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- All Subjects: Spatial analysis
- Creators: Gurney, Kevin
Description
Gerrymandering is a central problem for many representative democracies. Formally, gerrymandering is the manipulation of spatial boundaries to provide political advantage to a particular group (Warf, 2006). The term often refers to political district design, where the boundaries of political districts are “unnaturally” manipulated by redistricting officials to generate durable advantages for one group or party. Since free and fair elections are possibly the critical part of representative democracy, it is important for this cresting tide to have scientifically validated tools. This dissertation supports a current wave of reform by developing a general inferential technique to “localize” inferential bias measures, generating a new type of district-level score. The new method relies on the statistical intuition behind jackknife methods to construct relative local indicators. I find that existing statewide indicators of partisan bias can be localized using this technique, providing an estimate of how strongly a district impacts statewide partisan bias over an entire decade. When compared to measures of shape compactness (a common gerrymandering detection statistic), I find that weirdly-shaped districts have no consistent relationship with impact in many states during the 2000 and 2010 redistricting plan. To ensure that this work is valid, I examine existing seats-votes modeling strategies and develop a novel method for constructing seats-votes curves. I find that, while the empirical structure of electoral swing shows significant spatial dependence (even in the face of spatial heterogeneity), existing seats-votes specifications are more robust than anticipated to spatial dependence. Centrally, this dissertation contributes to the much larger social aim to resist electoral manipulation: that individuals & organizations suffer no undue burden on political access from partisan gerrymandering.
ContributorsWolf, Levi (Author) / Rey, Sergio J (Thesis advisor) / Anselin, Luc (Committee member) / Fotheringham, A. Stewart (Committee member) / Tam Cho, Wendy K (Committee member) / Arizona State University (Publisher)
Created2017
Description
Fossil fuel CO2 (FFCO2) emissions are recognized as the dominant greenhouse gas driving climate change (Enting et. al., 1995; Conway et al., 1994; Francey et al., 1995; Bousquet et. al., 1999). Transportation is a major component of FFCO2 emissions, especially in urban areas. An improved understanding of on-road FFCO2 emission at high spatial resolution is essential to both carbon science and mitigation policy. Though considerable research has been accomplished within a few high-income portions of the planet such as the United States and Western Europe, little work has attempted to comprehensively quantify high-resolution on-road FFCO2 emissions globally. Key questions for such a global quantification are: (1) What are the driving factors for on-road FFCO2 emissions? (2) How robust are the relationships? and (3) How do on-road FFCO2 emissions vary with urban form at fine spatial scales?
This study used urban form/socio-economic data combined with self-reported on-road FFCO2 emissions for a sample of global cities to estimate relationships within a multivariate regression framework based on an adjusted STIRPAT model. The on-road high-resolution (whole-city) regression FFCO2 model robustness was evaluated by introducing artificial error, conducting cross-validation, and assessing relationship sensitivity under various model specifications. Results indicated that fuel economy, vehicle ownership, road density and population density were statistically significant factors that correlate with on-road FFCO2 emissions. Of these four variables, fuel economy and vehicle ownership had the most robust relationships.
A second regression model was constructed to examine the relationship between global on-road FFCO2 emissions and urban form factors (described by population
ii
density, road density, and distance to activity centers) at sub-city spatial scales (1 km2). Results showed that: 1) Road density is the most significant (p<2.66e-037) predictor of on-road FFCO2 emissions at the 1 km2 spatial scale; 2) The correlation between population density and on-road FFCO2 emissions for interstates/freeways varies little by city type. For arterials, on-road FFCO2 emissions show a stronger relationship to population density in clustered cities (slope = 0.24) than dispersed cities (slope = 0.13). FFCO2 3) The distance to activity centers has a significant positive relationship with on-road FFCO2 emission for the interstate and freeway toad types, but an insignificant relationship with the arterial road type.
This study used urban form/socio-economic data combined with self-reported on-road FFCO2 emissions for a sample of global cities to estimate relationships within a multivariate regression framework based on an adjusted STIRPAT model. The on-road high-resolution (whole-city) regression FFCO2 model robustness was evaluated by introducing artificial error, conducting cross-validation, and assessing relationship sensitivity under various model specifications. Results indicated that fuel economy, vehicle ownership, road density and population density were statistically significant factors that correlate with on-road FFCO2 emissions. Of these four variables, fuel economy and vehicle ownership had the most robust relationships.
A second regression model was constructed to examine the relationship between global on-road FFCO2 emissions and urban form factors (described by population
ii
density, road density, and distance to activity centers) at sub-city spatial scales (1 km2). Results showed that: 1) Road density is the most significant (p<2.66e-037) predictor of on-road FFCO2 emissions at the 1 km2 spatial scale; 2) The correlation between population density and on-road FFCO2 emissions for interstates/freeways varies little by city type. For arterials, on-road FFCO2 emissions show a stronger relationship to population density in clustered cities (slope = 0.24) than dispersed cities (slope = 0.13). FFCO2 3) The distance to activity centers has a significant positive relationship with on-road FFCO2 emission for the interstate and freeway toad types, but an insignificant relationship with the arterial road type.
ContributorsSong, Yang (Author) / Gurney, Kevin (Thesis advisor) / Kuby, Michael (Committee member) / Golub, Aaron (Committee member) / Chester, Mikhail (Committee member) / Selover, Nancy (Committee member) / Arizona State University (Publisher)
Created2018