Dissertations / Theses: 'Urban transportation policy Australia'

1

Cole, Peter. "Urban rail perspectives in Perth, Western Australia: modal competition, public transport, and government policy in Perth since 1880." Thesis, Cole, Peter (2000) Urban rail perspectives in Perth, Western Australia: modal competition, public transport, and government policy in Perth since 1880. PhD thesis, Murdoch University, 2000. https://researchrepository.murdoch.edu.au/id/eprint/660/.

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The decline of public transport in Western Australia is observed in four separate historical studies which narrate the political and administrative history of each major urban transport mode. Perth's suburban railway system is examined as part of the State's widespread rail network, including the extravagantly-equipped short-lived suburban railway in Kalgoorlie. Political interference in early railway operations is studied in detail to determine why Perth's rail-based public transport systems were so poorly developed and then neglected or abandoned for much of the twentieth century. The llnique events in Kalgoorlie at the turn of the century are presented as potent reasons for the early closure of Perth's urban tramway system and the fact that no purpose-built suburban railways were constructed in Perth until 1993. The road funding arrangements of the late nineteenth century are considered next, in order to demonstrate the very early basis for the present lavish non-repayable grants of money for road construction and maintenance by all three layers of government. The development of private and government bus networks is detailed last, with particular attention paid to the failure of private urban bus operators in the 1950s and the subsequent formation of a government owned and operated urban bus monopoly. The capital structure and accounting practices of public transport modes are analysed to provide a critique of popular myths concerning the merits of each. In order to obtain an impression of the changing political view of different transport modes, the attitude of politicians to public transport and the private motor car over the last one hundred and twenty years is captured in summary narrations of some of the more important parliamentary transport debates. Two possible explanations of public transport decline are discussed in conclusion; one relying a neoclassical economic theory of marginal pricing, and the other on an observation on the fate of large capital investments in the modern party-based democratic system of government.

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Cole, Peter. "Urban rail perspectives in Perth, Western Australia : modal competition, public transport, and government policy in Perth since 1880." Murdoch University, 2000. http://wwwlib.murdoch.edu.au/adt/browse/view/adt-MU20061122.125641.

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The decline of public transport in Western Australia is observed in four separate historical studies which narrate the political and administrative history of each major urban transport mode. Perth's suburban railway system is examined as part of the State's widespread rail network, including the extravagantly-equipped short-lived suburban railway in Kalgoorlie. Political interference in early railway operations is studied in detail to determine why Perth's rail-based public transport systems were so poorly developed and then neglected or abandoned for much of the twentieth century. The llnique events in Kalgoorlie at the turn of the century are presented as potent reasons for the early closure of Perth's urban tramway system and the fact that no purpose-built suburban railways were constructed in Perth until 1993. The road funding arrangements of the late nineteenth century are considered next, in order to demonstrate the very early basis for the present lavish non-repayable grants of money for road construction and maintenance by all three layers of government. The development of private and government bus networks is detailed last, with particular attention paid to the failure of private urban bus operators in the 1950s and the subsequent formation of a government owned and operated urban bus monopoly. The capital structure and accounting practices of public transport modes are analysed to provide a critique of popular myths concerning the merits of each. In order to obtain an impression of the changing political view of different transport modes, the attitude of politicians to public transport and the private motor car over the last one hundred and twenty years is captured in summary narrations of some of the more important parliamentary transport debates. Two possible explanations of public transport decline are discussed in conclusion; one relying a neoclassical economic theory of marginal pricing, and the other on an observation on the fate of large capital investments in the modern party-based democratic system of government.

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3

Ho, Philip C. "Urban transportation systems policy analysis." Thesis, Virginia Polytechnic Institute and State University, 1986. http://hdl.handle.net/10919/94453.

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The goal of this study is to promote understanding of the complexities of urban systems. The main objective of this research project is to establish a systematic framework in order that planners can analyze and understand the implications that public policies have on urban development and transportation planning perspectives. We examine a system dynamics model of a hypothetical region which evolves with time. The urban development process is represented by the integration of land use, property market, job market, population, and transportation infrastructure. The interactions within each subsystem and between them are studied through scenario analysis using simulation (Dynamo Ill) and analytical techniques. The range of policy covers social and economic measures, traffic strategies, transit management, and highway expansion programs. Certain combinations of these options are also studied. Population distribution and travel time are the two key performance indicators. In so far as people's adaptation to inflating travel cost is not accounted for in the utility model, the travel time improvements associated with the pricing policy is likely to be overestimated. In as much as regional transportation planning can benefit through local traffic measures, reduction in collection-distribution time improves accessibility and reduces additional travel, partly offsetting the travel time savings otherwise gained. The most desirable state of development - social, urban, and transportation - according to the final analysis points towards the expansion of highway capacity, the control of land use, the expansion of bus fleet, and the restructuring of transit fare. While the resulting improvement in travel time is at least as promising as a number of other alternatives, the suggested set of policy changes is relatively easy to implement, reasonably inexpensive, and least controversial.
M.S.

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4

Bastos, Ronaldo Rocha. "Policy evaluation within a microanalytic framework : an application in Brazil." Thesis, University of Liverpool, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.329661.

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Takayanagi, Mimi 1970. "Urban transportation policies toward sustainability of mega-cities." Thesis, Massachusetts Institute of Technology, 2002. http://hdl.handle.net/1721.1/8131.

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Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2002.
Includes bibliographical references (p. 109-113).
A study was carried out on policies to address the environmental damage caused by urban public transportation in megacities. Policy recommendations were proposed to alleviate the environmental impact of transportation in two existing megacities, Mexico City and Guangzhou City, using lessons learned from previous experiences in two industrialized countries, the US and Japan. The objectives of this study were as follows: - Review the environmental problems caused by urban transportation; - Examine policies previously tried in developed countries to counter the problems; - Examine methodologies to evaluate external costs of urban transportation from the perspective of environmental sustainability; - Propose, on the basis of case studies, measures to alleviate the environmental impact of transportation in existing megacities. The megacities of Mexico City, Guangzhou City, and Tokyo are suffering from similar environmental problems caused by transportation such as local air pollution of ozone, NOx and suspended particular matter. The causes of pollution such as lack of both internalizing environmental externalities and long-term perspective are common. Policy recommendations were made for each mega city, taking into account the city's historical, cultural, and political background. Through the case studies, the importance of proper enforcement of the policies as well as well-planned transportation policies was found. Only integrated transportation and environment policies and effective policy implementation will enable the recommendations proposed here to achieve the goal of more sustainable urban transportation systems.
by Mimi Takayanagi.
S.M.

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Ho, Siu-kui. "Sensitivity of parameters in transportation modelling on the implication of network requirement : a case study of Hong Kong /." [Hong Kong] : University of Hong Kong, 1986. http://sunzi.lib.hku.hk/hkuto/record.jsp?B1233361X.

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King, David Andrew. "Exploring the localization of transportation planning essays on research and policy implications from shifting goals in transportation planning /." Diss., Restricted to subscribing institutions, 2009. http://proquest.umi.com/pqdweb?did=1876284401&sid=1&Fmt=2&clientId=1564&RQT=309&VName=PQD.

