A subtropical urban community : medium to high density residential typologies - case study 4

On the case study site, using these strategies, the site density achieved was approximately 180 dwellings per hectare. According to ASK consulting engineers‟ acoustic report (in Ecolateral‟s report) the design gives solid consideration to the environmental noise issues associated with the site. The subject structure not only provides significant shielding of transport corridor noise to the suburb, it also minimises the potential for adverse impact on residential amenity within the building itself...

The development of urban river corridors in Malaysia

Malaysian urban river corridors are facing major physical transformations in the 21st century. The effects of rapid development exacerbated by the competition between two key industry sectors, commercial base and tourism development in conjunction with urbanisation and industrialisation, have posted a high demand for the uses of these spaces. The political scenario and lack on consideration of ecological principles in its design solution have sparked stiff environmental and cultural constraint towards its landscape character as well as the ecological system. Therefore, a holistic approach towards improving the landscape design processes is extremely necessary to protect values of these places. Limited research has been carried out and further has created an urgent need to explore better ways to improve the landscape design processes of Malaysian urban river corridor developments that encompass the needs and aspirations of its multi-ethnic society without making any drastic changes to the landscape character of the rivers. This paper provides a brief introduction to address this significant gap and hence serves to contribute to the literature review.

Methodology for evaluating the landscape character of Malaysian heritage urban river corridors

The effects of rapid development have increased pressures on these places exacerbated by the competition between two key industry sectors, commercial base and tourism development. This, in supplement with urbanisation and industrialisation, has posted a high demand for the uses of these spaces. The political scenario and lack of adaptation on ecological principles and public participations in its design approach have sparked stiff environmental, historical and cultural constraint towards its landscape character as well as the ecological system. Therefore, a holistic approach towards improving the landscape design process is extremely necessary to protect human well being, cultural, environmental and historical values of these places. Limited research also has been carried out to overcome this situation. This further has created an urgent need to explore better ways to improve the landscape design process of Malaysian heritage urban river corridor developments that encompass the needs and aspirations of the Malaysian multi-ethnic society without making any drastic changes to the landscape character of the rivers. This paper presents a methodology to develop an advanced Landscape Character Assessment (aLCA) framework for evaluating the landscape character of the places, derived from the perception of two keys yet oppositional stakeholders: urban design team and special interest public. The triangulation of subjectivist paradigm methodologies: the psychophysical approach; the psychological approach; and, the phenomenological approach will be employed. The outcome will be used to improve the present landscape design process for future development of these places. Unless a range of perspectives can be brought to bear on enhancing the form and function of their future development and management, urban river corridors in the Malaysian context will continue to decline.

Empirical modelling of the relationship between bus and car speeds on signalised urban networks

Vehicle speed is an important attribute for the utility of a transport mode. The speed relationship between multiple modes of transport is of interest to the traffic planners and operators. This paper quantifies the relationship between bus speed and average car speed by integrating Bluetooth data and Transit Signal Priority data from the urban network in Brisbane, Australia. The method proposed in this paper is the first of its kind to relate bus speed and average car speed by integrating multi-source traffic data in a corridor-based method. Three transferable regression models relating not-in-service bus; in-service bus during peak; and in-service bus during off peak periods with average car are proposed. The models are cross-validated and the interrelationships are significant

