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Transportation infrastructure in urban areas has significant impacts on socio-economic activities, land use, and real property values. This dissertation proposes a more comprehensive theory of the positive and negative relationships between property values and transportation investments that distinguishes different effects by mode (rail vs. road), by network component (nodes vs.

Transportation infrastructure in urban areas has significant impacts on socio-economic activities, land use, and real property values. This dissertation proposes a more comprehensive theory of the positive and negative relationships between property values and transportation investments that distinguishes different effects by mode (rail vs. road), by network component (nodes vs. links), and by distance from them. It hypothesizes that transportation investment generates improvement in accessibility that accrue only to the nodes such as highway exits and light rail stations. Simultaneously, it tests the hypothesis that both transport nodes and links emanate short-distance negative nuisance effects due to disamenities such as traffic and noise. It also tests the hypothesis that nodes of both modes generate a net effect combining accessibility and disamenities. For highways, the configuration at grade or above/below ground is also tested. In addition, this dissertation hypothesizes that the condition of road pavement may have an impact on residential property values adjacent to the road segments. As pavement condition improves, value of properties adjacent to a road are hypothesized to increase as well. A multiple-distance-bands approach is used to capture distance decay of amenities and disamenities from nodes and links; and pavement condition index (PCI) is used to test the relationship between road condition and residential property values. The hypotheses are tested using spatial hedonic models that are specific to each of residential and commercial property market. Results confirm that proximity to transport nodes are associated positively with both residential and commercial property values. As a function of distance from highway exits and light rail transit (LRT) stations, the distance-band coefficients form a conventional distance decay curve. However, contrary to our hypotheses, no net effect is evident. The accessibility effect for highway exits extends farther than for LRT stations in residential model as expected. The highway configuration effect on residential home values confirms that below-grade highways have relatively positive impacts on nearby houses compared to those at ground level or above. Lastly, results for the relationship between pavement condition and residential home values show that there is no significant effect between them.

Some differences in the effect of infrastructure on property values emerge between residential and commercial markets. In the commercial models, the accessibility effect for highway exits extends less than for LRT stations. Though coefficients for short distances (within 300m) from highways and LRT links were expected to be negative in both residential and commercial models, only commercial models show a significant negative relationship. Different effects by mode, network component, and distance on commercial submarkets (i.e., industrial, office, retail and service properties) are tested as well and the results vary based on types of submarket.

Consequently, findings of three individual paper confirm that transportation investments mostly have significant impacts on real-estate properties either in a positive or negative direction in accordance with the transport mode, network component, and distance, though effects for some conditions (e.g., proximity to links of highway and light rail, and pavement quality) do not significantly change home values. Results can be used for city authorities and planners for funding mechanisms of transport infrastructure or validity of investments as well as private developers for maximizing development profits or for locating developments.
ContributorsSeo, Kihwan (Author) / Michael, Kuby (Thesis advisor) / Golub, Aaron (Committee member) / Salon, Deborah (Committee member) / Arizona State University (Publisher)
Created2016
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Description
The Romanian avant-garde artist Constantin Brancusi is considered one of the most significant artists of modern sculpture. This is due to his innovative use of materials, such as wood and marble, and his reduction and precision of form. Brancusi developed his abstraction with "primitive" sources of art in mind. This

The Romanian avant-garde artist Constantin Brancusi is considered one of the most significant artists of modern sculpture. This is due to his innovative use of materials, such as wood and marble, and his reduction and precision of form. Brancusi developed his abstraction with "primitive" sources of art in mind. This thesis examines how and to what extent primitivism played a central role in Brancusi's sculptures and his construction as a primitive artist.

Romanian folk art and African art were the two main sources of influence on Brancusi's primitivism. Brancusi identified himself with the Romanian peasantry and its folk culture. Romanian folk culture embraces woodcarving and folk literary fables--both of which Brancusi incorporated in his sculptures. In my opinion, Brancusi's wood pedestals, such as the Endless Column, are based on wood funerary, decorative, and architectural motifs from Romanian villages.

