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In an effort to address the lack of literature in on-campus active travel, this study aims to investigate the following primary questions:<br/>• What are the modes that students use to travel on campus?<br/>• What are the motivations that underlie the mode choice of students on campus?<br/>My first stage of research

In an effort to address the lack of literature in on-campus active travel, this study aims to investigate the following primary questions:<br/>• What are the modes that students use to travel on campus?<br/>• What are the motivations that underlie the mode choice of students on campus?<br/>My first stage of research involved a series of qualitative investigations. I held one-on-one virtual interviews with students in which I asked them questions about the mode they use and why they feel that their chosen mode works best for them. These interviews served two functions. First, they provided me with insight into the various motivations underlying student mode choice. Second, they provided me with an indication of what explanatory variables should be included in a model of mode choice on campus.<br/>The first half of the research project informed a quantitative survey that was released via the Honors Digest to attract student respondents. Data was gathered on travel behavior as well as relevant explanatory variables.<br/>My analysis involved developing a logit model to predict student mode choice on campus and presenting the model estimation in conjunction with a discussion of student travel motivations based on the qualitative interviews. I use this information to make a recommendation on how campus infrastructure could be modified to better support the needs of the student population.

ContributorsMirtich, Laura Christine (Author) / Salon, Deborah (Thesis director) / Fang, Kevin (Committee member) / School of Public Affairs (Contributor) / School of Life Sciences (Contributor) / Barrett, The Honors College (Contributor)
Created2021-05
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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
This study adds to the literature about residential choice and sustainable transportation. Through the interviews and the personal stories gathered, there was diversity shown in the residential location choice process. We also noticed that “commute” means different things to different households, and that many people did not consider their commute

This study adds to the literature about residential choice and sustainable transportation. Through the interviews and the personal stories gathered, there was diversity shown in the residential location choice process. We also noticed that “commute” means different things to different households, and that many people did not consider their commute to work to be a primary factor determining their final home location. Moreover, many people were willing to increase their commute time, or trade access to desirable amenities for a longer commute. Commuting time to work was one example of the tradeoffs that homeowners make when choosing a home, but there were also others such as architectural type and access to neighborhood amenities. Lastly, time constraints proved to be a very significant factor in the home buying process. Several of our households had such strict time constraints that limited their search to a point of excluding whole areas. Overall, our study sheds light on transportation’s role in residential choice and underscores the complexity of the location choice process.
ContributorsKats, Elyse Nicole (Author) / Salon, Deborah (Thesis director) / Kuminoff, Nicolai (Committee member) / School of Sustainability (Contributor) / School of Geographical Sciences and Urban Planning (Contributor) / School of Community Resources and Development (Contributor) / Barrett, The Honors College (Contributor)
Created2019-05
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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
Transit ridership is declining in most cities throughout America. Public transportation needs to be improved in order for cities to handle urban growth, reduce carbon footprint, and increase mobility across income groups. In order to determine what causes changes in transit ridership, I performed a descriptive analysis of five metro

Transit ridership is declining in most cities throughout America. Public transportation needs to be improved in order for cities to handle urban growth, reduce carbon footprint, and increase mobility across income groups. In order to determine what causes changes in transit ridership, I performed a descriptive analysis of five metro areas in the United States. I studied changes in transit ridership in Dallas, Denver, Minneapolis, Phoenix, and Seattle from 2013 through 2017 to determine where public transportation works and where it does not work. I used employment, commute, and demographic data to determine what affects transit ridership. Each metro area was studied as a separate case because the selected cities are difficult to compare directly. The Seattle metro area was the only metro to increase transit ridership throughout the period of the study. The Minneapolis metro area experienced a slight decline in transit ridership, while Phoenix and Denver declined significantly. The Dallas metro area declined most of the five cities studied. The denser metro areas fared much better than the less dense areas. In order to increase transit ridership cities should increase the density of their city and avoid sprawl. Certain factors led to declines in ridership in certain metro areas but not all. For example, gentrification contributed to ridership decline in Denver and Minneapolis, but Seattle gentrified and increased ridership. Dallas and Phoenix experienced low-levels of gentrification but experienced declining ridership. Therefore, organizations such as the American Public Transportation Association (APTA) who attempt to find the single factor causing the decline in transit ridership, or the one factor that will increase ridership are misguided. Above all, this thesis shows that there is no single factor causing the ridership decline in each metro area, and it is wise to study each metro area as a separate case.
ContributorsBarro, Joshua Andrew (Co-author) / Barro, Joshua (Co-author) / King, David (Thesis director) / Salon, Deborah (Committee member) / School of Politics and Global Studies (Contributor) / Walter Cronkite School of Journalism & Mass Comm (Contributor) / Barrett, The Honors College (Contributor)
Created2019-05
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Description

