Pittsburgh's Failed Industry Targeting Strategy of the 1960s

In the 1960's and early 1970's, public and private leaders made a substantial effort to promote Pittsburgh's existing transportation industry as a center for the emerging urban transportation market. The selection of the rapid transit industry for targeting in the 1960's purportedly addressed two issues. Despite national acclaim for its Renaissance redevelopment since World War II, the metropolitan region still needed an effective mass transportation system. Moreover, industrial development efforts had not substantially diversified the region's manufacturing base that still specialized in primary metals. Operating in the region's Renaissance tradition of a public and private partnership, corporate executives and public officials pursued a three-pronged strategy: build an innovative rapid transportation system for Allegheny County, use it as a showcase for testing and marketing rapid transit hardware of regional corporations, and promote the city as a center of the rapid transportation industry. They settled on Westinghouse's automated, rubber-tired vehicle running on a separate cement guideway, known locally as "Skybus," for the demonstration project and the region's mass transit solution. The mass transit plan and industry targeting strategy foundered by the early 1970's because leadership weakened in both poles of the partnership. The Westinghouse technology divided the corporate community, while populist political sentiment diminished the ability of the Democratic party's political machine to deliver key public decisions. The Pittsburgh case suggests that a successful industry targeting strategy may depend more on effective leadership and local politics than on the quality of the selection process and vigorous pursuit of traditional economic development programs in support of the targeted industry

Tribal Corridor Management Planning: Model, Case Study, and Guide for Caltrans District 1, Research Report 10-01

In Northern California, tribal governments and personnel of the California Department of Transportation (Caltrans) District 1, have applied innovative context-sensitive solutions to meet a variety of transportation challenges along state highways that traverse tribal lands. This report describes and discusses the efforts under way and offer suggestions for continuing and extending these initiatives through the development of Tribal Corridor Management Plans (TCMPs). The methods employed in this project are multidisciplinary and include: (1) content analysis of existing corridor management plans; (2) literature review to identify “best practices;” (3) participant observation; (4) interviews with local stakeholders; (5) focus group interviews with Caltrans personnel; and (6) landscape analysis. This study’s authors conclude that Caltrans District 1 staff and tribal governments share common goals for highway operations; however, progress —while significant—has been somewhat hampered by geographic and administrative challenges. It is recommended that Caltrans and the tribes seek early and frequent communication and collaboration to overcome these obstacles. Further, they identify several examples of non-standard design elements that could be incorporated into highway improvements to enhance local sense of place among both residents and travelers. A preliminary TCMP for the segment of State Route 96 that lies within the boundaries of the Hoopa Valley Indian Reservation is presented as an example. Beyond its role as a guide for initiating tribal corridor projects within Caltrans District 1, the report should prove instructive for any efforts to enhance sense of place within transportation byways, particularly in Native communities

TIM MARSHALL: PRISONERS OF GEOGRAPHY STUDY GUIDE, 2017

Study Guid

Balancing conservation with national development: a socio-economic case study of the alternatives to the Serengeti Road

Developing countries often have rich natural resources but poor infrastructure to capitalize on them, which leads to significant challenges in terms of balancing poverty alleviation with conservation. The underlying premise in development strategies is to increase the socio-economic welfare of the people while simultaneously ensuring environmental sustainability, however these objectives are often in direct conflict. National progress is dependent on developing infrastructure such as effective transportation networks, however roads can be ecologically catastrophic in terms of disrupting habitat connectivity and facilitating illegal activity. How can national development and conservation be balanced? The proposed Serengeti road epitomizes the conflict between poverty alleviation on one hand, and the conservation of a critical ecosystem on the other. We use the Serengeti as an exemplar case-study in which the relative economic and social benefits of a road can be assessed against the ecological impacts. Specifically, we compare three possible transportation routes and ask which route maximizes the socio-economic returns for the people while minimizing the ecological costs. The findings suggest that one route in particular that circumnavigates the Serengeti links the greatest number of small and medium sized entrepreneurial businesses to the largest labour force in the region. Furthermore, this route connects the most children to schools, provisions the greatest access to hospitals, and opens the most fertile crop and livestock production areas, and does not compromise the ecology and tourism revenue of the Serengeti. This route would improve Tanzania’s food security and self-reliance and would facilitate future infrastructure development which would not be possible if the road were to pass through the Serengeti. This case study provides a compelling example of how a detailed spatial analysis can balance the national objectives of poverty alleviation while maintaining ecological integrity