Brancusi was exposed to African art through his relationship with the New York avant-garde. The art dealers Alfred Stieglitz, Marius de Zayas, and Joseph Brummer exhibited Brancusi's sculptures in their galleries, in addition to exhibiting African art. Meanwhile, Brancusi's main patron John Quinn also collected African art. His interaction with the New York avant-garde led him to incorporate formal features of African sculpture, such as the oval forms of African masks, into his abstract sculptures. Brancusi also used African art to expose the racial prejudice of his time. African art, along with Romanian folk art, informed Brancusi's primitivism consistently throughout his long career as a modern sculptor.
ContributorsMiholca, Amelia (Author) / Mesch, Claudia (Thesis advisor) / Brown, Claudia (Committee member) / Forgács, Éva (Committee member) / Arizona State University (Publisher)
Created2014
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Description
Effective Altruism (EA), a moral philosophy concerned with accomplishing the greatest possible good in one’s lifetime, sees little utilitarian and/or humanitarian value in the arts. EA suggests that amidst so much global strife, the time, energy, and finances expended to create fleeting art would be put to better, more practical

Effective Altruism (EA), a moral philosophy concerned with accomplishing the greatest possible good in one’s lifetime, sees little utilitarian and/or humanitarian value in the arts. EA suggests that amidst so much global strife, the time, energy, and finances expended to create fleeting art would be put to better, more practical use in the fight against poverty. However, EA has yet to sufficiently account for sustainable art practice — an art form deeply rooted in utilitarianism and humanitarianism — and the possibility of its accompanying aesthetics as a constituent of utilitarian/humanitarian theories. The first chapter of this thesis illustrates an intersection of EA, sustainability, and aesthetics, detailing ways in which sustainable art and EA philosophy overlap, as well as problematizing EA’s dismissal of contemporary art practice. This chapter also points to sustainable art as one possible alternative art route for practicing artists with EA interests. Chapters two and three present case studies of Danish art collective SUPERFLEX and an American non-profit called the Land Art Generator Initiative (LAGI) and how their sustainable goals fit the utilitarian and humanitarian scope through which EA functions.
ContributorsNemelka, Kevin (Author) / Hoy, Meredith (Thesis advisor) / Mesch, Claudia (Committee member) / Sweeney, Gray (Committee member) / Arizona State University (Publisher)
Created2017
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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
Walking and bicycling bring many merits to people, both physically and mentally.

However, not everyone has an opportunity to enjoy healthy and safe bicycling and

walking. Many studies suggested that access to healthy walking and bicycling is heavily

related to socio-economic status. Low income population and racial minorities have

poorer

Walking and bicycling bring many merits to people, both physically and mentally.

However, not everyone has an opportunity to enjoy healthy and safe bicycling and

walking. Many studies suggested that access to healthy walking and bicycling is heavily

related to socio-economic status. Low income population and racial minorities have

poorer transportation that results in less walking and bicycling, as well as less access to

public transportation. They are also under higher risks of being hit by vehicles while

walking and bicycling. This research quantifies the relationship between socioeconomic

factors and bicyclist and pedestrian involved traffic crash rates in order to establish an

understanding of how equitable access to safe bicycling and walking is in Phoenix. The

crash rates involving both bicyclists and pedestrians were categorized into two groups,

minor crashes and severe crashes. Then, the OLS model was used to analyze minor and

severe bicycle crash rates, and minor and severe pedestrian crash rates, respectively.

There are four main results, (1) The median income of an area is always negatively

related to the crash rates of bicyclists and pedestrians. The reason behind the negative

correlation is that there is a very small proportion of people choosing to walk or ride

bicycles as their commuting methods in the high-income areas. Consequently, there are

low crash rates of pedestrians and bicyclists. (2) The minor bicycle crash rates are more

related to socio-economic determinants than the severe crash rates. (3) A higher

population density reduces both the minor and the severe crash rates of bicyclists and

pedestrians in Phoenix. (4) A higher pedestrian commuting ratio does not reduce bicyclist

and pedestrian crash rates in Phoenix. The findings from this study can provide a

reference value for the government and other researchers and encourage better future

decisions from policy makers.
ContributorsWu, Feiyi (Author) / Nelson, Trisalyn (Thesis advisor) / Salon, Deborah (Committee member) / Kuby, Michael (Committee member) / Arizona State University (Publisher)
Created2020
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Description
Since the mid-2000s, the domestic aviation industry has been influenced by new, rapidly growing ultra low-cost carriers (ULCCs) such as Allegiant Air, Spirit Airlines, and Frontier Airlines. These carriers augment the existing low-cost airline model by operating largely point-to-point routes with a minimum of passenger amenities. Existing literature, however, is

