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Description
It has been identified in the literature that there exists a link between the built environment and non-motorized transport. This study aims to contribute to existing literature on the effects of the built environment on cycling, examining the case of the whole State of California. Physical built environment features are

It has been identified in the literature that there exists a link between the built environment and non-motorized transport. This study aims to contribute to existing literature on the effects of the built environment on cycling, examining the case of the whole State of California. Physical built environment features are classified into six groups as: 1) local density, 2) diversity of land use, 3) road connectivity, 4) bike route length, 5) green space, 6) job accessibility. Cycling trips in one week for all children, school children, adults and employed-adults are investigated separately. The regression analysis shows that cycling trips is significantly associated with some features of built environment when many socio-demographic factors are taken into account. Street intersections, bike route length tend to increase the use of bicycle. These effects are well-aligned with literature. Moreover, both local and regional job accessibility variables are statistically significant in two adults' models. However, residential density always has a significant negatively effect on cycling trips, which is still need further research to confirm. Also, there is a gap in literature on how green space affects cycling, but the results of this study is still too unclear to make it up. By elasticity analysis, this study concludes that street intersections is the most powerful predictor on cycling trips. From another perspective, the effects of built environment on cycling at workplace (or school) are distinguished from at home. This study implies that a wide range of measures are available for planners to control vehicle travel by improving cycling-level in California.
ContributorsWang, Kailai, M.U.E.P (Author) / Salon, Deborah (Thesis advisor) / Rey, Sergio (Committee member) / Li, Wenwen (Committee member) / Arizona State University (Publisher)
Created2015
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Description
Informal public transport is commonplace in the developing world, but the service exists in the United States as well, and is understudied. Often called "dollar vans", New York's commuter vans serve approximately 120,000 people every day (King and Goldwyn, 2014). While this is a tiny fraction of the New York

Informal public transport is commonplace in the developing world, but the service exists in the United States as well, and is understudied. Often called "dollar vans", New York's commuter vans serve approximately 120,000 people every day (King and Goldwyn, 2014). While this is a tiny fraction of the New York transit rider population, it is comparable to the total number of commuters who ride transit in smaller cities such as Minneapolis/St Paul and Phoenix. The first part of this study reports on the use of commuter vans in Eastern Queens based on a combination of surveys and a ridership tally, all conducted in summer 2016. It answers four research questions: How many people ride the vans? Who rides the commuter vans? Why do they ride commuter vans? Do commuter vans complement or compete against formal transit? Commuter van ridership in Eastern Queens was approximately 55,000 with a high percentage of female ridership. Time and cost savings were the main factors influencing commuter van ridership. Possession of a MetroCard was shown to negatively affect the frequency of commuter van ridership. The results show evidence of commuter vans playing both a competing and complementary role to MTA bus and subway transit. The second part of this study presents a SWOT analysis results of commuter vans, and the policy implications. It answers 2 research questions: What are the main strengths, weaknesses, opportunities and threats of commuter vans in Eastern Queens? and How do the current policies, rules and regulations affect commuter van operation? The SWOT analysis results show that the commuter van industry is resilient, performs a necessary service, and, with small adjustments that will help reduce operating costs and loss of profits have a chance of thriving in Eastern Queens and the rest of New York City. The study also discusses the mismatch between policy and practice offering recommendations for improvement to ensure that commuter vans continue to serve residents of New York City.
ContributorsMusili, Catherine (Author) / Salon, Deborah (Thesis advisor) / King, David (Committee member) / Kelley, Jason (Committee member) / Arizona State University (Publisher)
Created2017
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Description
Bicycle sharing systems (BSS) operate on five continents, and they change quickly with technological innovations. The newest “dockless” systems eliminate both docks and stations, and have become popular in China since their launch in 2016. The rapid increase in dockless system use has exposed its drawbacks. Without the order imposed

Bicycle sharing systems (BSS) operate on five continents, and they change quickly with technological innovations. The newest “dockless” systems eliminate both docks and stations, and have become popular in China since their launch in 2016. The rapid increase in dockless system use has exposed its drawbacks. Without the order imposed by docks and stations, bike parking has become problematic. In the areas of densest use, the central business districts of large cities, dockless systems have resulted in chaotic piling of bikes and need for frequent rebalancing of bikes to other locations. In low-density zones, on the other hand, it may be difficult for customers to find a bike, and bikes may go unused for long periods. Using big data from the Mobike BSS in Beijing, I analyzed the relationship between building density and the efficiency of dockless BSS. Density is negatively correlated with bicycle idle time, and positively correlated with rebalancing. Understanding the effects of density on BSS efficiency can help BSS operators and municipalities improve the operating efficiency of BSS, increase regional cycling volume, and solve the bicycle rebalancing problem in dockless systems. It can also be useful to cities considering what kind of BSS to adopt.
ContributorsCui, Wencong (Author) / Kuby, Michael (Thesis advisor) / Salon, Deborah (Committee member) / Thigpen, Calvin (Committee member) / Arizona State University (Publisher)
Created2018
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Description
This paper explores women and bicycling, with the focus of looking at how to get more women onto the bicycle in Tempe, Arizona. The main areas of interest for this study are improvements to bicycling infrastructure and an increase in the safety and the perception of safety of women cyclists