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8

Townsend, Craig. "In whose interest?: a critical approach to Southeast Asia's urban transport dynamics." Thesis, Townsend, Craig (2003) In whose interest?: a critical approach to Southeast Asia's urban transport dynamics. PhD thesis, Murdoch University, 2003. https://researchrepository.murdoch.edu.au/id/eprint/363/.

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During recent decades, urban transport systems in Southeast Asia's industrialising high growth economies were transformed. The ownership and use of privately owned cars and motorcycles grew in all cities, simultaneous to the introduction of new forms of public transportation including rail rapid transit in the larger metropolises. While these cities all experienced dynamic change, the relative rate and direction of the changes to urban transport systems varied greatly as did levels of success. Singapore emerged as a highly efficient transit metropolis whilst Bangkok and other cities gained notoriety as some of the world's great traffic disasters. Why these differences emerged, particularly given a regional and global context of increasing interaction and exchange of ideas and of capital flows, presents a compelling question largely unanswered by previous research. A review of the general state of knowledge about urban transport worldwide reveals fundamental disagreements over basic questions such as the social value of motorisation, the relative merits of specific modes and technologies, and prescriptions for change. However, there is a general consensus that interest groups or rent-seekers influence urban transport, which can not be understand in solely technical or value-free terms. A literature review focused on Southeast Asian cities finds that in contrast to theoretical perspectives on cities of the industrialised world, there is less acknowledgement of interests and values and more emphasis on instrumental knowledge which can be used to address immediate problems such as rapid growth in motorisation, traffic congestion, and pollution. Questions such as who wins and who loses from changes to urban transport systems are not systematically examined in the existing literature on Southeast Asian cities. In order to address this gap, a case study analysis of three key cities, Bangkok, Kuala Lumpur, and Singapore is undertaken. This analysis utilises policy and planning documents, monographs and academic works, newspapers and archival materials, discussions with key informants, and participant observation, to reveal the significant actors and processes which shape urban transport. The study finds that the presence or absence of actors and complexions of interests in the development of urban land, urban transport equipment, infrastructure construction and operation, and local environmental improvements are linked to specific urban transport outcomes. The findings provide a basis for future research, particularly in cities of the developing world characterised by economic growth, rapid motorisation of urban transport systems, and substantial inequalities of wealth and power.

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9

Townsend, Craig. "In whose interest? : a critical approach to Southeast Asia's urban transport dynamics /." Townsend, Craig (2003) In whose interest?: a critical approach to Southeast Asia's urban transport dynamics. PhD thesis, Murdoch University, 2003. http://researchrepository.murdoch.edu.au/363/.

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During recent decades, urban transport systems in Southeast Asia's industrialising high growth economies were transformed. The ownership and use of privately owned cars and motorcycles grew in all cities, simultaneous to the introduction of new forms of public transportation including rail rapid transit in the larger metropolises. While these cities all experienced dynamic change, the relative rate and direction of the changes to urban transport systems varied greatly as did levels of success. Singapore emerged as a highly efficient transit metropolis whilst Bangkok and other cities gained notoriety as some of the world's great traffic disasters. Why these differences emerged, particularly given a regional and global context of increasing interaction and exchange of ideas and of capital flows, presents a compelling question largely unanswered by previous research. A review of the general state of knowledge about urban transport worldwide reveals fundamental disagreements over basic questions such as the social value of motorisation, the relative merits of specific modes and technologies, and prescriptions for change. However, there is a general consensus that interest groups or rent-seekers influence urban transport, which can not be understand in solely technical or value-free terms. A literature review focused on Southeast Asian cities finds that in contrast to theoretical perspectives on cities of the industrialised world, there is less acknowledgement of interests and values and more emphasis on instrumental knowledge which can be used to address immediate problems such as rapid growth in motorisation, traffic congestion, and pollution. Questions such as who wins and who loses from changes to urban transport systems are not systematically examined in the existing literature on Southeast Asian cities. In order to address this gap, a case study analysis of three key cities, Bangkok, Kuala Lumpur, and Singapore is undertaken. This analysis utilises policy and planning documents, monographs and academic works, newspapers and archival materials, discussions with key informants, and participant observation, to reveal the significant actors and processes which shape urban transport. The study finds that the presence or absence of actors and complexions of interests in the development of urban land, urban transport equipment, infrastructure construction and operation, and local environmental improvements are linked to specific urban transport outcomes. The findings provide a basis for future research, particularly in cities of the developing world characterised by economic growth, rapid motorisation of urban transport systems, and substantial inequalities of wealth and power.

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10

Paris, Chris. "Social theory and housing policy." Phd thesis, Canberra, ACT : The Australian National University, 1986. http://hdl.handle.net/1885/130120.

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11

Ripplinger, David. "Organizing Transit in Small Urban and Rural Communities." Diss., North Dakota State University, 2012. https://hdl.handle.net/10365/26729.

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The justification of government support of rural transit on the basis of the presence of increasing returns to scale and the most efficient regional organization of transit is investigated. Returns to density, size, and scope at most levels of output were found. Cost subadditivity, where a monopoly firm can provide service at a lower cost than two firms, was found for many, but not all observations. The presence of natural monopoly in rural transit in a strict sense is rejected. The findings and implications are directly applicable to rural transit in North Dakota and should be helpful in informing future federal policy as well as rural transit policy, service design, and operation in other states.

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12

Innes, Robert George. "An evaluation framework for citizen participation in urban transportation planning." Thesis, University of British Columbia, 1988. http://hdl.handle.net/2429/28339.

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Although the planning and implementation of recent transportation projects have attempted to involve the public at critical stages, the persistence of conflicts between an efficient metropolitan transportation system and the needs of residents of the quiet enjoyment of their communities suggests the need to study and evaluate the effectiveness of participatory planning. This thesis explores the role of citizen participation in urban transportation planning and proposes an evaluation framework which is tested through its application to two recent transportation projects. This framework includes nine requisites for effective citizen participation which were drawn from the literature and the review of other related transportation case studies. These requisites relate to: •Objectives Defined •Good Timing •Effective Communications •Accessibility to the Process •Government Responsiveness •Community Representation •Commitment •Credibility •Flexibility By drawing on the experiences and perceptions of key participants of each case, the thesis assessed the effectiveness of each program. An evaluation matrix which is also based on these requisites is also proposed as a planning tool. The framework is tested through its application to the Cassiar Street Connector case in Vancouver and the Kensington Avenue Overpass project in Burnaby. Selected participants covering the local community, and appointed and elected municipal and provincial officials who were involved in each case were interviewed. Through their perceptions and insights, the framework was used to assess the effectiveness of the citizen participation component of the case. Results suggest that the framework can be considered a positive step towards a more general framework and towards a general improvement in the field of evaluation. While not a conclusive or exhaustive list of requisites, the framework does offer the advantage of including those requisites which, according to both the literature and the interviewees, are fundamental to participatory planning. The proposed matrix should be considered as an effective planning tool which allows for evaluation and monitoring complete participation programs as well as focussing on a specific requisite. Furthermore, it can be used as both an interim and final report card on a citizen participation program. The matrix also lends itself to a spreadsheet application. The thesis suggests the importance of a well defined organizational structure for citizen participation such as an advisory body or supervisory committee. These structures appear to offer advantages in providing a forum for the major participants, including the affected communities, to participate effectively in the planning process. Furthermore, the thesis recommends that the Provincial Ministry of Transportation and Highways' transportation planning efforts would benefit from a strong public consultation function, to complement its engineering and technical mandates.
Applied Science, Faculty of
Community and Regional Planning (SCARP), School of
Graduate

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13

Tse, Pui-keung Derek. "The greening of urban transport in Hong Kong /." Hong Kong : University of Hong Kong, 1994. http://sunzi.lib.hku.hk/hkuto/record.jsp?B1401774X.

