected by common themes: frontality, obscurity, artifice, and seclusion.<br /><br />In the first part, the plan appears as a map of a promenade which is the main ordering device of the building structure.<br /><br />In the second part, the internal spaces are presented as isolated from each other as is the building from any external reference.<br /><br />In the sections, which constitute the third part, the building appears as layered facades emerging from planes of strata. / Master of Architecture

Kam Wai-ming. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2001. / Includes bibliographical references (leaves 153-162). / Abstracts in English and Chinese ; questionnaire in Chinese. / List of Tables --- p.x / List of Figures --- p.xiii / List of Abbreviation --- p.xvi / Chapter Chapter One --- Introduction --- p.1 / Chapter 1.1 --- Introduction --- p.1 / Chapter 1.2 --- The Research Problems --- p.2 / Chapter 1.3 --- Objectives of the Study --- p.4 / Chapter 1.4 --- Study Area --- p.4 / Chapter 1.5 --- Significance of the Study --- p.8 / Chapter 1.6 --- Organization of Thesis --- p.9 / Chapter Chapter Two --- Literature Review --- p.11 / Chapter 2.1 --- Pedestrianization: Basic Ideas and History --- p.11 / Chapter 2.1.1 --- Definition of Pedestrianization --- p.11 / Chapter 2.1.2 --- Motivation of pedestrianization --- p.13 / Chapter 2.1.3 --- Learning from the Development of Pedestrianization in Other Cities --- p.15 / Chapter 2.1.4 --- Impacts of Pedestrianization on Environment --- p.19 / Chapter 2.2 --- Pedestrianization in Hong Kong --- p.21 / Chapter 2.2.1 --- Development --- p.21 / Chapter 2.2.2 --- Ways for Successful Pedestrianization in Hong Kong --- p.22 / Chapter 2.3 --- Human Perception and Response on Air Pollution and Pedestrianization --- p.24 / Chapter 2.3.1 --- Introduction of Human Perception --- p.24 / Chapter 2.3.2 --- Human Perception of Air Pollution --- p.27 / Chapter 2.3.3 --- Changes of Human Perception in Response to the Changes of Environmental Quality After Pedestrianization --- p.31 / Chapter Chapter Three --- Methodology --- p.34 / Chapter 3.1 --- Research Design --- p.34 / Chapter 3.2 --- BACIPR Approach --- p.35 / Chapter 3.3 --- Objective Assessment of the influence of pedestrianization on air quality --- p.38 / Chapter 3.3.1 --- Model Prediction --- p.39 / Chapter 3.3.2 --- Physical Measurement of Particulates --- p.46 / Chapter 3.4 --- Subjective Assessment: Human Perception of Roadside Air Pollution --- p.56 / Chapter 3.4.1 --- Guidelines Used for Subjective Assessment --- p.57 / Chapter 3.4.2 --- Development of the Questionnaire --- p.58 / Chapter 3.4.3 --- Statistical Analysis --- p.59 / Chapter Chapter Four --- Model Simulation of the Effect of Pedestrianization on Air Quality --- p.61 / Chapter 4.1 --- Introduction --- p.61 / Chapter 4.2 --- Air Quality in Causeway Bay Before Pedestrianization --- p.64 / Chapter 4.2.1 --- Overall Spatial Variation of Air Quality --- p.64 / Chapter 4.2.2 --- Respiratory Suspended Particulate (RSP) --- p.67 / Chapter 4.2.3 --- Nitrogen Dioxide (N02) --- p.68 / Chapter 4.2.4 --- Carbon Monoxide (CO) --- p.69 / Chapter 4.3 --- Air Quality in Causeway Bay After Pedestrianization --- p.70 / Chapter 4.3.1 --- Overall Spatial Variation of Air Quality --- p.70 / Chapter 4.3.2 --- Respiratory Suspended Particulate (RSP) --- p.70 / Chapter 4.3.3 --- Nitrogen Dioxide (N02) --- p.73 / Chapter 4.3.4 --- Carbon Monoxide (CO) --- p.75 / Chapter 4.3.5 --- Effect of Government's Pedestrianization Scheme in Improving Air Quality --- p.77 / Chapter 4.4 --- Air Quality Impact of Pedestrianization in Single Street --- p.77 / Chapter 4.4.1 --- RSP Concentration in Russell Street Section Before Pedestrianization --- p.78 / Chapter 4.4.2 --- RSP Concentration in Russell Street Section After Pedestrianization --- p.81 / Chapter 4.5 --- Summary and Conclusion --- p.83 / Chapter Chapter Five --- Measurement of Particulate Pollution in Causeway Bay --- p.84 / Chapter 5.1 --- Change in Particulate Pollution After Pedestrianization in Russell Street --- p.86 / Chapter 5.1.1 --- Overall Changes in Particulate Pollution after Pedestrianization --- p.86 / Chapter 5.1.2 --- Changes in Particulate Pollution after Pedestrianization under Different Weather Conditions --- p.87 / Chapter 5.1.2.1 --- Effects of Pedestrianization on Fine Day --- p.88 / Chapter 5.1.2.2 --- Effects of Pedestrianization on Rainy Days --- p.89 / Chapter 5.1.3 --- Changes of Particulate Pollution after Pedestrianization under Different Traffic Flow Conditions --- p.90 / Chapter 5.1.3.1 --- Effects of Pedestrianization during Peak Hours --- p.91 / Chapter 5.1.3.2 --- Effects of Pedestrianization during Non-Peak Hours --- p.92 / Chapter 5.1.4 --- Changes in Particulate Pollution As a result of Pedestrianization on Different Days of the Week --- p.93 / Chapter 5.1.4.1 --- Effects of Pedestrianization on Weekdays --- p.94 / Chapter 5.1.4.2 --- Effects of Pedestrianization on Non-Weekdays --- p.94 / Chapter 5.1.5 --- Change in PM 10 I/C ratio After Pedestrianization --- p.95 / Chapter 5.2 --- Variations in Particulate Pollution Characteristics Due to Different Pedestrianization Street Designs --- p.96 / Chapter 5.2.1 --- General Contrasts between an Open and Semi-enclosed Street --- p.97 / Chapter 5.2.2 --- Seasonal Effect on Particulate Pollution in Jardine's Crescent and in Its Control Street --- p.97 / Chapter 5.2.3 --- Climatic Effects on Particulate Pollution --- p.101 / Chapter 5.2.4 --- Effects of Traffic Conditions on Particulate Pollution Pattern in Jardine's Crescent and in Its Control Street --- p.102 / Chapter 5.2.5 --- Effects of Day of the Week on Particulate Pollution --- p.104 / Chapter 5.3 --- The Variation of Particulate Pollution in Causeway Bay --- p.105 / Chapter 5.3.1 --- Spatial Variation --- p.105 / Chapter 5.3.2 --- Seasonal Variation --- p.108 / Chapter 5.3.3 --- Rain as a Cleaning Agent --- p.111 / Chapter 5.4 --- Summary and Conclusion --- p.112 / Chapter Chapter Six --- Pedestrianization and Perception of Air Quality --- p.113 / Chapter 6.1 --- Introduction --- p.113 / Chapter 6.2 --- Effect of Pedestrianization in Improving the Perceived Air Quality --- p.115 / Chapter 6.2.1 --- Overall Changes of PAQ after Pedestrianization --- p.115 / Chapter 6.2.2 --- Changes in Perceived Air Quality As a Result of Pedestrianization --- p.118 / Chapter 6.2.2.1 --- Correlation between PAQ and AQ --- p.118 / Chapter 6.2.2.2 --- Difference in Dose-Response Relationships before and after Pedestrianization --- p.120 / Chapter 6.2.3 --- Summary of Findings on Human Perception --- p.136 / Chapter 6.3 --- Aspects of Pedestrianization Which Improve Perceived Air Quality --- p.136 / Chapter 6.3.1 --- Behavior Constraint Model --- p.137 / Chapter 6.3.2 --- Environmental Stress Model --- p.139 / Chapter 6.3.3 --- Perception of Air Pollution Through Smell and Vision --- p.141 / Chapter 6.4 --- Summary and Conclusion --- p.144 / Chapter Chapter Seven --- Conclusion --- p.146 / Chapter 7.1 --- Summary of Findings --- p.146 / Chapter 7.1.1 --- Model Simulated Air Pollution Levels in Causeway Bay and Possible Effects of the Government Pedestrianization Scheme --- p.147 / Chapter 7.1.2 --- Changes in the Pattern and Characteristics of Particulate Pollution after Pedestrianization --- p.148 / Chapter 7.1.3 --- Effects of Pedestrianization on Human Perception of Air Quality --- p.149 / Chapter 7.2 --- Discussion of Findings --- p.151 / References --- p.153 / Appendix A --- p.163