From Ephemeral Planning to Permanent Urbanism: An Urban Planning Theory of Mega-Events

Mega-events like the Olympic Games are powerful forces that shape cities. In the wake of mega-events, a variety of positive and negative legacies have remained in host cities. In order to bring some theoretical clarity to debates about legacy creation, I introduce the concepts of the mega-event utopia, dystopia and heterotopia. A mega-event utopia is ideal and imaginary urbanism embracing abstract concepts about economies, socio-political systems, spaces, and societies in the host during events. The mega-event utopia (in contrast to other utopian visions other stakeholders may hold) is dictated by the desires of the mega-event owners irrespective of the realities in the event host. In short, a mega-event utopia is the perfect event host from the owner’s perspective. Mega-event utopias are suggested as a theoretical model for the systematic transformation of their host cities. As large-scale events progress as ever more powerful transformers into this century, mega-event dystopias have emerged as negatives of these idealistic utopias. As hybrid post-event landscapes, mega-event heterotopias manifest the temporary mega-event utopia as legacy imprints into the long-term realities in hosting cities. Using the Olympic utopia as an example of a mega-event utopia, I theorize utopian visions around four urban traits: economy, image, infrastructure and society. Through the concept of the mega-event legacy utopia, I also provide some insight toward the operationalization of the four urban traits for a city’s economic development, local place marketing, urban development, and public participation

Transportation planning for mega events : a model of urban change

Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2009.Cataloged from PDF version of thesis.Includes bibliographical references (p. 202-223).My study is about opportunities for revolutionary developments in urban transport. Often, we think of transport and urban development as an evolutionary process, yet there exist a few opportunities for cities to revolutionize their transport system within a short timeframe of only 10 years. Prime examples for such opportunities are mega events. Based on my hypothesis that mega event owners exercise a decisive influence on urban and transport planning through the requirements they impose on cities, the challenge inherent to leveraging the mega event opportunity is the alignment of transport provisions for staging a world-class event with the metropolitan vision by using the mega event as a tool for desirable change. In my study I examine the dynamics of the urban-change process in the run-up to mega events by analyzing the potential clash between the event owner's requirements and the development of transport strategies pursued by four cities, which have hosted the largest mega event of all - the Summer Olympic Games. The Olympic cities in my research are Barcelona (1992), Atlanta (1996), Sydney (2000), and Athens (2004). I comparatively analyze the extent to which each city did or did not align the planning of preparations for the mega event with the metropolitan strategies for long-term urban and transport development. Through field observations, document analysis, and interviews, I identify the influences the International Olympic Committee (IOC) brings to the transport planning process of metropolises, analyze the Olympic impacts, and finally propose a causal model linking IOC influences and urban transport outcomes.(cont.) I find that the influence of IOC produces a similar pattern of urban and transport change. I explain further why and under what conditions the event requirements can function as catalysts for transport investments, integration of transport systems, upgrades of institutional coordination, and management capacities. If planned effectively, event transport strategies can bring significant long-term enhancement in regional mobility. Existing theories of urban development do not fully capture the interdependencies among factors operating before, during and after mega events. My research suggests that the IOC is a powerful agent in local urban and transport plannning that guides cities towards similar urban change in the run-up to the Olympics. To leverage mega event opportunities for transport, I provide policy recommendations on the alignment of event transport requirements and metropolitan strategy. Given the high investment costs and associated risks, city governments should catalyze their endeavors for improved metropolitan transport through the city's bid that can ultimately enhance metropolitan transport for users on a daily basis.by Eva Kassens.Ph.D

How to prepare an airport for the Olympic Games? : transportation of the Olympic Family Members

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2005.Includes bibliographical references (leaves 111-112).This thesis describes and assesses the preparation of Athens International Airport for and its performance during the Olympic Games in 2004. The analysis includes infrastructural modifications made and organizational restructuring processes undertaken. It also describes the rationale behind some of the decisions, as well as the implementation of certain specific measures. The time-frame of the preparations stretches from the very strategic beginnings, the forecasting, to the actual management of passenger flows during the Games. The focus of the thesis is on the transportation of the Olympic Family Members, i.e. athletes, sponsors, and VIP's. Finally, the thesis incorporates lessons learned from the Athens Olympic Games.by Eva Kassens.S.M

Forms of International Cooperation in Environmental Education: the Experience of Saint Petersburg State University

The authors analyse different forms of environmental education projects and programmes implemented in the Baltic Sea region. The first one is "The Baltic University" programme taught in English. The "Baltic University" is a network of more than 200 universities from 14 counties of the Baltic Sea region. This education programme offers an opportunity for students to enroll on bachelor and master degree programmes related to environmental and social problems of the Baltic Sea region. The Polar and Marine Sciences, POMOR master programme, represents the second form of international environmental education. Russian and German researchers from six universities and four research centres have developed the programme. The target group of the programme are Russian and international students, studying together during the whole duration of the programme. It is the first internationally accredited MA programme taught in English. International accreditation proves the compliance of the programme with international education standards. The same cooperation model is used in a new international master programme - Cold Regions Environmental Landscapes Integrated Science (CORELIS). The programme started in 2016. It is implemented jointly by Hamburg university (the lead partner of the project), and university professors from Helsinki (Finland) and Lisbon (Portugal). Researchers from the Austrian National Institute of Polar Research (Austria, and Lund University (Sweden) will join the programme at a later stage. Such an approach will help achieve the synergy of the European and Russian approaches to environmental education. The Russian-Norwegian master programme "Geoecological monitoring and rational use of natural resources in the Northern oil and gas production regions" is a good example of the third form of international environmental education. The programme similar to POMOR and CORELIS. However, it has one distinctive feature - Russian and foreign students study together from the second term only. The authors describe the ways of achieving the learning objectives of these master programmes depending on the students' language skills and their basic knowledge of ecology and nature management