Urban transit quality of service : user perception and behaviour

Despite its potential multiple contributions to sustainable policy objectives, urban transit is generally not widely used by the public in terms of its market share compared to that of automobiles, particularly in affluent societies with low-density urban forms like Australia. Transit service providers need to attract more people to transit by improving transit quality of service. The key to cost-effective transit service improvements lies in accurate evaluation of policy proposals by taking into account their impacts on transit users. If transit providers knew what is more or less important to their customers, they could focus their efforts on optimising customer-oriented service. Policy interventions could also be specified to influence transit users’ travel decisions, with targets of customer satisfaction and broader community welfare. This significance motivates the research into the relationship between urban transit quality of service and its user perception as well as behaviour. This research focused on two dimensions of transit user’s travel behaviour: route choice and access arrival time choice. The study area chosen was a busy urban transit corridor linking Brisbane central business district (CBD) and the St. Lucia campus of The University of Queensland (UQ). This multi-system corridor provided a ‘natural experiment’ for transit users between the CBD and UQ, as they can choose between busway 109 (with grade-separate exclusive right-of-way), ordinary on-street bus 412, and linear fast ferry CityCat on the Brisbane River. The population of interest was set as the attendees to UQ, who travelled from the CBD or from a suburb via the CBD. Two waves of internet-based self-completion questionnaire surveys were conducted to collect data on sampled passengers’ perception of transit service quality and behaviour of using public transit in the study area. The first wave survey is to collect behaviour and attitude data on respondents’ daily transit usage and their direct rating of importance on factors of route-level transit quality of service. A series of statistical analyses is conducted to examine the relationships between transit users’ travel and personal characteristics and their transit usage characteristics. A factor-cluster segmentation procedure is applied to respodents’ importance ratings on service quality variables regarding transit route preference to explore users’ various perspectives to transit quality of service. Based on the perceptions of service quality collected from the second wave survey, a series of quality criteria of the transit routes under study was quantitatively measured, particularly, the travel time reliability in terms of schedule adherence. It was proved that mixed traffic conditions and peak-period effects can affect transit service reliability. Multinomial logit models of transit user’s route choice were estimated using route-level service quality perceptions collected in the second wave survey. Relative importance of service quality factors were derived from choice model’s significant parameter estimates, such as access and egress times, seat availability, and busway system. Interpretations of the parameter estimates were conducted, particularly the equivalent in-vehicle time of access and egress times, and busway in-vehicle time. Market segmentation by trip origin was applied to investigate the difference in magnitude between the parameter estimates of access and egress times. The significant costs of transfer in transit trips were highlighted. These importance ratios were applied back to quality perceptions collected as RP data to compare the satisfaction levels between the service attributes and to generate an action relevance matrix to prioritise attributes for quality improvement. An empirical study on the relationship between average passenger waiting time and transit service characteristics was performed using the service quality perceived. Passenger arrivals for services with long headways (over 15 minutes) were found to be obviously coordinated with scheduled departure times of transit vehicles in order to reduce waiting time. This drove further investigations and modelling innovations in passenger’ access arrival time choice and its relationships with transit service characteristics and average passenger waiting time. Specifically, original contributions were made in formulation of expected waiting time, analysis of the risk-aversion attitude to missing desired service run in the passengers’ access time arrivals’ choice, and extensions of the utility function specification for modelling passenger access arrival distribution, by using complicated expected utility forms and non-linear probability weighting to explicitly accommodate the risk of missing an intended service and passenger’s risk-aversion attitude. Discussions on this research’s contributions to knowledge, its limitations, and recommendations for future research are provided at the concluding section of this thesis.

Knowledge based urban development lessons from a non-western country : the Malaysia experience

Knowledge based urban development (KBUD) is seen as a new paradigm in urban planning and development which is now being implemented across the globe in order to increase the competitiveness of cities and regions. The KBUD concept has been widely applied in western and more developed countries over the last decade, and many have been proven successful. This paper, however, aims to provide an overview of the KBUD exercise in a context of a non western country scenario—Malaysia. Literature suggests that the urban development process in non western countries is different and very much focusing on physical elements. Whether this is the case or otherwise, this paper scrutinises the project of Multimedia Super Corridor (MSC), Malaysia, which is regarded as one of the first large scale manifestations of KBUD exercise in South East Asia. Based on development policies analysis and results of the interviews with the major stakeholders, this paper investigates the application of KBUD concept within the Malaysian context by examining the development and evolution of the city of Cyberjaya—the leading intelligent city of the MSC project. In the light of the literature and case findings, the paper provides recommendations and lessons learned, on the orchestration of KBUD, for other non western cities and regions that are working hard to develop KBUD strategies, strengthening their sustainable socio-spatial policies and seeking a global recognition.

