Measuring the geographic extent of travel-activity patterns is important to develop our knowledge on potential and actual activity spaces around individual travel routes and activity locations which will enrich our understanding of human activities. Although a handful of studies integrate activity space within the travel behavior analysis in Europe and U.S. context, few studies have measured the size, structure, and implications of human activity spaces in the context of developing countries. To address these concerns, this dissertation examines the impact of land-use characteristics, socio-demographics, individual trip characteristics, and personal attitudes on travel-activity based spatial behavior in Dhaka, capital city of Bangladesh. Two methods—shortest-path network (SPN) and road network buffer (RNB) were used for calculating activity space in a geographic information system (GIS). First, a household-based travel diary pilot survey was carried out in 2017. Pilot data shows some specific socio-economic and travel differences across two study subareas. Results of this essay help to understand the differences between travel and activity space patterns by study subareas and population subgroups and give specific directions in terms of survey sampling and methodology for the full study to identify most suitable models, sets of indicators, and measurement techniques. Based on lessons learned from the pilot study, a weeklong household-based travel diary survey was conducted in 2018. Multiple Regression Analysis (MRA) results show that mainly land use characteristics are found to be consistently significant predictors of both individual and household activity space size. In this dissertation, Exploratory and Confirmatory Factor Analysis (EFA and CFA) are used to identify attitudinal factors to influence spatial behavior. Household accessibility to different facilities was assessed under this essay using RNB measure. Positive correlations are found between the area and number of all opportunities except open space facility. While examining heterogeneity in activity spaces, results indicate that activity spaces vary from day to day. To further analyze the impact of different indicators on this variability, Panel Regression Model (PRM) is used. My findings help transport planners, researchers, and policy makers to reshape land use policies while keeping in mind human accessibility and activity space variability issues.

While the industry of civilian unmanned aerial vehicles (UAV) or drones has seen rapid expansion in the past decade, few studies have systematically examined the dynamics between this disruptive technology and various aspects of cities. Employing quantitative methods, this dissertation explores 1) the diffusion and adoption patterns of civilian drones; 2) how cities manage the challenges of increasing drone activities; and 3) the supply-side opportunities and constraints associated with the deployment of Urban Air Mobility (UAM) in built-out metropolitan areas. The results of the first county level study might suggest (Chapter 2) that the digital divide has magnified the uneven and nonlinear diffusion of drones across time and space. Furthermore, the strength of state-level interventions correlates with the intensity of local drone adoption, even though the regulatory effects are different among drone user groups. People living in neighborhoods with a higher adoption rate of drones are on average younger, more affluent, and Whiter. An extension of the first study at the zip code level (Chapter 3) has retested the key results and provided additional insights into the spatial dependence effects that affect the drone adoption patterns. Furthermore, the results of the second study (Chapter 4) indicate that local drone policy adoption among communities of color trails behind that of other communities. Although drone policy adoption at the local level has been shaped by both motivation and capacity factors, the desire to protect public facilities appears to motivate localities to adopt regulatory measures. In particular, policy adoption is influenced by what nearby cities do, suggesting that strategic interaction is at play among local governments. In the third study (Chapter 5), I evaluate the supply-side opportunities and constraints associated with UAM adoption through a systematic scenario analysis. The results of the third study indicate that current supply-side infrastructure opportunities in Southern California, like helipads and elevated parking structures, are widely available to accommodate the regional deployment of UAM service although current spatial constraints can significantly limit the location choice of UAM landing sites (vertiports) for electric vertical take-off and landing (eVTOL) aircraft. Moreover, the low-income and young populations tend to live relatively farther away from the supply-side opportunities compared to the general population. The third study also proposes a network of UAM stations in Southern California based on the joint considerations of available infrastructure and home-workplace commuting flows.