Journal of Urban Planning and Development

Planning and design of arroyo hydraulic structures in an urban environment must be carried out within significant constraints. These constraints include limits to data, analytic method, and result transfer. Such constraints can be progressively overcome through an approach combining synoptic study of fluvial geomorphologic process with diverse, experimental, and subjective approaches to design solutions. Technology transfer should focus on appropriate utilization of natural tendencies, not standardized details of construction. Urban planning and hydrologic engineering should jointly pursue arroyo management; realistic policy and workable design must each be founded on comprehensive evaluation and feedback. There is equally as much need to understand qualitatively the behavior of the entire arroyo system as there is to quantitatively determine mechanics within the system. Structural improvements will stem from the experiential, technical, and innovative breadth of the designer. Development in each should be pursued. Arroyo engineering is yet a relatively unsophisticated technology. Rigor is required as an extension of, not replacement for, critical insight.

The U.S. Navy's largest peace‐time construction project is currently underway in southeast Georgia. Located at Kings Bay, a few miles north of the Florida‐Georgia border, the Trident Atlantic Coast Strategic Submarine Base is scheduled for completion in 1991 at a cost of approximately $1.5 billion. The Kings Bay site, originally acquired in the 1950's as an Army ocean terminal, was selected by the Navy in 1978 as a support facility for Fleet Ballistic Missile Submarines. In 1980, the decision was made to expand the facility to accommodate Trident‐class submarines. The 12,000‐acre (4,860‐ha) site has been masterplanned into four major functional areas: (1) Waterfront; (2) industrial and weapons; (3) personnel support, administration and training; and (4) family housing. Civil engineering activities during initial construction center around planning and design of roads and drainage. Included are basewide planning for and design of roads, railroads, bridges, stormwater drainage systems, pedestrian and bicycle paths, landscaping, lighting, signalization and parking facilities. Estimated construction costs are over $100 million.

A broad overview is presented of the water and wastewater programs of New York City. Each “life support system” is the product of long term plans which can retain their basic thrust for as long as a century. One key to viable continuity is a career cadre dedicated to the program. The present water supply system is the successful culmination of 100 yr of sustained effort, but a new City commitment is now required for the next century. Eighty years of water pollution control planning and construction is reviewed to demonstrate the adaptability of a long term plan to new technology, growth, and shift of population. The ultimate products of a 1914 Master Plan will serve the City well into the 21st Century.

For many years, the role of parking policy in most U.S. cities was to accommodate the automobile commuter by providing convenient spaces to park. Recently, however, many cities have begun to use parking management strategies as means of achieving a wide variety of community objectives, ranging from improved air quality to increased neighborhood amenity. This paper examines the use and impact of such strategies in fostering downtown economic development. The impact on economic development of four kinds of parking strategies—those that control the aggregate level of parking supply, the access to parking, the spatial distribution of parking supply, and the price are described in detail. Case studies of parking policies in Baltimore and Seattle are used to illustrate the different role of such policies with relation to economic development. An examination of the characteristics of the developer decisionmaking process leads to a conclusion that although the provision by government of parking space does not play a central role in development decisions, it can play a significant supporting role.

Presented is a review and analysis of night delivery as a tool for managing vehicle traffic in high density central business districts of urban areas. Data were collected in Washington, D.C., Denver, Colorado, Atlanta, Georgia, and San Francisco, California. The analysis revealed that although night delivery is practiced by few businesses, and has been suggested by several researchers as a means of traffic management, the institutional restraint to its implementation is diverse, and is particularly strong among elected officials, the police, and labor unions. Much of this resistance is due to the vested interest of those groups, rather than to the potential value of night delivery. Its unknown effect on the re‐election of public officials, extra enforcement requirements, adherence to a strong tradition of day‐time delivery among the unions, and the negative perception of all night work among union leadership, are the key institutional restraints. However, a universally transferable night delivery model is not practical in U.S. cities because of the strong and diverse delivery traditions and idiosyncrasies among the institutions of labor, local government, and business.

While land suitability analysis is becoming a standard tool in environmental inventory and analysis, its application to sanitary landfull siting has been limited due to uncertainty about the factors which should he mapped, criteria for determining the relative degree of suitability for each factor, and limitations in an agency's file of available environmental data. This paper examines each of these aspects in comparing two case studies, Kenton and Campbell Counties, Kentucky, and Dane County, Wisconsin, which utilized areawide land suitability analysis as an element in sanitary landfill siting studies. Each of the approaches is briefly compared with techniques described in the literature, and the advantages and disadvantages of the techniques used are described.