DOCSLIB.ORG

Enhancing Walkability in a Downtown: a Case Study of Adel, Iowa

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Iowa State University Capstones, Theses and
Dissertations
Creative Components

Fall 2020

Enhancing Walkability in a Downtown: A Case Study of Adel, Iowa

Yaw Kwarteng

Follow this and additional works at: https://lib.dr.iastate.edu/creativecomponents
Part of the Urban, Community and Regional Planning Commons

Recommended Citation

Kwarteng, Yaw, "Enhancing Walkability in a Downtown: A Case Study of Adel, Iowa" (2020). Creative Components. 656.

https://lib.dr.iastate.edu/creativecomponents/656

This Creative Component is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Creative Components by an authorized administrator of Iowa State University Digital Repository. For more information,

please contact [email protected].

Enhancing Walkability in a Downtown: A Case Study of Adel, Iowa

by

Yaw Yeboah Kwarteng

A creative component submitted to the graduate faculty in partial fulfillment of the requirements for the degree of
MASTER OF COMMUNITY AND REGIONAL PLANNING

Major: Community and Regional Planning
Program of Study Committee: Monica Haddad, Major Professor
Brian Gelder Sungduck Lee

The student author, whose presentation of the scholarship herein was approved by the program of study committee, is solely responsible for the content of this creative component. The
Graduate College will ensure this creative component is globally accessible and will not permit alterations after a degree is conferred.

Iowa State University
Ames, Iowa
2020

Copyright © Cy Cardinal, 2020. All rights reserved. ii

DEDICATION

This report is dedicated to my mum, Akosua Gyapomaa. Your love keeps me going. iii

TABLE OF CONTENTS

Page
LIST OF FIGURES .........................................................................................................................v LIST OF TABLES........................................................................................................................ vii ACKNOWLEDGMENTS ........................................................................................................... viii ABSTRACT................................................................................................................................... ix CHAPTER 1. INTRODUCTION ....................................................................................................1 CHAPTER 2. LITERATURE REVIEW .........................................................................................5
Defining walkability.................................................................................................................. 5 Benefits of walkability............................................................................................................... 7 Walk score for the city of Adel ................................................................................................. 9 Empirical studies about walkability and planning................................................................... 10 Measuring walkability with GIS.............................................................................................. 12

CHAPTER 3. METHODOLOGY .................................................................................................19
My study area .......................................................................................................................... 19 My methodological steps......................................................................................................... 26 Calculating the Index of Walkability....................................................................................... 28
Land use mix ...................................................................................................................... 28 Connectivity Index ............................................................................................................. 29 Density................................................................................................................................ 31 Proximity............................................................................................................................ 31
Streetscape Evaluation using GSV.......................................................................................... 33

CHAPTER 4. RESULTS AND FINDINGS..................................................................................36
Measuring the Connectivity Index .......................................................................................... 36 Assessing Proximity of Land Uses.......................................................................................... 36
Measuring closest facilities (Current Land Use)................................................................ 37 Measuring closest facilities (Future Land Use).................................................................. 39
Land Use Mix .......................................................................................................................... 40 Measuring the Residential Density.......................................................................................... 41 Reclassification of Values of the Dimensions......................................................................... 42 Creating the Walkability Index................................................................................................ 43 Comparing Walkability Indices for Downtown Adel.............................................................. 44 Google Street View (GSV) Measures ..................................................................................... 46

CHAPTER 5. CONCLUSION.......................................................................................................53
Recommendations ................................................................................................................... 53 Limitations of the Study .......................................................................................................... 55 Final Remarks.......................................................................................................................... 55 iv
REFERENCES ..............................................................................................................................58 APPENDIX A. FUTURE LAND USE MAP FOR THE CITY OF ADEL ..................................62 APPENDIX B. QUESTIONNAIRE FOR ASSESSING DOWNTOWN'S WALKABILITY USING GSV ..................................................................................................................................63 v