Game-Based Simulation and Study of Pedestrian-Automated Vehicle Interactions

We identify the need for enhanced pedestrian–vehicle simulation tools and build such a tool to explore the interaction among pedestrian "players" and virtual human- and automated-vehicles for different scenarios taking place in an urban environment. We first present contemporary research tools and then propose the design and development of a new desktop application that facilitates pedestrian-point-of-view research. We then conduct a three-step user experience experiment, in which a small number of participants answer questions before and after using the application to interact with virtual human and automated vehicles in diverse road-crossing scenarios. Behavioral results observed in virtuality, especially when motivated by consequence, tend to simulate real life sufficiently well to inform design choices. From the simulation, we observed valuable insights into human–vehicle interactions. Upon completing this preliminary testing, we iterated the tool’s design and ultimately conducted an 89-participant study of human–vehicle interactions for three scenarios taking place in a virtual environment. Our tool raised participant awareness of autonomous vehicles and their capabilities and limitations, which is an important step in overcoming public distrust of AVs. We additionally saw that participants trust humans and technology less as drivers than in other contexts, and that pedestrians feel safer around vehicles with autonomy indicators. Further, we note that study participants increasingly feel safe with automated vehicles with increased exposure. These preliminary results, as well as the efficacy of the tool’s design, may inform future socio-technical design for automated vehicles and their human interactions

Evaluating the Impacts of the 2017 Legislative Mandated Speed Limit Increases

2019-0275This study evaluated the impacts of speed limit increases that occurred following the enactment of Michigan Public Acts 445 and 447 of 2016. Between May and June of 2017, the maximum speed limits were increased from 70 to 75 mph on 614 miles of rural, limited access freeways. During the same period, the speed limits were increased from 55 mph to 65 mph on 943 miles of rural two-lane roads. In addition, the maximum speed limits for trucks were increased from 60 to 65 mph on all routes where the passenger car limit was at least 65 mph. To assess the impacts of these increases, speed data were obtained from multiple sources including roadside spot-speed studies, permanent traffic recorder stations, and probe vehicles. These data were supplemented by statewide crash data from the Michigan State Police. A series of statistical analyses were conducted to evaluate changes in various speed metrics, including mean and median speeds, various speed percentiles of interest, and the variability in speeds within and across locations. The results showed consistent increases in speeds, ranging from 1.1 mph to 3.2 mph on freeways, and 3.8 mph to 5.1 mph on non-freeways. Crash analyses showed increases in both the frequency and severity of crashes following the speed limit increases. These increases tended to be more pronounced on the freeway network. Economic analyses were conducted to compare the costs incurred in the form of infrastructure upgrades with the benefits of reduced travel times and dis-benefits in the form of increased crashes and fuel consumption. These results showed a positive benefit-to-cost ratio for non-freeways and a larger, negative benefit-to-cost ratio for freeways. These findings provide important insights to inform future policy decisions related to speed limits. The effects of the COVID-19 pandemic on travel behavior were also investigated by examining changes in speed and crash data. The reductions in travel did not show meaningful impacts on speeds at the locations where limits were increased; however, speeds were shown to increase at control sites. Traffic crashes were lower following the onset of the pandemic, though the rate of crashes resulting in fatal or severe injuries increased at the sites that retained lower speed limits, suggesting adverse impacts that may be associated with the higher speeds

After Sochi 2014:costs and impacts of Russia’s Olympic Games

This paper assesses the outcomes of the 2014 Winter Olympic Games in Sochi, Russia, examining the costs and economic impacts of the event, the prospects for the long-term use of venues and infrastructure, and the attitudes of the global and the Russian population. Total costs were USD 55 billion, having increased 4.5 times from USD 12 billion at the time of the bid. Of this total, about USD 16 billion were sports-related costs. After accounting for inflation, this makes Sochi the second-most expensive Olympics ever in terms of sports-related costs and the most expensive Olympics in terms of cost per event. With a public share of 96.5 percent of funding, the Sochi Games had the highest proportion of public money for any Olympic Games on record. The benefit from this high cost, however, is limited. Extensive construction led to hotel overcapacities, investors defaulted on state-backed loans, and there is no coherent plan for the after use of venues and some of the largest infrastructure projects. As a consequence, the Sochi Olympics will continue to be a burden for the Russian state, with expenses for operation, maintenance, and foregone interest and tax revenue in the order of USD 1.2 billion per year. The event also did not manage to improve the image of Russia in the world. Among the domestic population, support dropped over the seven years of its implementation, most notably among the local population