Neighborhood design, connectivity assessment and obstruction

Stangl, Paul; Guinn, Jeffery M.

doi:10.1057/udi.2011.14

Cited by 74 publications

(41 citation statements)

References 20 publications

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“…Using an entropy equation described by Leslie et al (2007a) the five types of land use were combined to form a measure that ranged from 0 to 1, with 0 representing complete homogeneity of land use within the buffer, and 1 representing an even distribution of the five types of land use. Street connectivity was measured using the intersection density indicator based on the number of three or more way intersections located within the buffer (Stangl and Guinn 2011). Public transport accessibility was measured using perceived walking times to bus stops and train stations.…”

Section: Derivation Of Urban Form Variablesmentioning

confidence: 99%

Built environment impacts on walking for transport in Brisbane, Australia

et al. 2014

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This study examines the association between urban form and walking for transport in Brisbane, Australia based on both panel and cross-sectional data. Cross-sectional data are used to determine whether urban form was associated with walking for transport in 2011. Panel data are used to evaluate whether changes in the built environment altered walking behaviour between 2009 and 2011. Results from the cross-sectional data suggest that individuals are significantly more likely to be walkers if they live in an area with a well-connected street network and an accessible train station. The longitudinal analysis confirms these relationships; there also was however, a significant impact of travel attitudes and perceptions on walking behaviour. The findings suggest that the built environment continues to be an important factor to encourage walking; however, interventions are also required to change social norms in order to increase the receptiveness for and participation in walking.

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Section: Derivation Of Urban Form Variablesmentioning

confidence: 99%

Built environment impacts on walking for transport in Brisbane, Australia

et al. 2014

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“…A wide range of measure exists in the literature representing street connectivity level such as block area, block perimeter length, block density, intersection density (number of intersections/area), cul-desac density (number of dead ends/area), street density (length of street/area), ratio of roadway to intersections (length of street/number of intersections) and pedestrian route directness (ratio of a straight-line distance between two points and actual route distance between the points) (see, Stangl and Guinn, 2011). Two contrasting indicators of street connectivity level were derived in this research (e.g.…”

Section: Identification Of Actual Neighbourhood Typementioning

confidence: 99%

Residential dissonance and mode choice

Kamruzzaman

Baker

Washington

et al. 2013

Journal of Transport Geography

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Residential dissonance refers to the mismatch in land-use patterns between individuals' preferred residential neighbourhood type and the type of neighbourhood in which they currently reside. Current knowledge regarding the impact of residential dissonance is limited to short-term travel behaviours in urban vs. suburban, and rural vs. urban areas. Although the prevailing view is that dissonants adjust their orientation and lifestyle around their surrounding land use over time, empirical evidence is lacking to support this proposition. This research identifies both short-term mode choice behaviour and medium-term mode shift behaviour of dissonants in Transit Oriented Development (TODs) vs.non-TOD areas in Brisbane, Australia. Natural groupings of neighbourhood profiles (e.g. residential density, land use diversity, intersection density, cul-de-sac density, and public transport accessibility levels) of 3957 individuals were identified as living either in a TOD (510 individuals) or non-TOD (3447 individuals) areas in Brisbane using the TwoStep cluster analysis technique. Levels of dissonance were measured based on a factor analysis of 16 items representing the travel attitudes/preferences of individuals. Two multinomial logistic (MNL) regression models were estimated to understand mode choice behaviour of (1) TOD dissonants, and (2) non-TOD dissonants in 2009, controlling for sociodemographics and environmental characteristics. Two additional MNL regression models were estimated to investigate mode shift behaviour of (3) TOD dissonants, and (4) non-TOD dissonants between 2009 and 2011, also controlling for socio-demographic, changes in socio-demographic, and built environmental factors. The findings suggest that travel preference is relatively more influential in transport mode choice decisions compared with built environment features. Little behavioural evidence was found to support the adjustment of a dissonant orientation toward a particular land use feature and mode accessibility they represent (e.g. a modal shift to greater use of the car for non-TOD dissonants). TOD policies should focus on reducing the level of dissonance in TODs in order enhance transit ridership. Keywords:Residential dissonance; transit oriented development; travel behaviour change; residential self-

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“…The geometric, functional and operational characteristics of street intersections usually receive little mention, except for the rough typological features such as the number of streets converging at each node. This, for instance, is the case of the so called spatial connectivity indicators included in the most widely used methods for urban walkability evaluation [16,17], expressed as the number and type of nodes (commonly number of legs joining in each node) within large spatial units (square km, block, neighbourhood). As a result, the incorporation of spatial connectivity indicators into the composite indicators of walkability can lead to unreliable aggregate results, given that they combine detailed data on street segments, with rougher and less detailed description of intersections.…”

Section: Intersections In Walkability Studies: State Of the Artmentioning

confidence: 99%

Walkability and Street Intersections in Rural-Urban Fringes: A Decision Aiding Evaluation Procedure

et al. 2017

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Abstract:We propose a decision-aiding evaluation procedure (i) for classifying road crossings based on their impact on walkability and, subsequently, (ii) for prioritising street improvements, in urban-rural fringe areas. In the peripheral urban-rural fringes, pedestrian mobility is usually less developed and people generally depend more on cars for their everyday chores. Partly this is inevitable given the structural features and supply of services and activities in such areas, but part is due to a frequent neglect of pedestrian mobility in planning and urban design. Measures to improve this state of affairs can include the design of more pedestrian-friendly environments offering to potential users a greater level of security, comfort and convenience when walking to their designated destinations. Our evaluation procedure combines a walkability assessment methodology with the ELECTRE TRI rating procedure, in order to assist planners and decision makers in designing physical streets to enhance the continuity, safety and quality of pedestrian paths. Improving the walking accessibility in the fringe areas of towns is a way to reduce the physical and perceptual distance which separates these contexts from the rest of the city, thus leading to a progressive integration of urban functions.

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Neighborhood design, connectivity assessment and obstruction

Cited by 74 publications

References 20 publications

Built environment impacts on walking for transport in Brisbane, Australia

Built environment impacts on walking for transport in Brisbane, Australia

Residential dissonance and mode choice

Walkability and Street Intersections in Rural-Urban Fringes: A Decision Aiding Evaluation Procedure

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