Empirical modelling of the relationship between bus and car speeds on signalised urban networks

Vehicle speed is an important attribute for analysing the utility of a transport mode. The speed relationship between multiple modes of transport is of interest to traffic planners and operators. This paper quantifies the relationship between bus speed and average car speed by integrating Bluetooth data and Transit Signal Priority data from the urban network in Brisbane, Australia. The method proposed in this paper is the first of its kind to relate bus speed and average car speed by integrating multi-source traffic data in a corridor-based method. Three transferable regression models relating not-in-service bus, in-service bus during peak periods, and in-service bus during off-peak periods with average car speed are proposed. The models are cross-validated and the interrelationships are significant.

The diet of powerful owls (Ninox strenua) and prey availability in a continuum of habitats from disturbed urban fringe to protected forest environments in south-eastern Australia

This study investigates the diet of six breeding pairs of powerful owls in the Yarra Valley Corridor in Victoria, Australia, and compares prey consumption with prey availability. The six sites represent a continuum of habitats, ranging from urban Melbourne, through the urban fringe interface to a more forested landscape. We found that powerful owls in the Yarra Valley Corridor are reliant almost exclusively on arboreal marsupial prey as their preferred diet, with 99% of their overall diet comprising four arboreal marsupial species. These four species (the common ringtail possum, common brushtail possum, sugar glider and greater glider) were also the most abundant species observed while spotlighting; however, their abundance varied along the continuum. There was a strong positive relationship with the presence of these species in the diet and their site-specific availability, indicating that the powerful owl is a generalist hunter, preying on the most available prey at a given site and in a given season. This study suggests that food resources are high in these disturbed urban fringe sites and it is unlikely that food availability in urban environments will limit the potential survival of urban powerful owls.

Conservation management and diets of Powerful Owls (Ninox strenua) in outer urban Melbourne, Australia

The Powerful Owl Ninox strenua is Australia’s largest owl, and is mainly found east of the Great Dividing Range on the mainland in tall-open forests. The species is considered rare, both nationally and in the State of Victoria; and threatened in the Greater Melbourne area. Recovery plans for the future conservation management of N. strenua are being prepared in 2 states.

Historically, Powerful Owls have been thought to require large homes ranges (about 1000 ha per pair) in suitable old-growth forest, which provides nest hollows for the owls and their arboreal marsupial prey. Recent research, however, has found N. strenua may be more numerous and breed more successfully in a wider range of habitats than previously believed. In particular, the birds have been found living in forests and woodlands within the greater metropolitan areas of cities. The most extreme case is where a nest tree has been found within 800m of urban settlement and 6km from the centre of Brisbane.

In this paper we report on the diet, habitat use, and conservation management by a number of breeding pairs of owls in outer urban Melbourne. Study sites range from a relatively undisturbed rainforest habitat 80km from central Melbourne, through dry sclerophyll, eucalyptus-dominated open forest with some disturbance to a site 8km from central Melbourne in highly disturbed urban parkland.

Diets of the families of owls were determined by analyzing remains in regurgitated pellets. The data confirm that arboreal marsupials constitute the major prey items, especially the Common Ringtail Possum Pseudocheirus peregrinus. There were differences in diets depending on the availability of prey species, which suggest a level of opportunism not previously suspected. Our study is also the first to confirm the owls capture adult Common Brushtail Possums Trichosurus vulpecula (15% of pellets containing the remains of this large opossum have bones of mature adults at 1 site) and thus take prey up to two and a half times their own weight. As well our data suggest Powerful Owls are not restricted to hollow-dwelling prey, as in some sites the marsupials rested during the day either in leafy nests called dreys (P. peregrinus) or in house roofs (T. vulpecula).

In the most heavily disturbed sites, breeding success has been reduced, and we have evidence that in one particular year the young were eaten by one of the parents. This followed construction of a bicycle track under the nest during the breeding season. Recommendations are made for the future conservation and habitat management of Powerful Owls in the Yarra Valley corridor.

