Diploma work analyzes the development of suburbanization in settlements close to Česke Budějovice in the socialist and post-socialist period. Detailed focus is paid on the situation in the eastern sector of the background, the thesis compares the situation in the whole agglomeration of České Budějovice. It is based on statistical data of the number of residential population between 1950 - 2009, numeric data of permanently occupied houses in the periods, which were identified by field mapping, and also using statistical data on housing construction between 1997 - 2009. The architectural, urban, planning issues associated with suburbanization are also analyzed. Based on questionnaire survey among mayors of suburban municipalities it also monitors the migrant participation into suburban life in communities and relationships between migrants and indigenous peoples.

The diploma thesis deals with the delimitation of suburban hinterland of city of České Budějovice, typing here lying settlements, especially suburbs, as well as the local development of suburbanization. First, the geographical environment characteristics of near hinterland of České Budějovice, which influence suburbanization, are described. Next chapter is devoted to post-socialist suburbanization literature and the definitions of various types of suburban settlements. In the analytical part, the diploma thesis defines the suburban settlements of the hinterland of České Budějovice through town houses presence, through migration from cities and other urban settlements and through commuting to work in the opposite direction. In total, there are 23 suburbs of the suburban landscape defined, 20 suburbs of near rural landscape, 5 suburbs of distant rural landscape and 5 townships of agglomeration, in addition also 26 rural settlements with partial suburbanization. In the diploma thesis there are a lot of tables and descriptions of the characteristics of the observed settlements.

Resumo: Esse trabalho tem por objetivo, mostrar a evolução do sistema de transporte coletivo intermunicipal do Estado de São Paulo. Nesse sentido, partimos do processo de industrialização e nacionalização da indústria automobilística. Procuramos também mostrar a evolução do Departamento de Estradas e Rodagem [DER], no papel de direcionador e gerenciador do sistema. Nesse processo, detalhamos o papel de todos os governos do Estado de São Paulo, na implantação de sistema viário estadual [1950-2006]. Também procuramos demonstrar o surgimento dos principais grupos que monopolizam cada vez mais o setor dos transportes coletivo intermunicipal. Assim, vamos comprovar a tese de que as empresas do transporte coletivo intermunicipal estão utilizando as linhas suburbanas para fazer frente ao grande avanço do transporte clandestino intermunicipal no Estado de São Paulo. / Abstract: This work has objective, to show the evolution of the system inter cities collective transport of São Paulo State. In this direction, the starting point is the process of industrialization and nationalization of the automobilistic industry. We also show the evolution of the Departamento de Estradas e Rodagem [DER], in the paper of directing and managing system. In this process we detail the place of all governments of São Paulo State, in the implantation of the State road system [1950-2006]. We also demonstrate the sprouting of the main groups that monopolize each time more the sector of the collective inter cities transportation. Thus, we intend to prove the thesis that the companies of inter cities collective transport are using the suburban lines to make front to the great advance of the inter cities clandestine transport in São Paulo State.

Heavy civil riots occurred in Bogota on April 9th, 1948, the day when the popularleader Jorge Eliecer Gaitan was killed. This popular insurrection had deep consequences which reflect to the present-day construction of the city. Crowds of people from the popular districts of the city took part in demonstrations that resulted in the death of about 3,000 people and destroyed parts of the historic center and some symbolic places. Subsequently, the rebellion spread throughout the whole country. After this historic event, which is known as the ‘Bogotazo’, the modernization, which had started beforehand, sped up in a radical way. At the same time, the ingression of new inhabi- tants from the surrounding region increased significantly, resulting in Bogota developing into the metropolis it is today. The poor and working class population started with the invasion and the construction of ‘pirate quarters’ in the southern suburban area and in the eastern hills, while the rich population started moving toward the north of the city. In this way, the suburbs seem to be a projection of the city but in a rather unplanned way, which have mainly been generated by the population itself. In this way we describe the process in which working class people took possession of a large city, and the way in which a city was informally developed, resulting in the creation of suburban quarters. / El 9 de abril de 1948, día del asesinato del líder popular Jorge Eliecer Gaitan, se produjo enBogotá una revuelta popular de profundas consecuencias. Este evento definió en parte la manera en la que se construyó la ciudad desde entonces. Gente de toda Bogotá, incluidos los barrios populares, descendió al centro histórico (lugar del asesinato) para unirse a las manifestaciones que provocaron la muerte de aproximadamente 3000 personas y la semi-destrución de algunos lugares simbólicos. Dicha revuelta se extendió a todas las regiones del país.Después de dicho acontecimiento, conocido como El Bogotazo, la modernización de la ciudad que ya había comenzado se acentuó de manera radical. Paralelamente, la entrada masiva de habitantes de todo el país le dio a Bogotá la connotación de metrópoli. Las clases populares comenzaron la invasión de las periferias con la construcción de ‘barrios piratas’ hacia el sur de laciudad, mientras que los ricos se dirigieron al norte. De esta manera, la periferia surgió como una proyección de la ciudad, pero de una manera no planificada y autogestionada por la población. Describiremos en este articulo la manera en que los sectores populares se apropian de la gran ciudad y la dotan de identidad, en la medida en que la informalidad y la distancia con el sistema oficial se convierten en la forma efectiva de definir un territorio en la ciudad.