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14

Golbuff, Laura. "Moving beyond physical mobility : blogging about cycling and urban transport policy." Thesis, Cardiff University, 2014. http://orca.cf.ac.uk/73196/.

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It is often acknowledged that movement exists in multiple, interdependent forms and that we live in an Information Age. However, mobilities perspectives on contemporary cycling tend to neglect the a) interconnections between transport (physical mobility of people and objects) and communication (mobility of symbolic information) b) paradigmatic shifts in modernity that affect how and why we communicate about transport. This thesis responds to such neglect. Firstly, it places urban cycling in an internet context by examining practices and perceptions of policy blogging, asking why do individuals blog about cycling-related transport policy and to what effect? Secondly, it analyses the answers to these questions through the theoretical lens of the risk society and reflexive modernisation theses. Empirical data is the result of 46 semi-structured interviews with bloggers and expert system representatives, mostly in London, New York and Paris. Blogging about cycling-related transport policy is shown to be an individualised response to the perceived failings of expert systems, as well as in Giddens’ words, a ‘reflexive project of the self’. Citizens who may otherwise only be policy subjects or passive consumers of transport, emerge as policy, media and civil society actors by virtue of their ability to publish information, which forms the basis of social relations. Through blogging, they produce and mobilise knowledge. Knowledge claims mediated by blogging interact with expert systems responsible for transport, which in turn adapt; routine institutional practices evolve; a new order emerges; blogging makes a difference. That difference is however limited, not least because the public remains reliant on expert systems. Ultimately, despite the obvious importance of physical mobility to cycling, this thesis seeks to move beyond it. Information and communication technologies have radically altered how we - researchers, the public, expert system representatives - communicate about and understand cycling, and as such, this project argues for a renewed emphasis on mobilities in a genuinely plural sense of the word as being about more than physically moving from A to B.

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Cheng, Chien-Ke. "Sustainable urban design within contemporary urban policy| A comparative study between Chicago and Taipei." Thesis, Illinois Institute of Technology, 2013. http://pqdtopen.proquest.com/#viewpdf?dispub=3574932.

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This research and methodology develop a set of statistical measurements to evaluate sustainability — in terms of desired high urban density, walkability for community amenity and convenience for everyday life — at the level of urban design for the cities of Chicago, USA and Taipei, Taiwan. The method, based upon GIS (Geographical Information System) technology, is used at this spatial level and for this type of academic study for the first time. The research analyzes and compares the percentage of each city's population living within the "Quarter Mile Radius Sphere of Influence" (QMSI) for three classes of community amenities: parks, public elementary schools, and subway stations. The new and unique statistical data obtained in this thesis show a great disparity between the two cities.

1. Chicago has 31.98% of its population living within the QMSI of public elementary schools. Taipei has 49.64% of its population living within the QMSI of public elementary schools.

2. For subway stations, Chicago has only 8.09% of its population living in the QMSI, while Taipei has 25.99%.

3. For urban parks, Chicago has 44.06% of its population living in the QMSI, while Taipei has 88.80%.

Further, based upon comparison, this research also discovers that the "sweet spot" areas — intersection of the QMSIs of all three community amenities — are mostly distributed along subway lines. With this indication, the research visualizes and supports the objective of improved public transit and walkability as key factors for sustainability in urban design in this case. The research also demonstrates the usefulness of GIS technology's new application in urban design studies for the future. The research shows that this new method has applicability for academic studies in other urban contexts, and for future international urban design and planning.

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Orchard, Lionel. "Whitlam and the cities : urban and regional policy and social democratic reform." Title page, table of contents and abstract only, 1987. http://web4.library.adelaide.edu.au/theses/09PH/09pho641.pdf.

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Yilmaz, Begum. "Political And Legal Documents For Ensuring Sustainable Urban Transportation." Master's thesis, METU, 2011. http://etd.lib.metu.edu.tr/upload/12613773/index.pdf.

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Principle of sustainability, as in all areas, is becoming a major issue in urban transportation planning all around the world. Urban transportation political and legal documents are statutory basis of urban transportation plans and projects and developed countries have established urban transportation political and legal documents to ensure that local governments implement plans and projects in line with the sustainability principle. In this thesis, it is intended to analyze the sufficiency of central government&rsquo
s political and legal documents on urban transportation in Turkey in realizing the sustainability of urban transportation plans and projects. For this aim, political and main legal documents of sustainable urban transportation in United States of America (USA) and United Kingdom (UK), which is accepted as one of the leaders in the world about sustainable transportation, are analyzed. Based on this analysis a checklist has been produced, highlighting headings for sustainable urban transportation that should be present in a country&rsquo
s political and legal documents in order to guide and perhaps enforce local governments. Then this checklist has been applied to Turkey to determine strengths and weaknesses of political documents and legislations in Turkey with regards to sustainable urban transportation. A comparative analysis has also been carried out with Turkey, USA and UK under three main headings which are policy documents
guidance papers for local governments, acts and laws
and nation-wide studies. As a result, strengths and weaknesses about political and legal basis of sustainable urban transportation in Turkey have been illustrated and recommendations were made for Turkey to adopt guidance papers and legislations.

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Manaugh, Kevin. "Incorporating issues of social justice and equity into transportation planning and policy." Thesis, McGill University, 2013. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=117075.