LIST OF FIGURES

Page
Figure 1: Walk score for the city of Adel ..................................................................................... 10 Figure 2: Map of the State of Iowa and Dallas County ................................................................ 19 Figure 3: City of Adel................................................................................................................... 20 Figure 4: Downtown Adel Boundary based on Adel Downtown Plan......................................... 21 Figure 5: Current Land Use based on Adel’s Land Use Map....................................................... 22 Figure 6: Current Land Use Map Aggregated .............................................................................. 23 Figure 7: Future Land Use based on Adel Downtown Plan ......................................................... 24 Figure 8: Future Land Use Aggregated ........................................................................................ 25 Figure 9: Alleyway Beautification Areas ..................................................................................... 26 Figure 10: Conceptual Framework ............................................................................................... 28 Figure 11: Street Links and Nodes................................................................................................ 30 Figure 12: Locations where Streetscapes were Examined using GSV......................................... 34 Figure 13: Network Analysis (Current Land Use)........................................................................ 38 Figure 14: Network Analyst (Future Land Use)......................................................................... 40 Figure 15: Walkability Index for Downtown Adel....................................................................... 43 Figure 16: Walkability Index with Alleyway Beautification Incorporated .................................. 46 Figure 17: Sidewalk Classification Criteria.................................................................................. 47 Figure 18: What are the conditions of the sidewalk from the observed location?........................ 48 Figure 19: Can Two People Fit on the Sidewalk from the Observed Location? .......................... 48 Figure 20: Is Pedestrian Crossing available at the Observed Location?....................................... 49 Figure 21: Streetscape Features in Downtown ............................................................................. 50 Figure 22: Examples of Streetscape Features ............................................................................... 51 vi
Figure 23: Condition of Street Landscape .................................................................................... 52 Figure 24: Potential for Sidewalk Width Expansion and Crosswalk Development ..................... 54 vii

LIST OF TABLES

Page
Table 1: The Four Dimensions of Walkability Mentioned by Various Authors .......................... 27 Table 2: Density Measure and Category....................................................................................... 31 Table 3: Proximity Matrix ............................................................................................................ 32 Table 4: Dimensions of walkability and their Formula ................................................................ 32 Table 5: Spatial Data Used in Case Study .................................................................................... 35 Table 6: Distances to Activity Centers (Current Land Use)......................................................... 39 Table 7: Distances to Activity Centers (Future Land Use)........................................................... 40 Table 8: Land Use Percentages in Downtown.............................................................................. 41 Table 9: Classification Matrix ...................................................................................................... 42 Table 10: Walkability Matrix........................................................................................................ 45 viii

ACKNOWLEDGMENTS

I would like to express my profound gratitude to my committee chair, Monica Haddad, and my committee members, Brian Gelder, and Sungduck Lee, for their guidance and support throughout the course of this research.
As Well, I extend my heartfelt admiration to Dennis Kwadwo Okyere, you are a pearl. I would also like to acknowledge my friends, colleagues, the department faculty, and staff for making my time at Iowa State University a marvelous experience and a worthwhile dream. ix

ABSTRACT

Downtowns have the potential to be a main attention point for small communities, the easiest centers to turn into pedestrian-focused mixed-use areas. Additionally, downtowns have the strongest connection to the civic features of neighborhoods, as buildings with civic significance are located in downtown. Buildings with noteworthy meanings are in downtowns and serve as a point for public gathering and hearing. Therefore, maintaining and improving the quality of access to these buildings can spur socio-economic development.
In furtherance of these desires, the main goal of this study is to estimate the Walkability
Index, reflecting forms of walking to daily destinations in the downtown of the city of Adel. There is a strong relationship between walkability and the set-up of the built environment where people live. It is thus imperative that the design of urban form supports physical human activities. Hence, the location of shops, health facilities, parks and open space, residential districts, and other land use, in relation to each other are crucial elements that influence the walkability of a place.
To effectively assess walkability, it is essential to identify the dimensions involved in measuring walkability. Connectivity, proximity, land use mix, and residential density are the necessary variables for estimating the index of waking in an urban setting. Using spatial analysis in Geographic Information System (GIS) is an established method to objectively automate the

measurement of these dimensions. To help evaluate the city’s newly adopted future land use plan

to guide the development of the downtown from 2020-2040, the index was calculated for both the current and adopted future land uses.
To calculate the overall index, the following steps were met: the network analyst extension of ArcGIS was used to measure proximity, gamma index was calculated for xconnectivity, net residential density was used to measure density, and the entropy index calculation used to estimate the land use mix. Each one of these dimensions was reclassified with values ranging from 0-100. Additionally, the study uses Google Street View approach to

evaluate streetscape features’ capability to provide opportunities for walking in downtown Adel.

The results of the study explicitly indicated that assessment of walkability standards can be performed on both existing built environment and proposed land use plans of a downtown neighborhood. The findings indicate that the proposed future land use will increase the index from 65.6 to 72.9, demonstrating that the recently adopted Downtown Plan will indeed make Adel a more walkable community. Evaluation of the streetscape features revealed the need to improve infrastructure for pedestrians, such as pedestrian signages and urban street elements, to increase pedestrian walking experience. This methodological approach can be applied to other cities that want to measure walkability. This study can be used by urban planners and policymakers to assess whether future plans do create opportunities for pedestrians to increase the level of walking.
1