This paper explores women and bicycling, with the focus of looking at how to get more women onto the bicycle in Tempe, Arizona. The main areas of interest for this study are improvements to bicycling infrastructure and an increase in the safety and the perception of safety of women cyclists in the Tempe area. In order to explore this topic, an online survey of 75 Arizona State students was conducted. From the results women were primarily concerned with their safety due to the condition of the overall infrastructure and the lack of bicycle related improvements. Research such as this that examines women and cycling is significant due to the current underrepresentation of women in the cycling community and has the potential to improve safety and increase bicycle ridership.
ContributorsStarr, Nicole (Author) / Kelley, Jason (Thesis director) / Golub, Aaron (Committee member) / Barrett, The Honors College (Contributor) / Herberger Institute for Design and the Arts (Contributor) / School of Sustainability (Contributor)
Created2014-12
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Description
Defines the concept of the arcology as conceived by architect Paolo Soleri. Arcology combines "architecture" and "ecology" and explores a visionary notion of a self-contained urban community that has agricultural, commercial, and residential facilities under one roof. Two real-world examples of these projects are explored: Arcosanti, AZ and Masdar City,

Defines the concept of the arcology as conceived by architect Paolo Soleri. Arcology combines "architecture" and "ecology" and explores a visionary notion of a self-contained urban community that has agricultural, commercial, and residential facilities under one roof. Two real-world examples of these projects are explored: Arcosanti, AZ and Masdar City, Abu Dhabi, UAE. Key aspects of the arcology that could be applied to an existing urban fabric are identified, such as urban design fostering social interaction, reduction of automobile dependency, and a development pattern that combats sprawl. Through interviews with local representatives, a holistic approach to applying arcology concepts to the Phoenix Metro Area is devised.
ContributorsSpencer, Sarah Anne (Author) / Manuel-Navarrete, David (Thesis director) / Salon, Deborah (Committee member) / Barrett, The Honors College (Contributor) / School of Geographical Sciences and Urban Planning (Contributor) / School of Sustainability (Contributor)
Created2015-05
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Description
City planners often use bicycle friendly rating schemes as tools to guide them in their efforts to establish a bicycle community. However, the criteria and methodologies used vary from program to program and often do not encapsulate all of the necessary elements that comprise true bicycle friendliness. This report documents

City planners often use bicycle friendly rating schemes as tools to guide them in their efforts to establish a bicycle community. However, the criteria and methodologies used vary from program to program and often do not encapsulate all of the necessary elements that comprise true bicycle friendliness. This report documents the important elements, strategies, and best practices that well-established Dutch, Danish, and German bike friendly cities exhibit to create a baseline standard for bicycle friendliness. Not all rating programs' criteria and methodologies align perfectly within this understanding of bicycle friendliness. City planners should use these programs as tools while keeping their limitations in consideration. The City of Tempe currently uses the League of American Bicyclists Bicycle Friendly Community program and BikeScore.com. By understanding the limitations associated with these programs, Tempe should move forward in their pursuit of bicycle friendliness by using multiple rating programs simultaneously and by looking at top-rated cities' strategies to enhance their infrastructure, network, urban form, and biking culture.
ContributorsTrombino, Frank Michael (Author) / Golub, Aaron (Thesis director) / Kelley, Jason (Committee member) / Barrett, The Honors College (Contributor) / School of Geographical Sciences and Urban Planning (Contributor) / School of Sustainability (Contributor)
Created2014-05
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Description
Since 1979, Phoenix has been organized into 15 theoretically self-contained urban villages in order to manage rapid growth. The major objective of the village plan was to decrease demand for personal vehicle use by internalizing travel to the closest village core, or an adjacent village core, instead of expanding

Since 1979, Phoenix has been organized into 15 theoretically self-contained urban villages in order to manage rapid growth. The major objective of the village plan was to decrease demand for personal vehicle use by internalizing travel to the closest village core, or an adjacent village core, instead of expanding travel to one metropolitan core. Phoenix’s transition from a monocentric urban structure to a more polycentric structure has yet to be studied for its efficacy on this goal of turning personal vehicle travel inward. This paper pairs more conventional measures of automobile dependence, such as, use of alternative modes of transportation in place of private vehicle use and commute times, with more nuanced measures of internal travel between work and home, job housing ratio, and job industry breakdowns to describe Phoenix’s reliance on automobiles. Phoenix’s internal travel ratios were higher when compared to adjacent cities and either on-par or lower when compared to non-adjacent cities that were comparable to Phoenix in population density and size.
ContributorsCuiffo, Kathryn Victoria (Author) / King, David (Thesis director) / Salon, Deborah (Committee member) / Dean, W.P. Carey School of Business (Contributor) / Department of Psychology (Contributor) / Department of Economics (Contributor) / Barrett, The Honors College (Contributor)
Created2019-05
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Description
Bicyclist and pedestrian safety is a growing concern in San Francisco, CA,

especially given the increasing numbers of residents choosing to bike and walk. Sharing

the roads with automobiles, these alternative road users are particularly vulnerable to

sustain serious injuries. With this in mind, it is important to identify the factors that

influence the

Bicyclist and pedestrian safety is a growing concern in San Francisco, CA,

especially given the increasing numbers of residents choosing to bike and walk. Sharing

the roads with automobiles, these alternative road users are particularly vulnerable to

sustain serious injuries. With this in mind, it is important to identify the factors that

influence the severity of bicyclist and pedestrian injuries in automobile collisions. This

study uses traffic collision data gathered from California Highway Patrol’s Statewide

