In the summer of 1954 a young graduate from the University of Pennsylvania’s city planning program was asked to design a public hous- ing complex in the heart of Cleveland, Ohio. Ambitions were high; the Garden Valley, as the project was christened, was to be a modern, clean, mixed-use, racially and economically integrated community that would be a “model neighborhood for all of Cleveland.” The ambitions belied the setting, for the project was planned for a decidedly inauspicious location: Kingsbury Run, a dangerous, disreputable, polluted gully that had been the site of the dirtiest industrial facilities, Depression-era shantytowns, and an infamous series of murders. The young planner was Allan Jacobs, now a figure of great renown in city planning for his public, academic, writing, and consulting careers. Jacobs is currently professor emeritus in the De- partment of City and Regional Planning at the University of California, Berkeley. Based on his work developing an overall plan for the Kingsbury Run site, hundreds of new publicly and privately owned apartment units would be constructed in a garden-like setting, providing housing for thou- sands of low- and middle-income Clevelanders. Yet within just two years of the first units’ construction the Garden Valley was already considered run- down and undesirable, a reputation that would grow and deepen with time, a reputation the area has struggled with ever since. How is it that an auspicious combination of good intentions, significant resources, and uncom- mon talent was not enough to ensure the success of the project? Did the original conceptual design and the dominant values that influenced it play a role in setting the stage for the difficulties to come? This article, based largely on a series of conversations with Allan Jacobs, explores these questions by telling the story of his first summer of professional design work in his hometown of Cleveland, Ohio.

New information, telecommunications and electronics technologies provide valuable tools to public transit agencies working to improve service quality and safety, reduce costs and increase ridership. In the 1990's, transit agencies began taking advantage of the many opportunities available, enthusiastically embracing some new technologies and moving cautiously forward with others. Smart cards, the Internet, geographic information systems, global-positioning systems, wireless communications, and other advanced technologies - all important components of "intelligent transportation systems" (or ITS) - have begun changing the ways transit agencies do business and transit users get around.

Transportation planning agencies in California are increasingly using advanced technologies to improve highways, local roads, transit, bicycle, and pedestrian facilities and other transportation infrastructure by developing "Intelligent Transportation Systems." ITS, as these transportation technologies are known, use communication and information systems to improve the efficiency, safety, and cost-effectiveness of passenger and freight transportation systems.

To communicate about their work with ITS, many planners at California Metropolitan Planning Organizations (MPOs), Regional Transportation Planning Agencies (RTPAs), and Congestion Management Agencies (CMAs) have turned to the internet. With varying degrees of effort and success, these agencies present detailed information about ITS technologies on publicly accessible websites.

This paper presents a summary of the ITS information available through this medium and an agency-by-agency review of Web sites and a list of relevant contact information. In all we considered 61 transportation planning agencies: 16 MPOs, 28 RTPAs, and 17 stand-alone CMAs.

The study highlights several important findings: First, only 38 of 61 stand-alone agencies maintain websites and of these only 14 contain extensive information about ITS or new technologies. More of these agencies are, however, involved to some extent with ITS planning efforts (at least 42). So although many transportation planning agencies do not provide Internet-accessible information about ITS, they are still making efforts to apply ITS technologies to transportation systems in their jurisdictions.

The type and extent of ITS information provided varies by the type of transportation planning agency.

It is less clear what conclusions we can draw about transportation planning agencies' interest in, and actual use of, new technologies in their internal work programs and their publicly-funded projects and programs. Though a few agencies are clearly using sophisticated information and communication technologies in their work, most agencies' Web sites do not indicate whether they are or are not. It may be that ITS is important to their efforts and their plans for the future, but that they are simply not making that known via the Internet.

Since the 1970s, significant majorities of Americans say they support protecting the natural environment, even if it involves some economic cost. Yet almost every year since the 1970s Americans have driven farther than the year before, owned more vehicles, used them for a larger percentage of all trips, and shared them with other passengers less often. Vehicles today are much cleaner and more fuel efficient than in the recent past, but many of the potential environmental benefits are offset by higher consumption. This dissertation explores this apparent contradiction by analyzing the relations between environmental knowledge, environmental attitudes, and vehicle ownership and use. The research relies on quantitative analysis of responses from 1,506 Sacramento, California area residents to a 37-question knowledge-attitudes-behavior survey (39.6% response rate). Hypotheses were tested concerning the bi-directional effects of environmental knowledge and environmental attitudes on each other and on number of household vehicles, fuel efficiency of household vehicles, estimated annual household miles driven, and estimated annual household fuel consumption.

Difference of means analyses, multiple regression equations, and structuralequation modeling reveal that 1) respondents with pro-environmental attitudes know more about the environmental impacts of vehicle ownership and use, 2) the households of knowledgeable respondents own more fuel efficient vehicles and use less fuel, 3) the households of pro-environment respondents own fewer and more fuel efficient vehicles, drive them less, and consume less fuel, 4) vehicle ownership and use inversely affect environmental attitudes, but to a lesser extent than attitudes affect vehicle ownership and use, and 5) many respondents perceive constraints to making their vehicle ownership and use reflect their knowledge and attitudes.

These findings suggest that public education and social marketing campaigns focusing on the majority of Americans with pro-environmental attitudes, combined with policies to reduce barriers to less resource-intensive vehicle ownership and use, could encourage greater demand for more fuel efficient vehicles and lower levels of vehicle ownership and miles driven. They also highlight the research importance of effective survey design, appropriate measurement of latent variables, and the inclusion of

knowledge and attitudinal variables in some travel and environmental behavior studies.