As part of Arizona State University’s net-zero carbon initiative, 1000 mesquite trees were planted on a vacant plot of land at West Campus to sequester carbon from the atmosphere. Urban forestry is typically a method of carbon capture in temperate areas, but it is hypothesized that the same principle can be employed in arid regions as well. To test this hypothesis a carbon model was constructed using the pools and fluxes measured at the Carbon sink and learning forest at West Campus. As an ideal, another carbon model was constructed for the mature mesquite forest at the Hassayampa River Preserve to project how the carbon cycle at West Campus could change over time as the forest matures. The results indicate that the West Campus plot currently functions as a carbon source while the site at the Hassayampa river preserve currently functions as a carbon sink. Soil composition at both sites differ with inorganic carbon contributing to the largest percentage at West Campus, and organic carbon at Hassayampa. Predictive modeling using biomass accumulation estimates and photosynthesis rates for the Carbon Sink Forest at West Campus both predict approximately 290 metric tons of carbon sequestration after 30 years. Modeling net ecosystem exchange predicts that the West Campus plot will begin to act as a carbon sink after 33 years.

There is a need for indicators of transportation-land use system quality that are understandable to a wide range of stakeholders, and which can provide immediate feedback on the quality of interactively designed scenarios. Location-based accessibility indicators are promising candidates, but indicator values can vary strongly depending on time of day and transfer wait times. Capturing this variation increases complexity, slowing down calculations. We present new methods for rapid yet rigorous computation of accessibility metrics, allowing immediate feedback during early-stage transit planning, while being rigorous enough for final analyses. Our approach is statistical, characterizing the uncertainty and variability in accessibility metrics due to differences in departure time and headway-based scenario specification. The analysis is carried out on a detailed multi-modal network model including both public transportation and streets. Land use data are represented at high resolution. These methods have been implemented as open-source software running on commodity cloud infrastructure. Networks are constructed from standard open data sources, and scenarios are built in a map-based web interface. We conclude with a case study, describing how these methods were applied in a long-term transportation planning process for metropolitan Amsterdam.

Accessibility is increasingly used as a metric when evaluating changes to public transport systems. Transit travel times contain variation depending on when one departs relative to when a transit vehicle arrives, and how well transfers are coordinated given a particular timetable. In addition, there is necessarily uncertainty in the value of the accessibility metric during sketch planning processes, due to scenarios which are underspecified because detailed schedule information is not yet available. This article presents a method to extend the concept of "reliable" accessibility to transit to address the first issue, and create confidence intervals and hypothesis tests to address the second.