Integrated Traffic Records System (SWITRS) to predict the most important

determinants of injury severity, given that a collision has occurred. Multivariate binomial

logistic regression models were created for both pedestrian and bicyclist collisions, with

bicyclist/pedestrian/driver characteristics and built environment characteristics used as

the independent variables. Results suggest that bicycle infrastructure is not an important

predictor of bicyclist injury severity, but instead bicyclist age, race, sobriety, and speed

played significant roles. Pedestrian injuries were influenced by pedestrian and driver age

and sobriety, crosswalk use, speed limit, and the type of vehicle at fault in the collision.

Understanding these key determinants that lead to severe and fatal injuries can help

local communities implement appropriate safety measures for their most susceptible

road users.
ContributorsMcIntyre, Andrew (Author) / Salon, Deborah (Thesis advisor) / Kuby, Mike (Committee member) / Chester, Mikhail (Committee member) / Arizona State University (Publisher)
Created2016
Description

This project was inspired by Dr. Kelli L. Larson’s research which disproved three common landscaping misconceptions in the Phoenix Valley. The first misconception states that newcomers, not long-time Phoenicians more often have and prefer grassy lawns instead of xeric, desert-adapted landscapes when actually the opposite is true. Secondly, the rise

This project was inspired by Dr. Kelli L. Larson’s research which disproved three common landscaping misconceptions in the Phoenix Valley. The first misconception states that newcomers, not long-time Phoenicians more often have and prefer grassy lawns instead of xeric, desert-adapted landscapes when actually the opposite is true. Secondly, the rise in xeric landscapes is not due to personal choice but rather a variety of other factors such as developer decisions. Finally, Dr. Larson’s research also disproves the assumption that people who possess pro-environmental attitudes correspondingly demonstrate sustainable landscaping behavior, and finds that people with those attitudes actually tend to irrigate more frequently in the winter months. Debunking these misconceptions is important because the long-term impacts of global climate change could have effects on water use in the desert southwest, and promoting water conservation in urban residential landscaping is an important step in the creation of sustainable water use policy. <br/><br/>The goal of my project was to make this information more accessible to broader public audiences who may not have access to it outside of research circles. I decided to create a zine, a small batch, hand-made mini-magazine, centered around disproving these myths so that the information could be distributed to broader audiences. I conducted informal stakeholder interviews to inform my design in order to appeal to those audiences, and constructed a 16-page booklet which debunked the myths and encouraged critical thinking about individual water use and urban landscaping habits. The zine included hand-painted illustrations and was constructed as a physical copy with the intention of eventually copying and distributing both a physical and digital version. The purpose of this project is to create a way of accessing reliable information about urban landscaping for residents of the Phoenix Valley, where the climate and geography necessitate water conservation.

ContributorsThompson, Camryn Elizabeth (Author) / Larson, Kelli L. (Thesis director) / Foushée, Danielle (Committee member) / School of Sustainability (Contributor) / The Design School (Contributor) / School of Geographical Sciences and Urban Planning (Contributor) / Barrett, The Honors College (Contributor)
Created2021-05
Description

Much of modern urban planning in the United States is concerned with making cities more walkable. However, this is occurring as the urban landscape of the U.S. is altered radically by changes in crime patterns after the summer of 2020. This paper seeks to find out what the relationship is

Much of modern urban planning in the United States is concerned with making cities more walkable. However, this is occurring as the urban landscape of the U.S. is altered radically by changes in crime patterns after the summer of 2020. This paper seeks to find out what the relationship is between walkability and crime in major U.S. cities after 2020. Using multiple linear regressions at the city and neighborhood scale, walkability is found to be a significant, positive predictor of 2019 violent crime rate, 2020 violent crime rate, 2020 property crime rate, and 2020 total crime rate at the city level. It was found to be a positive, but not significant predictor at the neighborhood level. Walkability has no protective influence against crime/rising crime, and it appears that as crime gets worse it tends to get worse in the cities that are more walkable, but other variables such as African American population are better determinants of crime. Urban planners should seek to increase walkability while also finding a way to mitigate potential exposure to crime.

ContributorsWeisman, Holden (Author) / Kelley, Jason (Thesis director) / Salon, Deborah (Committee member) / Barrett, The Honors College (Contributor) / School of Geographical Sciences and Urban Planning (Contributor)
Created2023-05