Since the mid-2000s, the domestic aviation industry has been influenced by new, rapidly growing ultra low-cost carriers (ULCCs) such as Allegiant Air, Spirit Airlines, and Frontier Airlines. These carriers augment the existing low-cost airline model by operating largely point-to-point routes with a minimum of passenger amenities. Existing literature, however, is limited for North American ULCCs, often lumping them together with mainstream low-cost carriers. The pattern of markets served by ULCCs is incongruous with the models of other airlines and requires further research to examine causal factors. This paper sought to establish conclusions about ULCCs and the relevant market factors used for airport choice decisions.The relationship between ULCC operations and airport choice factors was analyzed using three methods: a collection of 2019 flight data to establish existing conditions and statistics, two regression analyses to evaluate airport market variables, and three case studies examining distinct scenarios through qualitative interviews with airport managers. ULCC enplanement data was assembled for every domestic airport offering scheduled ULCC service in 2019. Independent variable data informed by previous research were collected for every Part 139 airport in the U.S. The first regression analysis estimated a OLS regression model to analyze the log of enplanements. The second model estimated a binary logistic equation for ULCC service as a 0-1 dependent variable. Case studies for Bellingham, Washington, Waco, Texas, and Lincoln, Nebraska were selected based on compelling airport factors and relevant ULCC experience. Results of the research methods confirm certain theories regarding ULCC airport choice, but left others unanswered. Maps of enplanements and market share revealed concentrations of ULCC operations on the East Coast. Each regression analysis showed a strong and positive relationship between population figures and the existence and quantity of ULCC operations. Tourism employment was only significantly related to enplanements. Other factors including distance and competition variables were significantly associated to ULCC service. Case studies revealed the importance of airport fees and costs in ULCC decision-making; factors that proved difficult to investigate quantitatively in this research. Further research may shed light on this complex and ever- changing subset of the domestic commercial aviation industry.
ContributorsTaplin, Drew (Author) / Kuby, Michael (Thesis advisor) / King, David (Committee member) / Salon, Deborah (Committee member) / Arizona State University (Publisher)
Created2021
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Description
Urban areas across the Unites States are facing a housing affordability crisis. One approach some cities and states have taken is to reduce or eliminate single-family zoning. Single-family zoning prevents the construction of more-affordable apartments in vast swaths of the American urban landscape. This policy shift has already occurred in

Urban areas across the Unites States are facing a housing affordability crisis. One approach some cities and states have taken is to reduce or eliminate single-family zoning. Single-family zoning prevents the construction of more-affordable apartments in vast swaths of the American urban landscape. This policy shift has already occurred in Minneapolis, Sacramento, and Oregon, and is under discussion in California, Massachusetts, and North Carolina, among others. Independent of any effects on housing affordability, changes to land use will have effects on transport. I evaluate these effects using a microsimulation framework. In order for land use policies to have an effect on transport, they need to first have an effect on land use, so I first build an economic model to simulate where development will occur given a loosening of single-family zoning. Transport outcomes will vary depending on which households live in which parts of the region, so I use an equilibrium sorting model to forecast how residents will re-sort across the region in response to the land use changes induced by new land-use policies. This model also jointly forecasts how many vehicles each household will choose to own. Finally, I apply an activity-based travel demand microsimulation model to forecast the changes in transport associated with the forecast changes from the previous models. I find that while there is opportunity for economically-feasible redevelopment of single-family homes into multifamily structures, the amount of redevelopment that will occur varies greatly depending on the exact expectations of developers about future market conditions. Redevelopment is focused in higher-income neighborhoods. The transport effects of the redevelopment are minimal. Average car ownership across the region does not change hardly at all, although residents of new housing units do have somewhat lower car ownership. Vehicles kilometers traveled, mode choice, and congestion change very little as well. This does not mean that upzoning does not affect transport in general, but that more nuanced proposals may be necessary to promote desirable transport outcomes. Alternatively, the results suggest that upzoning will not worsen transport outcomes, promising for those who support upzoning on affordability grounds.
ContributorsConway, Matthew Wigginton (Author) / Salon, Deborah (Thesis advisor) / Pfeiffer, Deirdre (Committee member) / Fotheringham, A Stewart (Committee member) / van Eggermond, Michael AB (Committee member) / Arizona State University (Publisher)
Created2021
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Description
Despite his critical role in the development of American Surrealism, Abstract Expressionism, and Postwar Assemblage, gay Filipino-American artist Alfonso Ossorio remains at the margins of the historiography of these movements. Born in Manila, Philippines, the artist immigrated to the United States in 1930 where he lived and worked until his