A proposal for an ecological park towards a sustainable humane habitat in Abu Qir, Alexandria, Egypt

This paper represents a preliminary stage of a multiphase research-project, carried out at the Arab Academy for Science and Technology (AAST) by the Environmental Design Research Group (EDRG) looking at alternative proposals for urban development strategies at Abu Qir Area in Alexandria, Egypt. Abu Qir is located east of Alexandria has a very important productive bay on the Mediterranean Sea and its eastern and south east coast is the only mirror of Egypt on the Dead Sea. Besides being one of the most important spots on Alexandria bay, Abu Qir is considered one of the highest polluted areas in Alexandria, although the area itself has a very high potential on the Mediterranean and the Dead Sea. This paper explores the design and development of an ecological park as a part of the urban development at Abu Qir bay. The paper investigates the proposals of conceptual design strategies for an Ecological Park at Abu-Qir. Lessons learnt from examples that have successfully introduced and developed the ideas of Ecological parks in the international built environment are reviewed. Parks are key elements in the urban ecosystem, serving dual roles as core zones of urban nature and as multi-use recreational open space. Moreover, as part of an open space system, they play important functional roles as part of landscape-scale habitat and hydrological networks. Today, there is an urging need for the development of urban parks. As urban populations have rapidly increased through civilization and industrialization, cities have been enlarged, nature has been impaired, and human relations have been damaged. For these reasons, people have lost the opportunity to come into contact with nature. Environmental problems such as air and water pollution have resulted, in conjunction with a gradual decrease in natural surroundings. Ecological destruction has caused the landscape to be devastated. For this reason, ecological parks, places serving to reintroduce beautiful birds and insects into the devastated landscape, are needed. There is a need for ecological parks as places where sound ecological values can be instilled and established through the observation and study of nature. Higher priority is given to the ecological environment than in other parks. The design proposal of the ecological park is a place that is ecologically restored and preserved for the purposes of scientific observation and study, and also to provide an easily accessible place for visitors to observe plants, animals and insects living in their natural environment. The proposed park also plays an important role as an educational open classroom for the community and aims at raising global awareness issues in Abu-Qir, thus ensuring that children grow up with an awareness of the global problems facing the world today, and how they can contribute, as active members of the society, in reducing the consequences of pollution and global warming we have created with our own hands. The paper analyses the Abu Qir village potentials and constraints and put forward an urban development strategy based on this analysis. The paper then presents the strategy that has been established to thoroughly preserve, protect and maintain areas of rich natural resources at Abu Qir, and method have been developed to allow enjoyment of them with minimum artificial influence. Eco-tours have been developed for observation of ecosystems. A variety of opportunities to experience nature has been made available by minimization of human interference and by the introduction of an "Environment Commentator" as will be discussed in this paper

A heuristic model of bounded route choice in urban areas

There is substantial evidence to indicate that route choice in urban areas is complex cognitive process, conducted under uncertainty and formed on partial perspectives. Yet, conventional route choice models continue make simplistic assumptions around the nature of human cognitive ability, memory and preference. In this paper, a novel framework for route choice in urban areas is introduced, aiming to more accurately reflect the uncertain, bounded nature of route choice decision making. Two main advances are introduced. The first involves the definition of a hierarchical model of space representing the relationship between urban features and human cognition, combining findings from both the extensive previous literature on spatial cognition and a large route choice dataset. The second advance involves the development of heuristic rules for route choice decisions, building upon the hierarchical model of urban space. The heuristics describe the process by which quick, 'good enough' decisions are made when individuals are faced with uncertainty. This element of the model is once more constructed and parameterised according to findings from prior research and the trends identified within a large routing dataset. The paper outlines the implementation of the framework within a real-world context, validating the results against observed behaviours. Conclusions are offered as to the extension and improvement of this approach, outlining its potential as an alternative to other route choice modelling frameworks

Scientific knowledge and scientific uncertainty in bushfire and flood risk mitigation: literature review