Breast cancer affects about 12% of women in the US. Arguably, it is one of the most advertised cancers. Mammography became a popular tool of breast cancer screening in the 1970s, and patient-geared guidelines came from the American Cancer Society (ACS) and the US Preventative Task Force (USPSTF). This research

Breast cancer affects about 12% of women in the US. Arguably, it is one of the most advertised cancers. Mammography became a popular tool of breast cancer screening in the 1970s, and patient-geared guidelines came from the American Cancer Society (ACS) and the US Preventative Task Force (USPSTF). This research focuses on ACS guidelines, as they were the earliest as well as the most changed guidelines. Mammography guidelines changed over time due to multiple factors. This research has tracked possible causes of those changes. Research began with an extensive literature search of clinical trials, the New York Times and the Washington Post archives, systematic reviews, ACS and USPSTF archives.

Created2021-02-16
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Science fiction works can reflect the relationship between science and society by telling stories that are set in the future of ethical implications or social consequences of scientific advancements. This thesis investigates how the concept of reproduction is depicted in popular science fiction works.

Created2021-02-10
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By questioning methods of sex selection since their early development, and often discovering that they are unreliable, scientists have increased the creative and technological capacity of the field of reproductive health. The presentation of these methods to the public, via published books on timing methods and company websites for sperm

By questioning methods of sex selection since their early development, and often discovering that they are unreliable, scientists have increased the creative and technological capacity of the field of reproductive health. The presentation of these methods to the public, via published books on timing methods and company websites for sperm sorting, increased interest in, and influence of, sex selection within the global society. The purpose of explaining the history, interest, development, and impact of various sex selection methods in the mid-twentieth century based on the information that is available on them today is to show couples which methods have failed and provide them with the knowledge necessary to make an informed decision on how they choose to go about utilizing methods of sex selection.

Created2021-02-26
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By demonstrating the struggle for sound standard of care for non-medical reproductive health care providers during the nineteenth and early twentieth century, this project emphasizes what the standards of reproductive health care for abortion and contraception might be like if the organizations that made them so readily available, like Planned

By demonstrating the struggle for sound standard of care for non-medical reproductive health care providers during the nineteenth and early twentieth century, this project emphasizes what the standards of reproductive health care for abortion and contraception might be like if the organizations that made them so readily available, like Planned Parenthood, were defunded or criminalized in our modern setting.

Created2021-02-23
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On 29 June 1988, in Bowen v. Kendrick, the US Supreme Court ruled in a five-to-four decision that the 1981 Adolescent Family Life Act, or AFLA, was constitutional. Under AFLA, the US government could distribute federal funding for abstinence-only sexual education programs, oftentimes given to groups with religious affiliations. As

On 29 June 1988, in Bowen v. Kendrick, the US Supreme Court ruled in a five-to-four decision that the 1981 Adolescent Family Life Act, or AFLA, was constitutional. Under AFLA, the US government could distribute federal funding for abstinence-only sexual education programs, oftentimes given to groups with religious affiliations. As a federal taxpayer, Chan Kendrick challenged the constitutionality of AFLA, claiming it violated the separation of church and state. The Supreme Court found that although AFLA funded programs that aligned with certain religious ideologies, it was constitutional because it did not encourage government involvement in religion, and it held a valid secular purpose in seeking to prevent adolescent pregnancy and premarital sexual relations. By upholding AFLA, Bowen v. Kendrick enabled the US government to continue funding abstinence-only education, which researchers have found to be ineffective.

Created2021-02-26