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This report explores the long-term demographic changes occurring near Dallas Area Rapid Transit (DART) stations. The study area chosen to employ the shift share method consists of two segments of DART stations along the Red Line in Dallas, Texas. The downtown DART study area consists of census tracts surrounding light rail stations: Cedars, Convention Center, Union Station, West End, Akard, St. Paul, and Pearl, and the DART suburban study area consists of census tracts around the following stations: City Place, Mockingbird Station, Lovers Lane, Park Lane, Walnut Hill, Forest Lane, and LBJ/Central. Using the shift share method with demographic data obtained through the US Census Bureau from 1990 and 2005-2009 American Community Survey estimates, this analysis illustrates demographic changes over time as a result of light rail transit investments. The results indicate that demographic characteristics of residents have changed considerably since the introduction of light rail in Dallas. Although the growth trends in the DART neighborhoods are comparable to the growth trends of the city, the DART census tracts on average have experienced greater increases in population, attracted an influx of highly educated residents with higher household incomes, and experienced significant increases in high-density development surrounding transit stations. For the most part, growth has been stronger locally than on a citywide level, and these trends have occurred most noticeably in the downtown DART neighborhoods, where transit and financial measures have sparked a development boom in which total population and housing units have grown by the hundredth and even thousandth percentile. Additionally, these demographic changes create unintended consequences that affect people of varying socio-economic statuses. Although the shift of highly educated, wealthier individuals in neighborhoods creates a greater social mix among residents, lower-income residents of these transit neighborhoods quickly get priced out of their neighborhoods. / text

Influence of built environment on travel behavior has been recognized by several studies in last decade (Cervero 2003, 2004, Ewing at al 2003 and etc.). Easy access to the transit station and mixed land use has been largely emphasized by New Urbanist because of its influence on transit ridership and reduction of vehicle mile travel. However, empirical evidence that proximity of residential location to the transit station or mixed land use reduces auto dependency and encourages transit ridership has been lack for Chicago metropolitan region in spite of its long history of transit development. This study uses 2007 Chicago metropolitan region travel tracking study data and travel characteristics of residents living within walkable distance from the CAT or METRA rail station in Chicago Metropolitan region was analyzed in comparison with those of residents living beyond walkable distance from the rail station in order to find any difference in socio-demographic characteristics and travel characteristics. In general, households located within walkable distance (a quarter mile for this study) from the rail station are more likely to be low income households, to reside in a multifamily rental housing. Residents living within walkable distance show higher portion of African American or Asian proportion, of smaller-sized households (a single member household or childless household). They are likely to own fewer cars than residents living far from the rail station. With this observation of some difference in sociodemographic and travel characteristics between two groups, probability of transit use and rail use in a relationship with home location and job location were tested using binary logistic model. The result indicates that the number of household vehicles per person in the household influences negatively on residential location. The more available household cars per person, the less likely it is that a household is located within walkable distance from the rail station. Work location was also an important factor for transit or rail use. This provides evidence that providing mixed land use where jobs and housing are all provided within walkable distance from the transit station can increase transit use and reduces auto-dependency that current American society is facing severely. / text

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第17872号 / 工博第3781号 / 新制||工||1578(附属図書館) / 30692 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 中川 大, 教授 谷口 栄一, 准教授 松中 亮治 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

25 airports have a connection with the local rail transit system, but each is unique. Variables such as network size, train frequency, type of airport station, time, and cost vary by airport. Both airport passengers and planners should have a technical basis of selecting which system is the most useful, efficient, and reliable. To date, there have been no scoring procedures created to rank the airports in order of quality of connection. This thesis analyzes rail transit accessibility for all 25 airports (3 of which have 2 separate transit systems) by investigating 8 characteristics, 3 of which are market factors and 5 of which are system factors. The 5 system factors are travel time difference between car and train, transit cost difference between car and train, airport/transit connection type, network size, and train frequency. The 3 market factors are rail transit mode share, business traveler percentage, and low-cost carrier percentage. A scoring system was then developed and each airport's characteristics were inputted. The airports were scored using three different methods and were subsequently evaluated to understand why airports received the scores they did. This evaluation led to a better understanding of airport transit best practices. The scoring system was used again to evaluate an airport (Washington-Dulles) undergoing radical changes to understand by what factor a score can improve. A "top 10" list of airport transit connections was produced with JFK coming in first. This method is a starting point for developing a robust system to evaluate transit connections to airports. / Master of Science