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For most of the 20th century transportation planning goals were almost entirely mobility-based; transportation systems were primarily seen as a means to efficiently, safely, and quickly connect people and freight to desired destinations. However, as the century progressed, cultural, societal and ecological movements had major impacts on how planners perceive transportation networks and public transit more specifically. Several overlapping concerns have altered the role that planners and policy-makers see for transportation and land use planning. Environmental degradation, air pollution, traffic congestion, an unsure energy future, and global climate change, for example, have drastically redefined priorities for planners and policy-makers. These concerns have led to an increasing interest in public transit and active transportation—walking and cycling—as potential solutions to many environmental problems. Concurrent to these shifts, concerns of social equity and environmental justice have also entered the transportation planning framework. However, while transportation planning goals have shifted in recent decades to encompass social justice and environmental goals, many of these aims do not have clear indicators or accepted ways of measuring progress. In addition, while these diverse values and ideals do often underlie policy, they can have contradictory influence on transportation planning decisions. Transportation benefits include, what might be termed "tangible" or easily measured outcomes, however, many goals that address issues of social equity have "intangible" outcomes. Not only are the former easier to measure and to present to the public, but they often have more political capital than more socially progressive goals. While a rich body of research has explored these issues, most current planning documents do not make explicit that these conflicts of value exist. The concern from an equity planning standpoint is that very real and important environmental concerns will lead away from the other important roles that transportation systems can play in providing equitable outcomes. In light of these concerns, this dissertation sets out to address four research questions: •How do municipalities and transit agencies balance economic, social, and environmental goals and objectives in transportation plans? •How do these decisions affect outcomes, particularly with regards to social equity? •How can current methods of measuring and understanding active transportation and neighbourhood walkability be improved to better capture these wide ranging objectives? •How can these findings be used to improve decision-making in the future?This dissertation highlights the importance of adopting a multi-dimensional and mixed methods approach to examining complex urban issues and processes, and contributes to knowledge in three ways:•Identifies a set of indicators that capture elements of social equity in transportation planning and decision-making;•Develops methodologies to measure outcomes of transportation infrastructure using accessibility measures that focus on the desired destinations of residents; and•Deepens the understanding of how people and households of different socio-economic status “respond” to measures of local and regional accessibility. While most—if not all—studies do "control for" socio-economic factors, my work makes these factors the primary focus.In doing so, this research brings awareness of important transportation-related social equity goals and increases the role that these goals may play in decision-making processes.
La planification des transports au 20e siècle a été principalement fondée sur l'objectif de la mobilité : les systèmes de transport ont été vus avant tout comme un moyen sécuritaire, rapide et efficace de mettre en réseau des personnes et de transporter des marchandises. Cependant, au fil du siècle, les mouvements culturels, sociétaux et écologiques ont peu à peu changé la façon dont les planificateurs perçoivent le transport en général et le transport en commun spécifiquement. Plusieurs préoccupations se chevauchant ont profondément modifié le rôle que les urbanistes et les élus attribuent au transport et à l'aménagement du territoire. La dégradation de l'environnement, la pollution atmosphérique, la congestion routière, l'avenir énergétique, et les changements climatiques, ont radicalement redéfini les priorités du transport. Ces préoccupations ont conduit à un intérêt croissant pour le transport en commun et pour le transport actif, la marche et le vélo, apparaissant de plus en plus comme des solutions potentielles aux problèmes environnementaux.Cependant, en dehors de ces préoccupations environnementales, des questions importantes se posent en matière de redistribution et de justice sociale. Les nouvelles infrastructures de transport offrent des avantages évidents tels que l'accès facilité a une destination voulue, la stimulation du développement économique ou la réduction des temps de déplacement. En outre, bien que diverses valeurs et idéaux sous-tendent une politique, ceux-ci peuvent influencer de manière contradictoire les décisions prises en matière de planification des . Cependant, de nombreux objectifs ayant trait aux questions d'équité sociale sont «intangibles» en matière de résultats quantifiables. Cela les rend difficiles à présenter à la population, ce qui conduit à des décisions aux gains potentiels plus grands en terme de capital politique que ne le sont des objectifs de progrès social difficilement mesurables.À la lumière de ces préoccupations, cette thèse vise à répondre à quatre questions de recherche: •Comment les municipalités et les organismes de planification du transport équilibrent le traitement des objectifs économiques, sociaux et environnementaux dans les plans de transport?•Comment ces décisions influencent les résultats, en particulier en ce qui concerne l'équité sociale?•Comment les méthodes de mesure actuelles, la compréhension du transport actif et le potentiel piétonnier d'un quartier peuvent être améliorés afin de mieux en saisir les des objectifs généraux?•Comment ces résultats seront utilisés à l'avenir pour améliorer la prise de décision? Cette thèse met en évidence l'importance d'adopter des méthodes multidimensionnelles et des approches mixtes lors de l'examen des questions complexes et des processus urbains ; elle contribue à l'enrichissement de la connaissance de trois façons:•Par l'identification d'un ensemble d'indicateurs qui rendent compte des facteurs d'équité sociale dans la planification des transports et dans la prise de décision;•Par l'élaboration des méthodes permettant d'évaluer une infrastructure de transport en utilisant des mesures d'accessibilité qui se concentrent sur les destinations souhaitées par les résidents;•Par une meilleure compréhension de la façon dont les gens et les ménages de différentes catégories socio-économiques «répondent» à des paramètres d'accessibilité locale et régionale. Alors que la plupart, sinon toutes les études ne font qu'utiliser les facteurs socio-économiques, mon travail se concentre directement sur ces facteurs, avec pour objectif principal de les mettre au premier plan.Ce faisant, cette recherche participe à une prise de conscience de l'importance des objectifs d'équité sociale reliés au transport et souligne le rôle que ces objectifs peuvent jouer dans les processus décisionnels.

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Jayasundara, Herath Mudiyanselage. "Achieving objectives of the national transport policy of Sri Lanka at the urban level transport issues and options /." View the Table of Contents & Abstract, 1995. http://sunzi.lib.hku.hk/hkuto/record.jsp?B14801668.

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Kreycik, Philip W. "Factors affecting the gas price elasticity of travel demand : implications for transportation emissions policy." Thesis, Massachusetts Institute of Technology, 2016. http://hdl.handle.net/1721.1/103265.

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Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, 2016.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 146-154).
This thesis explores the possibility of reducing transportation emissions by reducing the growth of demand for travel in the United States light-duty vehicle fleet. Many government agencies seek to reduce the environmental and social ills associated with excess travel demand (e.g. congestion, reduced safety during travel, local pollution and noise, energy consumption, and climate change). These agencies have many tools at their disposal to reduce vehicle miles traveled (VMT) per capita - including encouraging compact mixed-use development, providing alternatives to single occupancy vehicle travel such as transit and biking and walking infrastructure, and restricting/regulating driving alone for instance by providing less parking. But the fastest way to reduce travel demand is through higher pricing that accounts for the externalities that drivers impose upon each other and society more broadly. The degree to which higher pricing can reduce travel demand is a function of two interrelated factors: 1) how high of a price increase is politically feasible to implement, and 2) the degree to which the driving public responds to the higher cost of driving. Both these factors vary over time. Given that carbon pricing and/or higher gas taxes are likely to take years to gain broader political acceptability, the future price elasticities of travel demand are just as relevant as today's elasticities. Therefore, this thesis focuses on the variability of price elasticity, the factors that explain this variation, and how these factors might change in the future. Using a diverse set of methods including literature review, semi-structured interviews, and odometer data, I find evidence that the magnitude of price elasticity is lower for vehicles of higher fuel economy, for vehicles further from the urban center, and for vehicles in lower income zipcodes. This is the first analysis I am aware of that evaluates the variation of the price elasticity of travel demand within a metro area, an approach that is important to the understanding the political feasibility of pricing and as a lens to the future effectiveness of pricing. It suggests that gas price increases will affect certain households in very different ways, with the most inelastic households simply paying more to maintain their lifestyle and the most elastic households pushed to make significant changes to their daily travel patterns and opportunities. These two types of impact may lead to different types of resistance to the policy. As for the future, the findings regarding fuel economy and distance to the urban center are particularly relevant, as we foresee society continues to become more metropolitan and the vehicle fleet is increasingly comprised of high fuel economy vehicles. Finally, the magnitude of price response suggested by both my interviews and my odometer data analysis suggests that price is still a significant determining factor in distance driven; therefore, policy that increases the cost of driving remains an important emissions reduction strategy.
by Philip W. Kreycik.
M.C.P.

