The coastal resources management plan for South Johore, Malaysia

Coastal zone management, Resource management, Johore, Malaysia,

The coastal resources management plan for South Johore, Malaysia.

Coastal zone management, Resource management, Johore, Malaysia, Resource /Energy Economics and Policy,

Transit oriented development

Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or planning body) it is absolutely essential to the long term viability of the transit investment (SKMG 1996, p. 4). The transit accessible area around the stations is generally far larger than the Transit Companys real estate can reach. Many studies have been undertaken to define the influence zone of transit stations, i.e. the probability that at a certain distance from the station an employee or resident is ready to use transit as a transportation alternative for commuting or other travel purposes. Walking distance is the general qualification, that means five to fifteen minutes walking time, depending on the travel purpose, the travel alternatives and the system performance. It is obvious that the attraction is more important at stations of highly performing transit systems. Frequent Rapid Transit service has potentially more impact then Light Rail Service, especially when the Light Rail line is short and/or when the station is less frequented. Document type: Boo

Multi-Sector General Permit

In compliance with the provisions of the Clean Water Act (CWA), as amended (33 U.S.C. 1251 et seq.), operators of stormwater discharges associated with industrial activity located in an area identified in Appendix C where EPA is the permitting authority are authorized to discharge to waters of the United States in accordance with the eligibility and Notice of Intent (NOI) requirements, effluent limitations, inspection requirements, and other conditions set forth in this permit

The vital role of metropolitan access in commuter, regional, intercity and overnight rail passenger transportation, and its relation to technology

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2003.Pages [179]-[202] also numbered 1-24. Vita.Includes bibliographical references.by Lexcie Lu.S.M

Crossing African Borders: migration and mobility

This publication is one of the results of a conference organised in Lisbon in 2011 on the theme of African borders and their relationships with migration and mobility. The selected papers are a sample of the diverse perspectives on the general theme presented at the meeting. The African Borderlands Research Network (ABORNE) promoted this event, allowing a substantial number of its members to exchange results of ongoing and long-term research. The Fundação para a Ciência e a Tecnologia (Portugal) funded the research project Borders and Identity in Africa which prepared this publication

"Let the People Have a Victory": The Politics of Transportation in Philadelphia, 1946-1984

Urban transportation planning in the United States underwent important changes in the decades after World War II. In the immediate postwar period, federal highway engineers in the Bureau of Public Roads dominated the decision-making process, creating a planning regime that focused almost entirely on the building of modern expressways to relieve traffic congestion. In the 1960s, however, local opposition to expressway construction emerged in cities across the nation, reflecting growing discontent with what many citizens perceived to be a closed planning process that resulted in the destruction of urban neighborhoods, environmental degradation, and inadequate attention paid to alternative modes of transportation. Local freeway protestors found allies in the new U.S. Department of Transportation, which moved in the mid-1960s to absorb the Bureau of Public Roads and support legislation promoting a planning process more open to local input as well as a greater emphasis on federal aid for urban mass transportation. The changing culture of transportation planning produced a series of freeway revolts, resulting in the cancellation or modification of interstate highway projects, in major American cities. Changes in transportation planning played out differently in every city, however. This dissertation examines controversies over Philadelphia's major expressway projects - the Schuylkill Expressway, the Delaware Expressway, and the never-built Crosstown Expressway, in addition to major mass transit developments such as the city's subsidization of the commuter railroads, the creation of the Southeastern Pennsylvania Transportation Authority, and the building of a railroad tunnel known as the Center City Commuter Connection, in order to trace the evolution of the city's transportation politics between 1946 and 1984. Significantly, Philadelphia's own freeway revolt succeeded in eliminating the proposed Crosstown Expressway, which would have created a daunting racial barrier while decimating several low-income African American neighborhoods. The Crosstown Expressway revolt, however, failed to change the overall trajectory of Philadelphia's transportation planning politics, which continued to be dominated by an exceptionally strong alliance between City Hall and large business interests. Philadelphia's turn to mass transit in the 1970s, in contrast to those of other cities, failed to redistribute transportation resources to its low-income residents, mainly because the city chose to devote a massive percentage of its federal funding to the Center City Commuter Connection, a downtown rail tunnel designed to serve approximately 8% of the region's commuters. The prioritization of a rail system serving predominantly affluent white suburbanites left Philadelphia's lower-income population saddled with a crumbling urban mass transit system, demonstrating that, despite a more open planning process and a greater emphasis on mass transportation, fundamental inequalities persisted

Post-Cold War demilitarisation and 'Korean trading diaspora' in Vladivostok: The past and the present

This thesis will examine historical changes of Asian traders in Vladivostok from the mid nineteenth century up to the present in the 1990s. The city was a military post, forbidden to foreign traders under the Soviet regime. The duality of cosmopolitanism and militarism determined the city's history either with an open border economy or a closed militarised economy. With Stalinism in the 1930s, system of "war-making" socialist state (hereafter, WMSS) destroyed the cosmopolitan nature of the city. Vladivostok was cut off from East Asia and became a recipient of the state subsidies and a power base of the centralised control to maintain military and border guard deployments. Stalin deported Han Chinese and forcibly relocated Koreans to Central Asia due to Stalin's belief in Asians' secessionist conspiracy in the Soviet Far East. In 1992 and onwards, the city was opened again, and Chinese citizens entered the city as traders, though their number is little known. The thesis will explore links between the dismantling of the WMSSs system (in the Russian Far East and Northeast China) and the reappearing Chinese Korean traders (traders with Chinese citizenship of Korean decent) in the city. A primary research in this work is an original fieldwork 1995-96 which took place in the Chinese Market in the city. The thesis will discuss through its findings a reason for reemergence of Asian traders in the city. Major questions are : (1) what is a link between transformation of the WMSS system under the post-Cold War demilitarisation and impact on the city especially, demography, as seen in the reappearance of Asian traders, and (2) the decline of the former system of a militarised economy and the rise of a hypothesised "Korean trading diaspora". It will be argued that declining of the former system caused effects in three dimensions : (1) state's retreat in "demographic engineering" to protect its homeland from an influx of outsiders, (2) casualisation of centralised state distribution and (3) casualisation and tertiarisation of state employment. With the disintegration of the former system, the state's system of compensation and 2 subsidisation of peripheral settlements retreated in the periphery. The rise of ethnic "merchant capitalism" in part replaced the former system of centralised state distribution and employment. With readjustment of distorted economic structure (bias towards heavy manufacturing) and a rise of consumer market, shift in import sourcing of clothings and textile products caused the reemergence of Asian traders in Vladivostok. The former system used to provided the population in the two regions (the Russian Far East and Northeast China) with job guarantees and essential consumer products for living. The dismantling, however, produced decrease in opportunities for state employment, and increase in private trade and other casual jobs in order that individuals should gain alternative or supplementary means of income for economic survival (a rise of a "bazaar economy"). It is under this retreat of a militarised economy in the three dimensions at least partly that people in the two regions gained access to incomes and to consumer goods and services, and this situation generated some kind of trading diaspora, and hence, influx of Asian traders into the city