Ecology of Powerful Owls (Ninox strenua) in contrasting habitats of the Yarra Valley Corridor, Victoria, Australia

In this research I investigated ecological attributes of Powerful Owls (Ninox strenua) in a continuum of habitats throughout the Yarra Valley corridor of Victoria, Australia. These habitats ranged from a highly urbanized parkland (the Yarra Valley Metropolitan Park) to a relatively undisturbed closed forest (Toolangi State Forest). Different aspects of the owls' ecology were investigated at six sites to determine whether their behaviour changed when they occupied habitats with different levels of urbanization and disturbance. The ecological attributes investigated were habitat utilization and habitat requirements (for both roosting and nesting), adult behaviour (through radio-tracking), juvenile behaviour and dispersal (through radio tracking), diet (through analysing regurgitated food pellets) and breeding success rates. A number of methods were used to capture adult Powerful Owls. These are described and their effectiveness discussed. The types of radio-transmitters and colour bands used for identification of owls are also described. The results showed that Powerful Owls are present and successfully breed in urban and suburban areas and that they can tolerate moderate levels of disturbance. However, Powerful Owls do require sites with high prey densities, roost trees and trees with suitable breeding hollows. In comparison with Powerful Owls living elsewhere in forests, the urban owls displayed higher tolerance levels to disturbance and were less selective in terms of habitat usage and diet. Home range sizes of urban Powerful Owls also appeared much smaller than those of the forest-dwelling Powerful Owls. This is probably due to the high prey densities in the urban areas. The ecology of the Powerful Owl is compared with that of two owl species from North America, the Northern Spotted Owl (Strix occidentalis caurind) and the Great Horned Owl (Bubo virginianus). In particular, I compared the similarities and differences in habitat requirements and breeding successes in different habitats for the three species. Overall, it would appear that urban areas can support Powerful Owls providing some old-growth trees are maintained to provide nest hollows. Implications for the long-term management of Powerful Owls in urban areas are also discussed.

Identifying Resiliency Performance Measures for Megaregional Planning Case Study of the Transportation Corridor Between Boston, Massachusetts, and Washington, DC

Transportation corridors in megaregions present a unique challenge for planners because of the high concentration of development, complex interjurisdictional issues, and history of independent development of core urban centers. The concept of resilience, as applied to megaregions, can be used to understand better the performance of these corridors. Resiliency is the ability to recover from or adjust easily to change. Resiliency performance measures can be expanded on for application to megaregions throughout the United States. When applied to transportation corridors in megaregions and represented by performance measures such as redundancy, continuity, connectivity, and travel time reliability, the concept of resiliency captures the spatial and temporal relationships between the attributes of a corridor, a network, and neighboring facilities over time at the regional and local levels. This paper focuses on the development of performance measurements for evaluating corridor resiliency as well as a plan for implementing analysis methods at the jurisdictional level. The transportation corridor between Boston, Massachusetts, and Washington, D.C., is used as a case study to represent the applicability of these measures to megaregions throughout the country.

Case Study: Commercial Gentrification in the Pike/Pine Corridor

Thesis (Master's)--University of Washington, 2016-06

Davenport, Iowa to La Crosse, Wisconsin: Highway Corridor Study, 1974

The proposed Davenport to Lacrosse route corridor includes the Iowa counties of Scott, Clinton, Jackson, and Dubuque. In addition, an influence region has been defined which includes six additional counties. The region is predominantly agricultural, however, following the national trend, movement away from the small farm to large mechanized operations has created an adequate labor force for the two major industrial cities of Davenport and Dubuque. From a total 1971 regional work force of 186,990, only 23,190, or slightly over 12% were engaged in agriculture, 91% of the land area being agricultural notwithstanding. It is forecasted that the urban population of the two counties containing the above cities will increase by 26% between 1970 and 1990, while the population of the remaining region counties can expect only a 3% increase.