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21

Bernstein, Autumn Rachel. "Technical Assistance for Disadvantaged Communities Seeking Grant Funding| A Case Study of the Affordable Housing and Sustainable Communities Program." Thesis, University of California, Davis, 2018. http://pqdtopen.proquest.com/#viewpdf?dispub=10681478.

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Disadvantaged communities in California and across the US encounter unique barriers to attracting competitive funding for affordable housing, economic development, sustainability initiatives and other needs. This paper examines an effort underway in California to overcome these barriers by providing subsidized technical assistance to disadvantaged communities that apply for certain cap and trade-funded grant programs. Specifically, we evaluate the effectiveness of California’s technical assistance (TA) pilot run by the California Strategic Growth Council (SGC) for the Affordable Housing & Sustainable Communities (AHSC) Grant Program. We find that applicants who received comprehensive technical assistance, such as the services provided by the SGC TA pilot, enjoyed a strong competitive advantage over those who do not receive assistance. We also find evidence that projects aimed at serving disadvantaged communities see greater benefits from technical assistance than projects in more affluent communities.

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Beamon, Benita M. "Quantifying the effects of road pricing on roadway congestion and automobile emissions." Diss., Georgia Institute of Technology, 1994. http://hdl.handle.net/1853/25670.

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Gudz, Eric Matthew. "Guiding Spaces Towards Inclusivity| How Roadway Design can Increase the Prevalence of Active Transportation and Catalyze the Propensity of Inclusionary Public Policy." Thesis, University of California, Davis, 2016. http://pqdtopen.proquest.com/#viewpdf?dispub=10165932.

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With the goal of improving the integration of multiple travel modes into traditional roadway designs, many jurisdictions have considered road diets, characterized by reductions in vehicular traffic lanes and reallocation of right-of-way for other modes. Studies show that road diets can improve safety without slowing automobile traffic, but benefits for pedestrians and bicyclists have not been widely documented. Furthermore, the potential for our built environment, specifically roadway redesign, to promote the integration of more inclusive design remains open for further exploration. To address this gap, the effects of a road diet project in Davis, CA were examined. Data were collected on the number of bicyclists and pedestrians at key intersections and automobile travel times along the corridor before and after the road diet treatment. The analysis shows that every intersection studied experienced a statistically significant increase in the number of bicyclists during either or both the morning and evening peak periods. On average across all intersections studied along the corridor, the number of bicyclists using Fifth Street increased by 243%, but the change in pedestrian volumes was not statistically significant. Contrary to common fears about road diets, automobile travel times decreased a statistically significant amount during the evening peak. A nearly 10 percentage point change in bicyclist gender distribution was recorded after the road diet, providing insight towards an increased perception of safety and comfort among Fifth Street bicyclists and the expanded potential of roadway designs for inclusionary social planning. As demonstrated by this study, the reconfiguration of our roadways towards multimodality has definite potential to not only address health, environmental, and safety concerns but also to move roadways towards more balanced gender accessibility.

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Nahuis, Roel. "The politics of innovation in public transport : issues, settings and displacements /." Utrecht : Koninklijk Nederlands Aardrijkskundig Genootschap, 2007. http://www.loc.gov/catdir/toc/fy0804/2008400372.html.

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Univ., Diss.--Utrecht, 2007.
Introduction: displacements, public transport and democracy -- Where are the politics? perspectives on democracy and technology -- Theory and method: issues, settings and displacements -- Following the issues: the case of self-service in the Amsterdam trams -- Settings and framing: the case of a flexible public transport system -- Displacements and democratic quality: the case of high-quality public transport in Utrecht -- Displacements: dynamics and democratic quality.

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Fang, Yi. "An urban traffic network model using GIS technology." Virtual Press, 1992. http://liblink.bsu.edu/uhtbin/catkey/845978.

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This creative project was proposed to develop a GIS model for transportation planning purposes with the ARC/INFO software. The urban street network in the GIS model was based on urban arterial systems in the city of Muncie, Indiana. The model was also expected to demonstrate the applicability of GIS technology in transportation planning. Several transportation planning techniques were tested with the model which included road and traffic data inventory, optimum pathing, road capacity analysis, traffic shift study modeling, and graphic presentation. The case study was targeted on road capacity analysis of urban arterial network as well as study of alternative traffic route for the urban route of State Road 32 in Muncie. The project began with an discussion of GIS technology, GIS application in planning, and ARC/INFO software programs. Then an urban street information model was developed in form of digital network in the computer database which could perform the functions of data inventory, spatial traffic analysis, and mapping manipulation. Finally the case studies were performed to demonstrate the application of this GIS network model. The findings and analysis results generated by GIS operation were used to evaluate the traffic conditions as well as to determine the feasibility of alternative route for State Road tables, ARC/INFO macro programs, traffic maps, and print-out of analysis results.
Department of Urban Planning

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Sturgeon, Lianne Renee. "The Impact of Transportation Network Companies on Public Transit: A Case Study at the San Francisco International Airport." Scholarship @ Claremont, 2019. https://scholarship.claremont.edu/scripps_theses/1318.

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The emergence and rapid growth of Transportation Network Companies (TNCs), such as Uber and Lyft, has challenged the transportation industry by offering a new mode of transportation to consumers. It is imperative that transit agencies and cities understand the effect of TNCs on public transit usage to make informed decisions. This study analyzes the impact of TNCs on Bay Area Rapid Transit (BART) ridership at the San Francisco International Airport (SFO) to measure the effect of TNCs on public transit. Using a fixed effects model to analyze hourly BART and TNC ridership data from 2011 to 2018, these findings suggest that TNCs are a substitute to BART. Before the entrance of TNCs, BART ridership at the BART SFO station increases. However, with the presence of TNCs, BART ridership at the SFO station decreases. Further research will proxy for transportation demand using hourly air traffic data at SFO and an instrumental variable for TNC supply to reduce endogeneity.

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Kessler, Matthew L. "How Transportation Network Companies Could Replace Public Transportation in the United States." Scholar Commons, 2017. http://scholarcommons.usf.edu/etd/7045.

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The quantity of cell phone applications or mobile apps have seen an upsurge at an exponential rate in under a decade. Many have been created for a variety of industries, including transportation. The advent and subsequent commercialized implementation of near-instant transport by a middleman-type of app is now known as a Transportation Network Company or TNC. Examples of the more renowned TNCs are Uber, Lyft and Sidecar. In recent years, TNCs have cultivated a tremendous following, to the degree of taxicab desertion. Moreover, the massive success of TNCs led to expansion of its capacities into public transportation. The TNC’s expeditious popularity has garnered the attention of government and transit agencies. Without fail, TNCs can complement, supplement or compete with transit. However, sparsely has there been any deep discussion about a TNC potentially supplanting transit. The aim of this paper is to show how TNCs could replace public transportation in the United States if subsidized at the same level of transit agencies. Austin, Texas was analyzed as the case study city. A comparison of subsidization between Austin’s transit agency: Cap Metro, the local TNCs, and on a national aggregate level was conducted. The evidence herein clearly shows that TNCs are highly competitive when in revenue service operating at full capacity, potentially replacing public transportation.