En France, les espaces boisés périurbains font l'objet d'une forte demande sociale en tant qu'espaces récréatifs. Ces nouvelles demandes sont exprimées notamment par des pratiques renouvelées,sportives ou de ressourcement. De leur côté, les collectivités territoriales ont su aménager de nouveaux espaces forestiers plus proches des villes, très appréciés des habitants. Des usagers ont été interviewés dans les espaces boisés de trois villes moyennes, sur leurs usages et sur la justification de ces pratiques. Cela a permis de préciser des différences entre les espaces boisés suburbains et les forêts domaniales plus vastes mais plus éloignées des villes. De même, on observe l'émergence d’un nouvel usage lié à la santé, tant au niveau des individus qu’au niveau des établissements de soins.Ces nouvelles pratiques conduisent à considérer les espaces forestiers périurbains comme des espaces prophylactiques. / In France and in Europe, periurban forests are subject to high social demands for recreationalpurposes. These demands take the form of frequent visits for sports or rest. Local governmentshave succeeded in creating new wooded parks close to cities that are highly appreciated by thepopulation. A survey was run on visitors to forests around three mid-sized cities, addressingwhat they do in the forests and why. The answers revealed differences between suburban parksand larger national forests located farther from the cities. New approaches targeting health mayalso be observed on the part of both individuals and the health sector. These new approachesindicate the existence of a wellness function in periurban forests.

The phenomenon of urban fringe service centres and their relationship to patterns of existing and future metropolitan land uses constitutes the basic material of this thesis. It is considered that existing communities on the periphery of the central city grew because of the specific functions they performed. Whether or not these functions have diminished over time, these communities should be utilized in allocating future metropolitan land use patterns because of the investment in human and material resources represented within them, from both the public and the private sector. In this regard it is hypothesized that: In a metropolitan region where expansion from the core is still taking place, predominantly on a horizontal plane, older urban service centres on the metropolitan fringe demand consideration as foci for new urban growth, provided their suitability in terms of location vis-a-vis the core area, and general socio-physical environment can be demonstrated. An attempt is made to assess fringe communities in the light of regional considerations. It is recognized that these communities owe their original existence to specific factors, such as, an agricultural service centre to an agricultural hinterland, or a resort centre to a recreational resource, and that such communities are inextricably related to the core city of a metropolitan region. The community has evolved to satisfy the range of human needs and wants and has grown as a result of the process of industrialization with its attendant division of labour. The process of industrialization has manifested itself in an ambivalent manner. First, increased mechanization has eliminated much of the demand for farm labour but at the same time increased the demand for labour in factories. That this originally occurred in a time when mechanized transport was unavailable contributed to the growth of cities. The form of the city or the urban region has evolved from a dense arrangement of residential, commercial, and industrial functions to a sprawling decentralization of these same functions. Two major factors have contributed to this phenomenon. First, mechanized transportation, particularly in the form of the private automobile and second, the apparent universal goal of low density living, manifested by the single family house. The central city has "burst its container" and the periphery is becoming suburbanized at an alarming rate. Commensurate with this has been an apparent demise of the older urban service centres located on the periphery. There would appear to be a good opportunity to retain these communities and utilize them as the "centre" for expanded communities. Such utilization, if fringe communities were suitably located with respect to the metropolitan core, would theoretically result in a rational pattern of metropolitan land use. An investigation of the above possibility utilizes the Lower Mainland Region of British Columbia as a case study. The established communities of Cloverdale and White Rock are examined in detail so as to ascertain their viability from a socio-physical viewpoint and to assess their validity for retention and expansion as new metropolitan towns. The thesis is based on the regional development concept of the Lower Mainland Regional Planning Board which recommends the creation of a pattern of separate communities with an ultimate population of 100,000 persons each, to accommodate metropolitan population expansion in the Vancouver area. After analyzing physical and social criteria for Cloverdale and White Rock it is concluded that the viability per se of these communities is only a secondary asset if their location with respect to the metropolitan core is adequate. Rather it becomes the specific site that is deemed desirable as the locale for new communities. If their commercial cores are viable and in the case study communities it is felt that they are, then Cloverdale and White Rock could satisfactorily be utilized as the nucleus of new town centres. This assumes that potential problems regarding urban renewal and rehabilitation are not too great, although specific judgment of such is beyond the scope of this thesis. The conclusions are predicated on an improved system of local administration, that is, a regionally oriented system. New planning legislation in British Columbia and a conceptual regional administrative framework is assessed with a view to implementing regional land use proposals. Such a system is essential if metropolitan decentralization, virtually a necessity, is to proceed on a rational and efficient scale. Thus, it is felt the hypothesis has been adequately demonstrated. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

