Fossil fuel CO2 (FFCO2) emissions are recognized as the dominant greenhouse gas driving climate change (Enting et. al., 1995; Conway et al., 1994; Francey et al., 1995; Bousquet et. al., 1999). Transportation is a major component of FFCO2 emissions, especially in urban areas. An improved understanding of on-road FFCO2 emission at high spatial resolution is essential to both carbon science and mitigation policy. Though considerable research has been accomplished within a few high-income portions of the planet such as the United States and Western Europe, little work has attempted to comprehensively quantify high-resolution on-road FFCO2 emissions globally. Key questions for such a global quantification are: (1) What are the driving factors for on-road FFCO2 emissions? (2) How robust are the relationships? and (3) How do on-road FFCO2 emissions vary with urban form at fine spatial scales?

This study used urban form/socio-economic data combined with self-reported on-road FFCO2 emissions for a sample of global cities to estimate relationships within a multivariate regression framework based on an adjusted STIRPAT model. The on-road high-resolution (whole-city) regression FFCO2 model robustness was evaluated by introducing artificial error, conducting cross-validation, and assessing relationship sensitivity under various model specifications. Results indicated that fuel economy, vehicle ownership, road density and population density were statistically significant factors that correlate with on-road FFCO2 emissions. Of these four variables, fuel economy and vehicle ownership had the most robust relationships.

A second regression model was constructed to examine the relationship between global on-road FFCO2 emissions and urban form factors (described by population

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density, road density, and distance to activity centers) at sub-city spatial scales (1 km2). Results showed that: 1) Road density is the most significant (p<2.66e-037) predictor of on-road FFCO2 emissions at the 1 km2 spatial scale; 2) The correlation between population density and on-road FFCO2 emissions for interstates/freeways varies little by city type. For arterials, on-road FFCO2 emissions show a stronger relationship to population density in clustered cities (slope = 0.24) than dispersed cities (slope = 0.13). FFCO2 3) The distance to activity centers has a significant positive relationship with on-road FFCO2 emission for the interstate and freeway toad types, but an insignificant relationship with the arterial road type.

Freshwater is an essential component of life for most organisms on earth. "Civilization itself is built on a foundation of water (Fagan, 2011)," as people often congregate near water sources, and find innovative solutions to exploit these resources for food production and domestic needs. Rising demand for water due to altered lifestyles and population increase pose further stress on water availability. Alterations and pollution of freshwater ecosystems can dramatically compromise ecological services that many species, among them humans, depend on. Arid places are specifically vulnerable in regards to water, characterized by very low levels of precipitation, as well as many dry months, which are often followed by a short time of severe storms. Considering the interconnectedness of social and ecological systems in regards to freshwater services is crucial in order to sustainably manage freshwater resources and avoid ecological crises that in turn are likely to lead to social crises around the globe (Berkes et. al., 2003).

This project aims to provide a contextualized history of the Sky Harbor Neighborhood Association‟s community collective action efforts. The Sky Harbor Neighborhood (SHN) of East Phoenix is bounded on the West by 24th St., on the East by 32nd St., on the North by Roosevelt St., and the South by Washington Street. SHN is a majority Latino, low-income, working class community (U.S. Census Bureau, 2010) that faces a variety of challenges including low walkability due to inadequate pedestrian infrastructure, low tree coverage, and crime. East Van Buren St., which has a reputation for being one of Phoenix‟s red-light districts, splits the neighborhood in two. In addition, the SHN lacks some key amenities such as grocery stores and is partly considered a food desert by the United States Department of Agriculture (USDA Economic Research Service, 2012).

Social relationships are the single most factor that create joy in human lives. And yet, the ways we are building our cities and structuring our lives reduces our chances of interaction and increases isolation. Creating more public spaces may be a possible solution to this problem of declining social cohesion. Public spaces have been shown to improve rates of social cohesion and social interaction. They have also been show to have positive effects on physical health, local economies, the natural environment, reducing crime rates and psychological health. Creating public spaces in areas that are low-income or have limited amounts of space can be very challenging. This paper profiles options of community created spaces, space public spaces and temporary public spaces. All of which are options for low-income and limited space communities. The paper concludes with the summery of an active project to create a public space in such a community through a joint-use agreement.

City planners often use bicycle friendly rating schemes as tools to guide them in their efforts to establish a bicycle community. However, the criteria and methodologies used vary from program to program and often do not encapsulate all of the necessary elements that comprise true bicycle friendliness. This report documents the important elements, strategies, and best practices that well-established Dutch, Danish, and German bike friendly cities exhibit to create a baseline standard for bicycle friendliness. Not all rating programs' criteria and methodologies align perfectly within this understanding of bicycle friendliness. City planners should use these programs as tools while keeping their limitations in consideration. The City of Tempe currently uses the League of American Bicyclists Bicycle Friendly Community program and BikeScore.com. By understanding the limitations associated with these programs, Tempe should move forward in their pursuit of bicycle friendliness by using multiple rating programs simultaneously and by looking at top-rated cities' strategies to enhance their infrastructure, network, urban form, and biking culture.