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Herzberg, Susie. "Urban transport planning and the use of the bicycle." Title page, contents and abstract only, 1987. http://web4.library.adelaide.edu.au/theses/09PLM/09plmh582.pdf.

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Finkelpearl, Max. "Neoliberalism, Rationality, and the Politics of Congestion Pricing in New York City." Oberlin College Honors Theses / OhioLINK, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=oberlin1590068724079849.

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Kam, Yee-sheung Karen. "A study of the Hong Kong government's transport policy : the formulation of a comprehensive, multi-pronged approach to solving traffic congestion in Hong Kong /." Hong Kong : University of Hong Kong, 1996. http://sunzi.lib.hku.hk/hkuto/record.jsp?B17507546.

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Jayasundara, Herath Mudiyanselage. "Achiving objectives of the national transport policy of Sri Lanka at the urban level: transport issues and options." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1995. http://hub.hku.hk/bib/B31258888.

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Gerner, R. P. "Urban design and the Better Cities Program the influence of urban design on the outcomes of the Program /." Connect to full text, 2002. http://hdl.handle.net/2123/578.

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Thesis (Ph. D.)--University of Sydney, 2002.
Title from title screen (viewed Apr. 28, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Dept. of Architecture, Planning and Allied Arts, Faculty of Architecture. Includes bibliography. Also available in print form.

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Pasidis, Ilias. "Urban transport externalities." Doctoral thesis, Universitat de Barcelona, 2017. http://hdl.handle.net/10803/404487.

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Chapter 2 of this dissertation estimates the joint causal effect of highway and railway Infrastructure on the suburbanization of population in European cities. Using a unique dataset of 579 European cities from 29 European countries during the period 1961-2011, I provide evidence that an additional highway ray displaces on average approximately 9 percent of the central city population to the suburbs in Europe's cities. However, Roman and Medieval cities appear to be more resilient to this process. Indeed, this existence of historical amenities in the cities of Europe appears to provide a reasonable explanation for these differences, providing some of the first empirical evidence for Brueckner et al. ( 1999)'s theory. Chapter 3 of this dissertation tests and confirms the 'fundamental law of highway congestion' for the cities of Europe. Using different approaches, I find an elasticity of Vehicle Kilometres Travelled (VKT) with respect to highway lane km in the range of 0. 7-1. In a second stage, I estimate the effect of the increase in highway traffic on the emissions of some of the most harmful air pollutants. For nitrogen oxides, the estimated elasticity is approximately 0.10 - I.e. a ten-percent increase in highway traffic causes a one-percent increase in nitrogen oxide emissions. Sulphur dioxide also seems to increase considerably with highway traffic. Furthermore, the heterogeneous analysis shows that the increase in traffic congestion and urban air pollution is higher in cities with- out tolls - a finding that substantiates congestion pricing - and in cities without subways - a finding that corroborates rapid transit policies. Chapter 4, in contrast, analyses the bidirectional relationship between high- way accidents and traffic congestion for highways In England. The research design is based on the daily and hourly specific mean reversion pattern of highway traffic, which can be used to define a recurrent congestion benchmark. Using this benchmark, I am able to identify the causal effect of accidents on non-recurrent traffic congestion. The results of this analysis suggest that a marginal decrease in the average speed due to an accident is about 7.8 km/h, while the journey time increases by around 27 percent when I consider the duration of this effect. Another important finding is that the effect declines by 70-75 percent after the first quarter of an hour. Finally, a back-of- the- envelope calculation suggests that an accident causes on average a 70-minute traffic delay per km for the users of that particular highway segment, while this effect Is 160 minutes in recurrently congested segments. Chapter 5 uses geo-located data of retail rents, shop vacancies and footfall in the Netherlands to quantify shopping externalities. First, a theoretical model formalizes the existence of vacancies in the property market and establishes the relationship between shop rents and footfall, as well between vacancies and footfall. Identification is obtained using a novel research design based on spatial differences of footfall between intersecting shopping streets. The estimates imply an elasticity of rental in- come with respect to footfall of about 0.25 and about 0.1 with respect to the number of shops. The latter is substantial compared to the elasticities in the agglomeration economies literature. A shop's marginal benefit of a pedestrian passing by Is about 0.004 euros. The study also shows that footfall reduces shop vacancy rates consider-ably. Using the estimated elasticity of rental income, welfare considerations can be made taking into account new and existing shops. An average annual subsidy of about 10 percent of the rent to a new shop is welfare optimal, but when subsidies are given to existing shops, subsidies to shops that generate more footfall should be substantially higher.

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Bianco, Martha J. "Private Profit Versus Public Service: Competing Demands in Urban Transportation History and Policy, Portland, Oregon, 1872-1970." PDXScholar, 1994. https://pdxscholar.library.pdx.edu/open_access_etds/4754.

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This dissertation is a case study of the history of urban transportation policy in Portland, Oregon, between 1872 and 1970. The emphasis is on mass transit policy formulated and implemented by the private and public sectors as response to crises within both the local transit industry and the urban political economy. These crises are placed in the context of the continuing conflict between the industry's right to profit and its obligation to meet the competing demands of its constituencies: ridership's demands for low fares and comprehensive service; labor's demands for competitive wages; downtown businesses' demands for peak-hour service; and the regulatory demands imposed by the city and state. The development of Portland's mass transit policy is presented within the larger context of urban transportation policy and planning in general and is compared with the experiences of other cities throughout the country. This study concludes the primary crises that defined urban transportation policy in Portland can be divided into two types. Those that existed during the period of private ownership arose from the conflicting demands of the various actors in the transportation policy process. There were also those crises that arose just prior to and during the transition to public ownership: in addition to the traditional conflicts that had been present--labor, ridership, the city--there were new elements of conflict between the central city and the growing suburbs. This study also concludes that the decline of transit began in 1919 and that the roots of this decline lie in the structure of the industry, its place in the local political economy, and in its inherently antagonistic relationship with the city. While the use of the automobile, suburbanization, and highway development were all significant factors in accelerating transit's decline, they alone do not explain transit's decline. Finally, this study concludes that in the Portland case, it was a combination of several factors that worked together to facilitate the implementation of public ownership and operation of transit in Portland, including growing concern about the weakening economic strength of the central city and the availability of new sources of implementation funding.

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Rickwood, Peter. "The impact of physical planning policy on household energy use and greenhouse emissions." Electronic version, 2009. http://hdl.handle.net/2100/1085.

