Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2008. / Includes bibliographical references (p. 159-166). / (cont.) This thesis will examine the possibilities for cities to use the 2010 World Cup to hasten city development. The first chapter will detail the 2010 World Cup plan and the local stakeholders as well as the lessons learned from previous World Cups. The next chapter will examine the obstacles South Africa faces as it prepares for the 2010 World Cup and characteristics that make this host country different from previous World Cup hosts. Chapter three will describe the development strategy and explain how World Cup infrastructure can change the city. The next chapter will illustrate the World Cup conflict resulting from these development decisions. The final chapter will explain the reasons why local organizers are wasting this opportunity, instead exacerbating inequality and fragmentation, and conclude with suggestions for future World Cup planners. / Planning and preparations for the 2010 South Africa FIFA World Cup are well underway and there is little doubt that South Africa will impress sports fans and spectators with the modern stadiums and tourist facilities. The 2010 World Cup is an opportunity to hasten social, cultural, environmental, economic, and physical growth. South African cities should use 2010 to improve the public realm and create new economic opportunities for South Africans.Megaevents like the 2010 World Cup can generate economic investment and build an international image, but South Africa can also use World Cup funding to invest in the public realm. South Africa is economically, socially, and spatially fragmented. As South Africa struggles with issues of racism, inequality, crime, and poverty, development for 2010 offers an opportunity to unify the fragmented community through design. Development projects and urban investments for the 2010 World Cup can transform the city and stimulate new development patterns. Host cities can use new stadiums, transportation infrastructure, and tourist facilities as part of city improvement plans. Design, project sitting, and city policies can alleviate or exacerbate urban fragmentation by enticing infill development or wastelands. Considering the enormous public expenditures, it is imperative for cities to include substantial city improvements in the planning repertoire.Unfortunately, World Cup planners are not maximizing this opportunity. Planning for the WC tends to focus on economic development and image enhancement, instead of the possibilities for city improvements. Ideal city development often conflicts with international hosting requirements and deadlines. Despite high expectations, infrastructure projects are too focused on the ephemeral and not on the permanent. / by Astrid Wood. / M.C.P.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2008. / Includes bibliographical references (leaves 163-167). / The 1998 Indigenous Peoples Rights Act (IPRA) grants indigenous peoples (IPs) in the Philippines the right to Free, Prior, and Informed Consent (FPIC) with regard to development projects undertaken on their ancestral lands. My thesis explores whether the current practice of generating such consent guarantees indigenous peoples the control over development, particularly in relation to mining, that such procedures were designed to ensure. Two case studies involving the Mamanwa and the Manobo tribes in Region XIII of Mindanao suggest that the government agencies involved failed to follow the rules set out in the officially approved guidelines that govern the conduct of the FPIC process. The National Commission on Indigenous Peoples (NCIP) - the operating agency for FPIC in the Philippines - does not seem to have either the facilitation skills or an understanding of the complexity of issues involved required to achieve the goals of the 1998 IPRA. NCIP does not have the resources it needs to do its job and at times appears powerless vis-a-vis the mining companies and the Philippine government which has aggressively pursued the expansion and deregulation of the mining industry. In my two representative case studies, the mining companies used the promise of financial benefits at the outset of the consultations to short circuit the required FPIC process. Long-term social and environmental impacts and benefits were hardly discussed. The responses of the mining companies to concerns expressed by the tribes were not transparent. The Memorandums of Agreement (MOAs) produced in both cases hardly mentioned what would be done to meet the concerns of the aboriginal leadership before, during and after mining operations commenced. / (cont.) Cultural erosion in many IP communities has led to the imposition of centralized decisionmaking that works against the goals of the FPIC process. In addition, the traditional decisionmaking procedures employed by IPs are inadequate to generate the kind .of conversation required to ensure Free, Prior and Informed Consent. Finally, most IP communities do not have a long-term development plans. They live on a day-to-day basis merely trying to survive. In the absence of such plans, it is hard to see how the tribes involved can really make informed decisions and ask for appropriate safeguards and shared commitments. / by Ronilda R. Co. / M.C.P.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 1993. / Includes bibliographical references (leaves 140-143). / by Joseph D. Sternlieb. / M.C.P.

Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, February 2014. / "September 2010." Page 120 blank. Cataloged from PDF version of thesis. / Includes bibliographical references (pages 116-118). / razed and thousands of residents displaced to make way for what would have been 1-170, a highway that would have connected to 1-70 in Baltimore County to the Baltimore City Central Business District. After years of intense community opposition, the Highway was halted after a segment of the Highway ha d already been built. Thirty years later, West Baltimore is the backdrop to another major public project. The Maryland Transit Administration (MTA) will redevelop the West Baltimore MARC station as a Transit-Oriented Development (TOD) via the West Baltimore MARC Station Area Master Plan for Transit- Centered Community Development (The Plan). This Plan could redirect investment into the severely disinvested areas in West Baltimore. This research examines the intended results of the Plan to understand the realistic development opportunities for the West Baltimore MARC Station Area and the role that urban design and development could play in supporting or hampering the project's success potential. I make suggestions that would improve the Plan's urban design and development approach to achieve better outcomes for community transformation. I recommend improved connections to existing community assets, minimal use of parking structures on prime Station Area blocks, using targeted economic development initiatives to create jobs for West Baltimore residents, a formal study for development scenarios for the Highway, and the creation of a project oversight group. / by Tamika Camille Gauvin. / M.C.P.

Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2006. / "June 2006." / Includes bibliographical references (p. 150-162). / The loss of forests in Vietnam encouraged central government policy makers to consider new ways to manage forest resources. A major forest policy shift -- moving away from state-led management -- began in earnest in pilot provinces in 1998, with the handing over of forest land and management responsibility to communities. The initial outcomes of this switch and the policy learning that took place as a result of experimentation with community forestry are examined. I show that learning from and sharing these experiences contributed to policy-oriented learning and influenced the formulation of new policy. I review how lessons learned from the field (e.g. local experimentation, project learning and bottom-up planning) can redefine national forest policy priorities. I present preliminary lessons from adaptation of methods of forest land allocation, forest protection regulations and community forest management planning. I share experiences from pilot provinces where, with the involvement of policy innovators (local and external), the results led to the development of an enabling legal framework for community forestry, in the new Land Law and Forest Law. This dissertation suggests how learning from experiments can lead to better policy options in developing countries. / (cont.) I explore the critical roles that development of methodologies (combined with networking and training) play in advancing the lessons learned from the district and province levels in two directions - first, sideways, with study tours between provinces and second, upwards, to the national level. I find that local communities are an essential part of the policy process, but it is critical to keep the government (the People's Committee at different levels) and technical agencies abreast of and thoroughly involved in the policy learning and reform effort. In addition to access to community forest resources, I identify how a different type of ownership, that is generated by a sense of pride in the design of the work and creating the means for such ownership in the process -- is critical to this approach. I show how both mistakes and as well as successful examples are important learning tools. / by Jill M. Blockhus. / Ph.D.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2003. / Includes bibliographical references (p. [143]-[147]). / If rail transit systems are to become a viable means of transportation throughout American cities, urban land use patterns must support the development and use of transit. Transit-oriented development, in which mixed land uses are clustered around transit stations in dense concentrations, offers a means of encouraging transit use and decreasing reliance on automobiles in urban settings. Transit agencies have the opportunity to contribute to this development pattern by incorporating mixed-use transit facilities into their rail systems. These facilities, typically developed through public-private partnerships, incorporate other uses into sites with transit stations. They increase activity around the station and attract additional development to the area. Unfortunately, many transit agencies have little experience with developing mixed use facilities and are reluctant to undertake such projects. The agencies are intimidated by the additional design, financial, and administrative requirements of the development process. The goal of this thesis is to generate a set of principles that provides transit agencies with a foundation of knowledge for approaching mixed-use and joint development projects. The proposed principles strive to maximize the benefits generated by the facilities and increase the likelihood of such development activity occurring successfully. Three aspects of the development process are chosen for attention: site selection, basic elements of facility design, and implementation. The thesis begins with a review of design and development theory and past development strategies to identify the key issues relevant to these types of projects. A set of principles targeting the three aspects of the development process is proposed, based on the issues identified in the research. The principles are then applied to transit agencies and station sites in two cities: San Juan, Puerto Rico and Chicago, Illinois; evaluations and recommendations are made for each city. The application to real world situations allows the principles to be tested and assessed. The thesis concludes with a review of the results for these cities, a critique of the proposed principles, and suggestions for further research on the topic. / by Jordan Robert Samuel Karp. / M.C.P.