Despite his critical role in the development of American Surrealism, Abstract Expressionism, and Postwar Assemblage, gay Filipino-American artist Alfonso Ossorio remains at the margins of the historiography of these movements. Born in Manila, Philippines, the artist immigrated to the United States in 1930 where he lived and worked until his death in 1990 at his home city of East Hampton, New York. He is among the few Philippine-descended artists living in 20th-century America producing museum-collected works. Since America’s colonial occupation of the Philippines in the 19th-century, immigration has been increasing as a result of migrant labor, military recruitment, and economic exchange. However, the Philippine diaspora’s artistic contributions and visual identity before 1980 are largely under-researched in the United States. Queer artists of color, especially Filipinx-Americans, rarely feature in the dominant narratives of American modernity. Ossorio deeply inflected the trajectory of the American avant-garde yet his marginal place in the history demonstrates how art communities excluded queer and Philippine-American identities in the 20th-century during the development of two major American modernist movements. The scholarship has increased since Ossorio’s death in 1990 as a result of museum and gallery exhibitions. Previous writers focus on biographical description or contextualize Ossorio’s work within a broad movement category without considering Ossorio’s Filipino-American and gay identities in advanced detail from queer and critical race frameworks. These studies lack specific theoretical analysis around race, sexuality, and colonialism on Ossorio’s identity and his artistic communities. Through the analysis of his paintings and archival documents, this thesis argues that Ossorio’s negotiation of these intersecting minority categories is central to understanding his artistic production and his relationship to the American avant-garde. This research applies the current literature on queer theory, critical race theory, and postcolonial theory on Filipinx-American identity to Ossorio’s life and artwork. I center the work of Philippine psychologist Virgilio G. Enriquez with additions from Filipinx-American scholars Martin F. Manalansan IV, Vicente Rafael, Denise Cruz and American scholars art historian Richard Meyer and queer theorist Judith Butler when examining the artworks Untitled 1944 (1944) and Astonished Mother (1950) in the context of Surrealism and Abstract Expressionism respectively.
ContributorsMiranda, Matthew Villar (Author) / Afanador-Pujol, Angélica J. (Thesis advisor) / Mesch, Claudia (Committee member) / Bailey, Marlon M. (Committee member) / Guevarra Jr., Rudy P. (Committee member) / Arizona State University (Publisher)
Created2021
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Description

Deposits of dark material appear on Vesta’s surface as features of relatively low-albedo in the visible wavelength range of Dawn’s camera and spectrometer. Mixed with the regolith and partially excavated by younger impacts, the material is exposed as individual layered outcrops in crater walls or ejecta patches, having been uncovered

Deposits of dark material appear on Vesta’s surface as features of relatively low-albedo in the visible wavelength range of Dawn’s camera and spectrometer. Mixed with the regolith and partially excavated by younger impacts, the material is exposed as individual layered outcrops in crater walls or ejecta patches, having been uncovered and broken up by the impact. Dark fans on crater walls and dark deposits on crater floors are the result of gravity-driven mass wasting triggered by steep slopes and impact seismicity. The fact that dark material is mixed with impact ejecta indicates that it has been processed together with the ejected material. Some small craters display continuous dark ejecta similar to lunar dark-halo impact craters, indicating that the impact excavated the material from beneath a higher-albedo surface. The asymmetric distribution of dark material in impact craters and ejecta suggests non-continuous distribution in the local subsurface. Some positive-relief dark edifices appear to be impact-sculpted hills with dark material distributed over the hill slopes.