Community and Regional Planning / In the past two decades, Austin has tremendous population growth, job opportunity in the downtown core and transportation challenges associated with that. Public transit, and particularly rail, often is regarded as a strategy to help reduce urban traffic congestion. The Urban Rail, which combines features of streetcars and light rail, is introduced into Austin as a new transit rail. The City of Austin, Capital Metro and Lone Star Rail are actively studying routing, financial, environmental and community elements associated with a first phase of Urban Rail. This thesis collected 2010 Origin and Destination Rail Transit Survey data from Capital Metropolitan Transportation Authority. The research focuses on the rail transit ridership. Two regression models are applied to analyze the factors influencing Austin rail transit ridership. One model is focusing on the socioeconomic characteristics. One model is focusing on the spatial factors. Our model shows that demographic factors have more significant effect than spatial factors. In addition, this work also tries to analyze the correlations between those factors and make recommendations based on the analysis result. / text

abstract: Urban planning in the neoliberal era is marred by a lack of public engagement with urban inhabitants. Henri Lefebvre’s ‘right to the city’ theory is often treated as a way to empower disenfranchised urban inhabitants who are lacking control over the urban spaces they occupy. Though the right to the city has seen a resurgence in recent literature, we still lack a deep understanding of how right to the city movements work in practice, and what the process looks like through the lens of the everyday urban inhabitant. This dissertation seeks to fill these gaps by examining: 1) how a minority-led grassroots movement activates their right to the city in the face of an incoming light rail extension project in South Phoenix, Arizona, USA, and 2) how their right to the city movement demonstrates the possibility of urban society beyond the current control of neoliberalism. Through the use of participant observation, interviews, and media analysis, this case reveals the methods and tactics used by the group to activate their right to the city, the intra-and inter-group dynamics in the case, and the challenges that ultimately lead to the group’s demise.Tactics used by the group included protesting, organizing against city council, and creating a ballot initiative. Intra-group dynamics were often marred by conflicts over leadership and the acceptance of outside help, while inter-group conflicts erupted between the group, politicians, and pro-light rail supporters. The primary challenge to the group’s right to the city movement included neoliberal appropriation by local politicians and outside political group. By possessing limited experience, knowledge, and resources in conducting a right to the city movement, the grassroots group in this case was left asking for help from neoliberal supporters who used their funding as a way to appropriate the urban inhabitant’s movement. Findings indicate positive possibilities of a future urban society outside of neoliberalism through autogestion, and provide areas where urban planners can improve upon the right to the city. If urban planners seek out and nurture instances of the right to the city, urban inhabitants will have greater control over planning projects that effect their neighborhoods. / Dissertation/Thesis / Doctoral Dissertation Urban Planning 2019

The main objective of this work is to develop models using multivariable regression and artificial neural network approaches for cost estimation of the construction costs of trackworks of light rail transit and metro projects at the early stages of the construction process in Turkey. These two approaches were applied to a data set of 16 projects by using seventeen parameters available at the early design phase. According to the results of each method, regression analysis estimated the cost of testing samples with an error of 2.32%. On the other hand, artificial neural network estimated the cost with 5.76% error, which is slightly higher than the regression error. As a result, two successful cost estimation models have been developed within the scope of this study. These models can be beneficial while taking the decision in the tender phase of projects that includes trackworks.

Many cities today are contemplating major investments in rail transit systems, especially Light Rail Transit (LRT), to address two significant planning issues which have characterized North American metropolitan growth patterns: increasing automobile use and decentralizing population and employment. Proponents of these systems argue that by building rail transit, travel behaviour and land use patterns can be changed. The experience in cities which have built these systems is mixed, but transportation and land use outcomes typically go hand-in-hand: San Diego, Denver, and Portland have increased transit ridership and intensification in station areas, whereas Buffalo and Cleveland have had minimal change occur as a result of investments in LRT. Calgary, Alberta presents an interesting case as its LRT system, first opened in 1981, generates tremendous ridership but has had relatively modest land use change in station areas. This thesis aims to understand why intensification has been so marginal at many stations, and to uncover what are the unique facets of Calgary???s experience which shaped this outcome. The approach taken is to examine the evolution of the City of Calgary???s planning philosophy towards transportation and land use since the need for rapid transit was first identified in 1966. This evolution is also placed within the context of the particularly severe cyclical economic forces that influenced both the city???s growth and policy planning approaches taken to manage this growth. The research finds that the combination of transportation and land use policy, in conjunction with market forces, which existed during the design, construction and operation of the first three LRT lines favoured intensification in Calgary???s downtown and low-density decentralization in suburban areas. However, the evolution of planning policy and market forces indicate that this less likely to be true in the future, both in the near and long term. The City is transitioning from a highly centralized mono-centric city to a poly-centric and increasingly multi-modal metropolitan region. The LRT, and other transit service, will be a key means of facilitating and managing this transformation.

Thesis (M. Sc.)--University of Hong Kong, 1993. / "Workshop report." Two maps inserted in pockets. Includes bibliographical references (leaves 100-102).