In my thesis I would like to concentrate on suburban zones of Pardubice and their relation to resident centre. The town of Pardubice, where I live, contains a positive attitude towards expansion of housing development and expandation of suburban zones. The objective of my work is the investigation of this sphere from several points. I would concentrate on inland and abroad investors, who situate their business subjects into these zones. Also I would study flowing of inhabitants structure, migration trends and their relation to resident centre. Main influence on territory expansion plays Army airport (it turns into civil airport), presence of railway speed corridor and completion of speedway D11 from Hradec Králové to Prague. Policy of territorial development talks about building up river port on the river Elbe in Pardubice. Not least I would solve an influence of territorial enlarging of the town on original municipalitites and effects which this activity brings. The main direction of my work will be focusing on suburban zones, their positive and negative consequences for the town of Pardubice.

Cette étude se focalise sur les mobilités quotidiennes des populations à faibles revenus habitant les quartiers périphériques Nord et Est de Libreville, éloignés des services et des lieux d’emplois. En croisant les outils de la géographie des transports qui éclairent les enjeux sociaux, spatiaux et environnementaux des transports avec ceux de la géographie sociale, qui concernent les représentations de l’espace et leur appropriation par les populations, ce travail tente de renouveler les connaissances sur la manière dont les populations pauvres se déplacent. Il relativise la place importante très souvent accordée à la marche à pied dans les travaux portant sur les villes subsahariennes. Il se dégage de cette étude que les mobilités des plus démunis reposent davantage sur l’usage des modes motorisés, particulièrement les transports dit « suburbains », plus disponibles et moins onéreux pour ces usagers. / This study focuses on the daily mobility of low-income populations, particularly those living in suburbs of the north and east of Libreville, far from remote services and places of employment. By using the tools of geographical transport, which sheds light on the social, spatial and environmental issues of transport, and mobilizing at the same time the concepts of social geography on the representations of space and ownership by the people, this work attempts to renew the knowledge on how poor people are moving. It put into perspective the importance often given to pedestrian mobility within Sub-Saharan cities. It emerges from this study that mobility of poor people rely more on the use of motorized transport especially, so called “suburban transports”, which are more available and less expensive for those users.

Having established that Constantia exhibits certain problems which are characteristic of the suburbanization of the urban fringe in general, it is necessary to consider how these problems could be resolved. In seeking such solutions, it is not only useful, but imperative, to determine sane framework of what the desired future state of the Valley should be and what role it should perform in the metropolitan context. In other words, what goals should be strived for and what objectives should be aimed at in order to facilitate the resolution of these goals. In establishing this framework, one returns to the basic underlying reasons for public sector intervention in the free market process - as outlined in Section 7.0 of Part One. This being "to regulate individual activity in the interests of the safety, health, morals and general well-being of the whole population" .

No description available.