Dark features inside and outside of craters are in some places arranged as linear outcrops along scarps or as dark streaks perpendicular to the local topography. The spectral characteristics of the dark material resemble that of Vesta’s regolith. Dark material is distributed unevenly across Vesta’s surface with clusters of all types of dark material exposures. On a local scale, some craters expose or are associated with dark material, while others in the immediate vicinity do not show evidence for dark material. While the variety of surface exposures of dark material and their different geological correlations with surface features, as well as their uneven distribution, indicate a globally inhomogeneous distribution in the subsurface, the dark material seems to be correlated with the rim and ejecta of the older Veneneia south polar basin structure. The origin of the dark material is still being debated, however, the geological analysis suggests that it is exogenic, from carbon-rich low-velocity impactors, rather than endogenic, from freshly exposed mafic material or melt, exposed or created by impacts.

ContributorsJaumann, R. (Author) / Nass, A. (Author) / Otto, K. (Author) / Krohn, K. (Author) / Stephan, K. (Author) / McCord, T. B. (Author) / Williams, David (Author) / Raymond, C. A. (Author) / Blewett, D. T. (Author) / Hiesinger, H. (Author) / Yingst, R. A. (Author) / De Sanctis, M. C. (Author) / Palomba, E. (Author) / Roatsch, T. (Author) / Matz, K-D. (Author) / Preusker, F. (Author) / Scholten, F. (Author) / Russell, C. T. (Author) / College of Liberal Arts and Sciences (Contributor)
Created2014-09-15
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Description

We produced a geologic map of the Av-9 Numisia quadrangle of asteroid Vesta using Dawn spacecraft data to serve as a tool to understand the geologic relations of surface features in this region. These features include the plateau Vestalia Terra, a hill named Brumalia Tholus, and an unusual “dark ribbon”

We produced a geologic map of the Av-9 Numisia quadrangle of asteroid Vesta using Dawn spacecraft data to serve as a tool to understand the geologic relations of surface features in this region. These features include the plateau Vestalia Terra, a hill named Brumalia Tholus, and an unusual “dark ribbon” material crossing the majority of the map area. Stratigraphic relations suggest that Vestalia Terra is one of the oldest features on Vesta, despite a model crater age date similar to that of much of the surface of the asteroid. Cornelia, Numisia and Drusilla craters reveal bright and dark material in their walls, and both Cornelia and Numisia have smooth and pitted terrains on their floors suggestive of the release of volatiles during or shortly after the impacts that formed these craters. Cornelia, Fabia and Teia craters have extensive bright ejecta lobes. While diogenitic material has been identified in association with the bright Teia and Fabia ejecta, hydroxyl has been detected in the dark material within Cornelia, Numisia and Drusilla. Three large pit crater chains appear in the map area, with an orientation similar to the equatorial troughs that cut the majority of Vesta. Analysis of these features has led to several interpretations of the geological history of the region. Vestalia Terra appears to be mechanically stronger than the rest of Vesta. Brumalia Tholus may be the surface representation of a dike-fed laccolith. The dark ribbon feature is proposed to represent a long-runout ejecta flow from Drusilla crater.

ContributorsBuczkowski, D. L. (Author) / Wyrick, D.Y. (Author) / Toplis, M. (Author) / Yingst, R. A. (Author) / Williams, David (Author) / Garry, W. B. (Author) / Mest, S. (Author) / Kneissl, T. (Author) / Scully, J. E. C. (Author) / Nathues, A. (Author) / De Sanctis, M. C. (Author) / Le Corre, L. (Author) / Reddy, V. (Author) / Hoffmann, M. (Author) / Ammannito, E. (Author) / Frigeri, A. (Author) / Tosi, F. (Author) / Preusker, F. (Author) / Roatsch, T. (Author) / Raymond, C. A. (Author) / Jaumann, R. (Author) / Pieters, C. M. (Author) / Russell, C. T. (Author) / College of Liberal Arts and Sciences (Contributor)
Created2014-03-14