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2002. / Includes bibliographical references (p. 107-109). / Currently a gap exists between the regulatory, technocratic approach to managing a municipal landfill and the unofficial narratives of the people who live near the landfill and face a multitude of unpleasant effects in their everyday lives. This fracture between "official" truth and empirical reality stems from divergent construals of landfills as enclosed compartments from the perspective of planners and policy makers on one hand, and as dynamic, multidimensional, even threatening elements in the landscape from the perspective of local residents on the other. Understanding this fracture will provide cues for modifying current planning practice to become more inclusive and responsive to local voice. Working from a case study of Chiquita Canyon Landfill and the community of Val Verde in Valencia, California, my thesis investigates ways to mend this fracture by examining cultural and symbolic artifacts indicative of the community's relationship to the landfill, and suggesting how this qualitative knowledge could then be linked to the practice of environmental planning. My qualitative research included inputs from a series of open-ended interviews, a stakeholder workshop, site visits, and drawings made by children and adults of their conception of the Val Verde landscape. I advocate for the endorsement of a more humanistic approach to planning by visiting sites, meeting the people, and incorporating nontraditional methods of data collection to augment quantitative data generated by environmental impact assessments and cost-benefit analyses in current environmental planning practice. As a new way to frame environmental justice issues regarding landfills, I suggest the possibility of creating a "trashshed" framework to regulate the input/output flow of trash in a given area. / by Chikako Sassa. / M.C.P.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 1986. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ROTCH. / Bibliography: leaves 111-113. / by Doreen Dorothea Schmelz. / M.S.

Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, 2015. / Cataloged from PDF version of thesis. / Includes bibliographical references (pages 45-56). / For airport employers, making sure the many low-income people they employ as baggage handlers and retail salespeople, amongst others, can get to work ensures the continued efficient operations of the airport and the prosperity of the regional economy. However high and increasing costs coupled with low-wages make commutes unaffordable and constrain employees' ability to get to their job. Using case studies of Chicago Midway International Airport (MDW), Denver International Airport (DEN), and San Diego International Airport (SAN), this research measures the extent to which low-income employees commuting to work at the airport by public transportation can afford their commute in 2011. The results of this analysis suggest that the cost of commuting on public transportation is beyond the means of a low-income budget. Furthermore, fewer low-income commuters take public transportation as the affordability of public transportation declines, suggesting that affordability contributes to outcomes of spatial mismatch. These results promote interventions to increase affordability and expand accessibility to public transportation for low-income commuters to the airport. / by Carey Anne Nadeau. / M.C.P.

Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, 2018. / Cataloged from PDF version of thesis. / Includes bibliographical references (pages 69-73). / In 2014, the Chinese central government began an initiative - "mass innovation and entrepreneurship" - as its new strategy of economic development. Collective innovation spaces were promoted as the physical manifestation to fuel this economic development strategy. As a result, the establishment of collective innovation spaces has since received significant funding from both the public and the private sector. The number of collective innovation spaces has grown exponentially over the years. With this significant growth rate, collective innovation spaces have started to exhibit a distinctive spatial pattern and made an impact on urban life. However, few systematic studies have been carried out to understand this spatial pattern and the mechanisms behind it. This thesis takes Shanghai as the study site. Using statistical model and spatial analysis, the study identifies several clusters of collective innovation spaces (CIS) in Shanghai as well as their spatial characteristics. It demonstrates that rental housing units, IT companies, universities, restaurants, bars and coffee shops have a positive relationship with CIS clusters. However, housing developments and parks have a negative relationship with CIS clusters. Development of CIS and the thriving third places, which are privatized social spaces other than home and workspaces, generate an innovation network that facilitates social interactions, innovation, and entrepreneurship. It represents a new kind of urban development in China, integrating, connecting and preserving the existing urban fabric. Furthermore, by investigating in two case studies in Shanghai, the thesis gives policy and design suggestions on the development of CIS clusters. Keywords: Collective innovation spaces; cluster; urban development; Shanghai. / by Haijing Liu. / M.C.P.