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This thesis investigates the impact of physical planning policy on combined transport and dwelling-related energy use by households. Separate analyses and reviews are conducted into dwelling-related and transport-related energy use by households, before a model is developed to investigate the city-wide implications of different land-use scenarios in Sydney, Australia. The analysis of household energy use in Chapter 3 suggests that medium density housing (i.e. lose-rise apartments, townhouses, and terraces) is likely to result in the lowest per-capita energy use, while also allowing for sufficient densities to make frequent public transport service viable. The analysis of transport energy in Chapter 4 confirms that increasing urban density is associated with decreased car ownership and use, independent of other factors. However, land use changes alone are likely to result in modest changes to travel behaviour. The results of the scenario modelling in Chapters 7-9 support the view that changes to land use alone can reduce household energy consumption, but the changes, even over a long time period (25 years) are small (~0-10%) for all but the most extreme land-use policies. Instead, a coordinated (land-use/transport and other policy levers) approach is much more effective. The results confirm that it is transport energy that is most sensitive to planning policy, but that a combined consideration of dwelling-related and transport-related energy use is still useful. The micro-simulation model developed to assess the impact of different land-use planning scenarios allows the establishment of a lower-bound estimate of the effect that housing policy has on household energy use, assuming ‘business as usual’ transport policy, household behaviour, and technology.

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Dur, Fatih. "The integrated land use and transportation indexing model : assessing the sustainability of the Gold Coast, Australia." Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/54190/1/DurFatih_PhD_Thesis_20120511.pdf.

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Urban sustainability and sustainable urban development concepts have been identified as the ultimate goal of many contemporary planning endeavours and have become central concepts on which the urban development policies are formulated. In the confinement of these concepts, land use and transport integration has been highlighted as one of the most important policy objectives considering the interrelationship between them and available intervention means of planning. While its interpretation varies, in Australia, it has been embraced as integration of land use and transport planning/policies and been an integral part of regional and local plans. Accordingly, a number of principles have been defined to guide its implementation, to name a few, planning for compact and connected urban development, encouraging active transport modes, creation of mixed-use activity centres and public transport precincts, provision of high quality public transport services, and enhancing character and amenity of urban areas. However, there is lack of an evaluation framework to measure the extent of achievement of implementation of these principles. In pursuit of filling this gap, this study aims to devise an evaluation framework to measure the performance of urban settings according to the integration principles in South East Queensland, Australia context and to demarcate problematic areas which can be intervened by planning tools...

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Gandham, Tanvi. "The Need for Enhanced Physical Infrastructure in the United States." Scholarship @ Claremont, 2018. http://scholarship.claremont.edu/cmc_theses/1761.

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史耀昌 and Yiu-cheong Sze. "The bidding for urban rail development right: a study of transport policy in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2003. http://hub.hku.hk/bib/B27013005.

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Amirinejad, Ghazal. "Ambiguity at the peri-urban interface and its influences on flood management." Thesis, Queensland University of Technology, 2019. https://eprints.qut.edu.au/130827/2/Ghazal_Amirinejad_Thesis.pdf.

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This study explores how current flood management policy-making has been influenced by a lack of accurate knowledge - and the substantial ambiguities that exist as an integral part of the peri-urbanisation phenomenon in South East Queensland, Australia. The central conclusion of this research is that land use management in a flood prone area is directly impacted by the peri-urban phenomenon with its spectrum of ambiguities. It was also found that an understanding of peri-urban characteristics differs substantially amongst key stakeholders, and, combined with both ambiguity and a context of rapid, often fragmented development, this difference in understanding may influence policy-making in flood prone areas.

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Perveen, Sajida. "Modelling the transport impacts of urban growth scenarios: A perspective from South East Queensland, Australia." Thesis, Queensland University of Technology, 2018. https://eprints.qut.edu.au/122902/1/Sajida_Perveen_Thesis.pdf.

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This research aimed to evaluate alternative urban growth scenarios by using representative transport impact indicators at different spatial and temporal scale. The assessment of key indicators at multi-scale level helped for ranking the alternative scenarios in terms of their suitability for promoting sustainable urban growth with least environmental externalities. In addition to the key transport impact indicators and alternative scenario of the future urban growth as major contributions to knowledge, this research provides an empirical approach to inform and assist decision-makers, practitioners and stakeholders in applying the meta-narrative of sustainable development at regional, city and local level.

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Learnihan, Vincent B. "The physical environment as an influence of walking in the neighbourhood : objective measurement and validation." University of Western Australia. School of Population Health, 2007. http://theses.library.uwa.edu.au/adt-WU2008.0033.

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Over the last decade, there has been rapid growth in research into the influence of the physical environment on physical activity. Previously, individual and social factors dominated research into the influences of physical activity. This new area of study has been built on the understanding that the physical environment may create an opportunity or a barrier to engagement in physical activity behaviours (Sallis & Owen, 1997). This research develops objectively measured features of the physical environment in order to investigate relationships with walking behaviour. Public health research of this nature is still at a preliminary stage, although research expertise outside of public health including transportation, urban planning and geographic information science has much to contribute to this emerging field. This study investigated walking in the neighbourhood in a sample of adults residing in Perth, Western Australia. Objective measurement of the physical environment using Geographic Information Systems (GIS) was conducted including measurement of street connectivity, residential density, land use mix and retail floor area ratio at three different geographic scales (suburb, census collection district, 15 minute walk from a survey participants home). These measures were then combined into an index known as a walkability index and validated against survey participant reported data on walking within the neighbourhood using binary logistic regression. Among other findings, the evidence presented shows that depending on which geographic scale the physical environment is measured at and what type of walking in the neighbourhood is reported, the strength of relationship varies between an objectively measured walkability index and walking behaviour in the neighbourhood. These findings highlight the need to differentiate between walking for transport and walking for recreation, health and exercise when investigating the relationship between physical activity and the environment. These findings also show the importance of geographic scale of measurement in the relationship between physical activity and the physical environment, and the need for current high quality geographic data in this type of research.

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Maracini, Andrew J. "Participatory planning process in bicycle transportation planning : Madison County, Indiana." Virtual Press, 1997. http://liblink.bsu.edu/uhtbin/catkey/1048401.

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This project examines the effectiveness of a citizens' advisory committee initiated by the author to assist in the development of a bicycle facilities plan for Madison County, Indiana. A "ladder of citizen participation" was used to rank the level of citizen participation achieved. The MCCOG Bicycle Facility Plan was authored as part of the creative project is also studied in this project. Two components of the plan that were analyzed were the plan's success in meeting performance criteria, and the plan's approach in dealing with the question of separating bicycle traffic from auto traffic or integrating bicycles with auto traffic.This study finds that the participatory process is dynamic and that the level of citizen participation is variable and perhaps progressive. The plan was measured for meeting benchmarks of accessibility and continuity in its proposed routes. Local systems were found to have an integrated approach, while regional systems tend to have a nearly even mix of separated and integrated route systems.
Department of Urban Planning

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Krizek, Kevin J. "Relationships between neighborhood-scale urban form, travel behavior, and residential location : implications for land use and transportation planning and policy /." Thesis, Connect to this title online; UW restricted, 2001. http://hdl.handle.net/1773/10829.

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Choi, Chung-sing Johnson, and 蔡頌聲. "Bicycle use and sustainable transport in Hong Kong: a case study of Shatin." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2007. http://hub.hku.hk/bib/B4501369X.

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Griffith, Kyle C. "The Unmaking of an Embargo: How Policy Entrepreneurs at the Individual, State, and National Levels are Creating New Paths for Policy Change in Modern United States-Cuba Relations." ScholarWorks@UNO, 2016. http://scholarworks.uno.edu/td/2148.