This paper explores bicycle amenities at two Bicycle Friendly Universities (BFU), as ranked by the League of American Bicyclists. The reviewed universities, Northern Arizona University (NAU) and University of Arizona (UA), are compared to Arizona State University (ASU) to determine its current level of bicycle friendliness. Research gathered from studies and reports from the three campuses is utilized to compile a list of bicycle facilities and infrastructure that are not currently offered at any of the three universities, as well as to create a set of priorities that Arizona State University can use to implement more programs and facilities before submitting their application to become a Bicycle Friendly University. This paper suggests improvements for Arizona State University involving the campus co-op, a website demonstrating the impact of alternative transportation on the campus community, bike-in events, temporary bike valet at events, organized and faculty-led rides, a bike mentorship program, formal incentive programs for employees and students, way-finding signage and designated bike routes, secure bike parking facilities, and educational courses.

This paper explores women and bicycling, with the focus of looking at how to get more women onto the bicycle in Tempe, Arizona. The main areas of interest for this study are improvements to bicycling infrastructure and an increase in the safety and the perception of safety of women cyclists in the Tempe area. In order to explore this topic, an online survey of 75 Arizona State students was conducted. From the results women were primarily concerned with their safety due to the condition of the overall infrastructure and the lack of bicycle related improvements. Research such as this that examines women and cycling is significant due to the current underrepresentation of women in the cycling community and has the potential to improve safety and increase bicycle ridership.

Transportation infrastructure in urban areas has significant impacts on socio-economic activities, land use, and real property values. This dissertation proposes a more comprehensive theory of the positive and negative relationships between property values and transportation investments that distinguishes different effects by mode (rail vs. road), by network component (nodes vs. links), and by distance from them. It hypothesizes that transportation investment generates improvement in accessibility that accrue only to the nodes such as highway exits and light rail stations. Simultaneously, it tests the hypothesis that both transport nodes and links emanate short-distance negative nuisance effects due to disamenities such as traffic and noise. It also tests the hypothesis that nodes of both modes generate a net effect combining accessibility and disamenities. For highways, the configuration at grade or above/below ground is also tested. In addition, this dissertation hypothesizes that the condition of road pavement may have an impact on residential property values adjacent to the road segments. As pavement condition improves, value of properties adjacent to a road are hypothesized to increase as well. A multiple-distance-bands approach is used to capture distance decay of amenities and disamenities from nodes and links; and pavement condition index (PCI) is used to test the relationship between road condition and residential property values. The hypotheses are tested using spatial hedonic models that are specific to each of residential and commercial property market. Results confirm that proximity to transport nodes are associated positively with both residential and commercial property values. As a function of distance from highway exits and light rail transit (LRT) stations, the distance-band coefficients form a conventional distance decay curve. However, contrary to our hypotheses, no net effect is evident. The accessibility effect for highway exits extends farther than for LRT stations in residential model as expected. The highway configuration effect on residential home values confirms that below-grade highways have relatively positive impacts on nearby houses compared to those at ground level or above. Lastly, results for the relationship between pavement condition and residential home values show that there is no significant effect between them.

Some differences in the effect of infrastructure on property values emerge between residential and commercial markets. In the commercial models, the accessibility effect for highway exits extends less than for LRT stations. Though coefficients for short distances (within 300m) from highways and LRT links were expected to be negative in both residential and commercial models, only commercial models show a significant negative relationship. Different effects by mode, network component, and distance on commercial submarkets (i.e., industrial, office, retail and service properties) are tested as well and the results vary based on types of submarket.

Consequently, findings of three individual paper confirm that transportation investments mostly have significant impacts on real-estate properties either in a positive or negative direction in accordance with the transport mode, network component, and distance, though effects for some conditions (e.g., proximity to links of highway and light rail, and pavement quality) do not significantly change home values. Results can be used for city authorities and planners for funding mechanisms of transport infrastructure or validity of investments as well as private developers for maximizing development profits or for locating developments.

Energy poverty is pervasive in sub-Saharan Africa. Nigeria, located in sub-Saharan West Africa, is the world's seventh largest oil exporting country and is a resource-rich nation. It however experiences the same levels of energy poverty as most of its neighboring countries. Attributing this paradox only to corruption or the "Dutch Disease", where one sector booms at the expense of other sectors of the economy, is simplistic and enervates attempts at reform. In addition, data on energy consumption is aggregated at the national level via estimates, disaggregated data is virtually non-existent. Finally, the wave of decentralization of vertically integrated national utilities sweeping the developing world has caught on in sub-Saharan Africa. However, little is known of the economic and social implications of these transitions within the unique socio-technical system of the region's electricity sector, especially as it applies to energy poverty. This dissertation proposes a complex systems approach to measuring and mitigating energy poverty in Nigeria due to its multi-dimensional nature. This is done via a three-fold approach: the first section of the study delves into causation by examining the governance institutions that create and perpetuate energy poverty; the next section proposes a context-specific minimum energy poverty line based on field data collected on energy consumption; and the paper concludes with an indicator-based transition management framework encompassing institutional, economic, social, and environmental themes of sustainable transition within the electricity sector. This work contributes to intellectual discourse on systems-based mitigation strategies for energy poverty that are widely applicable within the sub-Saharan region, as well as adds to the knowledge-base of decision-support tools for addressing energy poverty in its complexity.