EXECUTIVE SUMMARY The Scientific Diversity, Scientific Uncertainty and Risk Mitigation Policy and Planning (RMPP) project aims to investigate the diversity and uncertainty of bushfire and flood science, and its contribution to risk mitigation policy and planning. The project investigates how policy makers, practitioners, courts, inquiries and the community differentiate, understand and use scientific knowledge in relation to bushfire and flood risk. It uses qualitative social science methods and case studies to analyse how diverse types of knowledge are ordered and judged as salient, credible and authoritative, and the pragmatic meaning this holds for emergency management across the PPRR spectrum. This research report is the second literature review of the RMPP project and was written before any of the case studies had been completed. It synthesises approximately 250 academic sources on bushfire and flood risk science, including research on hazard modelling, prescribed burning, hydrological engineering, development planning, meteorology, climatology and evacuation planning. The report also incorporates theoretical insights from the fields of risk studies and science and technology studies (STS), as well as indicative research regarding the public understandings of science, risk communication and deliberative planning. This report outlines the key scientific practices (methods and knowledge) and scientific uncertainties in bushfire and flood risk mitigation in Australia. Scientific uncertainties are those ‘known unknowns’ and ‘unknown unknowns’ that emerge from the development and utilisation of scientific knowledge. Risk mitigation involves those processes through which agencies attempt to limit the vulnerability of assets and values to a given hazard. The focus of this report is the uncertainties encountered and managed by risk mitigation professionals in regards to these two hazards, though literature regarding natural sciences and the scientific method more generally are also included where appropriate. It is important to note that while this report excludes professional experience and local knowledge from its consideration of uncertainties and knowledge, these are also very important aspects of risk mitigation which will be addressed in the RMPP project’s case studies. Key findings of this report include: Risk and scientific knowledge are both constructed categories, indicating that attempts to understand any individual instance of risk or scientific knowledge should be understood in light of the social, political, economic, and ecological context in which they emerge. Uncertainty is a necessary element of scientific methods, and as such risk mitigation practitioners and researchers alike should seek to ‘embrace uncertainty’ (Moore et al., 2005) as part of navigating bushfire and flood risk mitigation

Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska

WA-RD 772.

Cycle commuting in Belgium: Spatial determinants and ‘re-cycling’ strategies

This paper attempts to explain the spatial variation of the use of a bicycle for commuting to work at the level of the 589 municipalities in Belgium. Regression techniques were used and special attention was paid to autocorrelation, heterogeneity and multicollinearity. Spatial lag models were used to correct for the presence of spatial dependence and a disaggregated modelling strategy was adopted for the northern and southern parts of the country. The results show that much of the inter-municipality variation in bicycle use is related to environmental aspects such as the relief, traffic volumes and cycling accidents. Town size, distance travelled and demographic aspects also have some effect. In addition, there are regional differences in the effects of the structural covariates on bicycle use: the impact of variables such as traffic volume and cycling accidents differs substantially between the north and the south of the country. This paper also suggests that high rates of bicycle use in one municipality stimulate cycling in neighbouring municipalities, and hence that a mass effect can be initiated, i.e. more cycle commuting encourages even more commuters in the area to cycle. These findings provide some recommendations for decision-makers wishing to promote a shift from car to bicycle usecycling, commuting, spatial lag model, spatial regime, pro-cycling strategies

Zoning, TDRs, and the Density of Development

Many communities on the urban fringe are implementing a range of policies to preserve farmland and open space, cluster residential development, and guide development to areas with existing infrastructure. These efforts are an attempt to control overall growth and the concomitant loss in open space and also to counter a trend toward the so-called large lot development that often takes place in these areas. Planners have argued that policies to manage density are the most important local policy focus for urban areas in the coming years. It is possible that large lot development and sprawl are themselves the result of government policy. Most local governments use zoning to establish minimum acreage requirements for each residential dwelling unit; in ex-urban localities, these limits are often quite high. Developers might build a subdivision with average lot sizes greater than the minimum but they cannot by law go below it. Some researchers have argued, however, that the spatial patterns of development are simply the natural result of household preferences and market forces. In this paper, we address the question of whether zoning limits are the primary cause of lowdensity, sprawling development or whether market forces tend to dictate this outcome. If zoning limits account for low-density development in at least some cases, how would development patterns be different if there had been no such rules? We begin by constructing a simple model of the developer decision about the density of new development. The subdivision is the unit of observation, and developers must weigh both demand and cost considerations in choosing density, in addition to complying with zoning restrictions that vary across parcels. We apply the model using parcel-level data from a region where zoning rules vary but are exogenous to the period under study. Calvert County, Maryland, near Washington, DC, is an historically rural county that has experienced rapid growth in recent years. The county has a transferable development rights (TDRs) program that has led to a great deal of variability in the intensity of development across properties. We are able to not only examine the extent to which zoning has contributed to large lot development but also to determine the economic forces that underlie density decisions. Finally, we are able to forecast how density would have been different in the absence of zoning rules by estimating a Tobit equation that is censored for the observations constrained by zoning.housing density, zoning, transferable development rights