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Throughout the Cold War antagonisms of the twentieth century, the United States (US) championed greater global economic cooperation and an embrace of free market principles to encourage economic growth. Post World War II, passage of the Bretton Woods Agreement institutionalized this political agenda effectively establishing the rules of global commerce. The result has been increased economic participation and trade liberalization. One of the last remaining vestiges of Cold War hostility and impediments to trade is the US economic embargo of Cuba, in place since 1960. Increasingly seen as a policy failure, the US has taken steps in the past two years to normalize relations with Cuba. At the same time, after extended conflicts in Afghanistan and Iraq, economic recession, and political polarization over the last fifteen years the US finds itself in a position of ambiguity towards additional foreign commitments. American efforts to open Cuba to two-way commerce serve both national security and economic foreign policy agendas. For Cubans, removal of the embargo represents an opportunity for normal relations with the world’s largest economy and access to capital and markets that come with it. The purpose of this study is to test the theory political economy, which attempts to understand society through the intersection of economic, political, and social functions, using US-Cuba diplomacy as a case study (Yin, 2009). Working within a multiple streams framework, the investigator examined how economic policy is changed under politically ambiguous conditions through a series of 20 semi-structured qualitative interviews and content analysis of secondary data sources (Zahariadis, 2014). Specifically, the study explored the behavior of interested individuals from the US and Cuba, so-called policy entrepreneurs, and their influence on the policymaking process during an open policy window. Research results suggest that policy entrepreneurs operate at the individual, state, and national scales of society using a variety of symbols to create and broaden opportunities for policy change. Across all three levels, US and Cuban policy entrepreneur’s behavior is guided by the search for rationality in ambiguous times, but their agency is bounded by the institutionally determined parameters of what is legally and politically acceptable.

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Olwert, Craig Thomas. "A Computable General Equilibrium Model of the City with Optimization of its Transportation Network: Impacts of Changes in Technology, Preferences, and Policy." The Ohio State University, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=osu1269369926.

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McConnell, Joshua B. (Joshua Bryan) 1974. "A life-cycle flexibility framework for designing, evaluating and managing "complex" real options : case studies in urban transportation and aircraft systems." Thesis, Massachusetts Institute of Technology, 2007. http://hdl.handle.net/1721.1/39334.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2007.
Includes bibliographical references.
Designing a flexible system with real options is a method for managing uncertainty. This research introduces the concept of "complex" real options, which are composed of interconnected echnological, organizational and process components. "Complex" real options differ from the "standard" real options described in the literature in the option life-cycle activities of design, evaluation and management. To address the challenges posed by "complex" real options, the Life-Cycle Flexibility (LCF) Framework was created. The framework addresses issues along the entire life-cycle of an option, in both technical and social system dimensions. Two case studies were considered in this research to better understand "complex" real options and test the LCF Framework: 1) a large blended wing body aircraft in a commercial aircraft manufacturing enterprise and, 2) Intelligent Transportation System (ITS) capabilities in an urban region with multiple public and private stakeholders. For the case studies, both a quantitative and qualitative analysis was completed. System dynamics and traffic demand models were used to quantitatively evaluate flexibility for each case study. Forty interviews with practitioners were conducted to better understand the practical challenges associated with flexible systems.
(cont.) This research found that there are significant differences between "standard" and "complex" real options. In the design phase, enterprise architecture issues must be considered either as a precursor or simultaneously with the design of the option. In the evaluation stage, option valuation techniques more sophisticated than those found in the real options literature were needed to value the "complex" real options. In the management stage, political considerations were of great importance as political opposition could prevent option exercise from occurring. Without the LCF framework, existing processes for evaluating real options are not adequate for taking into account the interacting technical, organizational and process components of 'complex" real options. In summary, this research provides new insights into the design, evaluation and management of "complex" real options.
by Joshua Bryan McConnell.
Ph.D.

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Ho, Siu-kui, and 何兆鉅. "Sensitivity of parameters in transportation modelling on the implication of network requirement: a casestudy of Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1986. http://hub.hku.hk/bib/B31975070.

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Nickl, Andre. ""Urban sustainability in the Global South and the role of integrated transport solutions : experiences from Latin America with a focus on Chile's TranSantiago" : a thesis submitted to the Victoria University of Wellington in partial fulfilment of the requirements for the degree of Master of Development Studies /." ResearchArchive@Victoria e-Thesis, 2008. http://hdl.handle.net/10063/1141.

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Pereira, Rafael Henrique Moraes. "Distributive justice and transportation equity : inequality in accessibility in Rio de Janeiro." Thesis, University of Oxford, 2018. http://ora.ox.ac.uk/objects/uuid:3552ca9f-25c0-4d2f-acdd-0649de911afc.

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Public transport policies play a key role in shaping the social and spatial structure of cities. These policies influence how easily people can access opportunities, including health and educational services and job positions. The accessibility impacts of transport policies thus have important implications for social inequalities and for the promotion of just and inclusive cities. However, in the transportation literature, there is still little theoretically informed understanding of justice and what it means in the context of transport policies. Moreover, few studies have moved beyond descriptive analyses of accessibility inequalities to evaluate how much those inequalities result from transport policies themselves. This is particularly true in cities from the global South, where accessibility and equity have so far remained marginal concerns in the policy realm. This thesis builds on theories of distributive justice and examines how they can guide the evaluation of transport policies and plans. It points to pathways for rigorous assessment of the accessibility impacts of transport policies and it contributes to current discussions on transportation equity. A justice framework is developed to assess the distributional effects of transport policies. This framework is then applied to evaluate recent transport policies developed in Rio de Janeiro (Brazil) in preparation to host sports mega-events, such as the 2014 FIFA World Cup and the 2016 Olympic Games, which included substantial expansion of the rail and Bus Rapid Transit (BRT) infrastructure. This research presents ex-post analyses of the policies implemented between 2014 and 2017 and ex-ante analysis of an as yet unfinished BRT project. It evaluates how the planned transport legacy of those mega-events impacted accessibility to sports venues, healthcare facilities, public schools and job opportunities for different income groups. The results show that there were overall accessibility benefits from the expansion in transport infrastructure between 2014 and 2017, but these were generally offset by the reduction in bus service levels that followed an economic crisis that hit the city after the Olympics. Quasi-counterfactual analysis suggests that, even if the city had not been hit by the economic crisis, recent transport investments related to mega-events would have led to higher accessibility gains for wealthier groups and increased inequalities in access to opportunities. Results suggest that those investments had, or would have had, greater impact on inequalities of access to jobs than in access to schools and healthcare facilities. The evaluation of the future accessibility impacts of the unfinished BRT corridor, nonetheless, indicates that such project could significantly improve access to job opportunities for a large share of Rio's population, particularly lower-income groups. Spatial analysis techniques show that the magnitude and statistical significance of these results depend on the spatial scale and travel time threshold selected for cumulative opportunity accessibility analysis. These results demonstrate that the ad-hoc methodological choices of accessibility analysis commonly used in the academic and policy literature can change the conclusions of equity assessments of transportation projects.

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Dissertations / Theses on the topic 'Urban transportation policy Australia'

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