CHAPTER 1. INTRODUCTION

Physical inactivity or sedentary lifestyles can result in preventable endemic health exposures such as obesity (Hruby & Hu, 2015; New York State Department of Health, 2020). Obesity has become the second primary preventable cause of death in the United States (New York State Department of Health, 2020). Society is cognizant of this needless nuisance, and therefore advocacy for healthier lifestyles, change in behavior, and opportunities for physical activities, such

as walking, is on the rise (Zhang & Mu, 2019). To reinforce these facts, one of the United Nations’ goals for Sustainable Development “is to ensure a healthy life and promote well-being for all at all

ages” (United Nations, 2019). Urban planners face a conundrum when finding a balance between development and community design to achieve an inclusive, safe, and sustainable urban environment. This evidence has buoyed planners and policymakers alike to recognize a walkable built environment as the surest way to improve public health (Adkins, Makarewicz, Scanze, Ingram, & Luhr, 2017).
Access to open space goes hand-in-hand with walkability and plays an essential role in ensuring healthy lifestyles and promoting well-being. However, most cities have struggled considerably in providing convenient access to open spaces for their population. To illustrate, data from 2018 about 220 global cities depicted that only 21 percent of the population had access to open spaces, not because of their inadequate share of an urban area but their uneven spatial distribution across land uses in these cities (United Nations, 2019). Nowadays, national urban policies should target strategies that react directly to urbanization challenges, such as providing efficient walkability through deliberate and planned development.
Furthermore, a dependency on automobiles, which is a significant characteristic of lifestyle in American cities, contributes to substantial amounts of air pollution. In the U.S. in 2019,
2automobile dependency resulted in over 55% of nitrogen oxide releases and 27% of pollution from transportation (USEPA, 2019). This happens because cities have created mono-functional car reliant regions where people have nothing to walk to (Dovey & Pafka, 2020), hence they drive to all destinations in the urban fabric.
Within this context, the objective of this study is to measure walkability in the downtown of a small town in Iowa that is developing a land use plan. The study poses the following spatial questions: How well does the current and future arrangement of land uses allow people to move around the urban fabric? How can spatial analysis be used to automate the measurement of these dimensions objectively? How does streetscape features provide opportunities for walking?
To answer these questions my main goal is to measure the level of connectivity, proximity of uses, residential density, and the different land use mix to estimate the Walkability Index, reflecting forms of walking to daily destinations in the downtown of the city of Adel. The methodological steps to be followed include: identify the dimensions of measuring walkability, identify variables of measuring the dimensions, use network analyst, to measure the index and use

Google Street View approach to assess streetscape features’ capacity to support walking in

downtown.
Downtowns certainly can provide an alternative option for the suburban environment and its associated social and economic costs. Downtowns can be the most accessible centers to turn into pedestrian-focused centers, due to their mixed-use, and their position as the main attention point for small communities (Horan, Yang, & Eidt, 2015). Moreover, it has the strongest association with the civic features of a neighborhood, as buildings with civic significance are in downtowns. As there is the tendency to obtain and maintain a continued public-private sector partnership in these centers, they can ensure a robust future investment (Horan, Yang, & Eidt,
3
2015) and ensure a continual assembly of people in these centers in the community. Moreover, buildings with significant meanings in America are concentrated in downtowns and serve as a point for public gathering and hearing (Rypkema, 2003). Downtowns are of prime importance to every community in America. Therefore, cities must endeavor to improve and maintain the quality of access to these buildings in this central point in the city, to serve as an impetus for social and economic development. Thus, making downtowns more walkable offers vitality and a distinct sense of place for people.
According to Ackerman (2005), there is a strong relationship between walkability and the set-up of the natural environment. Therefore, the design of urban form must support human physical activities. The level of walkability of a place assesses its physical arrangement and has the potential to minimize or maximize environmental impacts from automobile use. Indeed, the location of shops, health facilities, parks, and open space, residential districts, and other land uses are crucial elements that influence the walkability of a place (Ackerson, 2005). For example, a place characterized by low walkability enforces over-dependence on automobiles for the day-today activities, which affects the sustainability of the area over time.
Knowing the level of walkability of a specific place can assist urban planners to either redesign, rectify, or sustain the urban form in a location. It is critical that urban planners assess the existing structure to determine the future urban form to influence physical activity. Consequently, providing urban pedestrian facilities that improve quality health lifestyles, between trip origination and destination points, is highly recommendable. Pedestrian infrastructure for people who might not be able to afford automobiles (Dobesova & Krivka, 2012) and its associated costs is an inclusive way of urban development. These changes could help people to minimize their
4automobile dependency and indulge in physical activities that promote clean sustainable environments and personal health.
This study is organized as follows. The next section presents the literature review, focusing on previous research that evaluates and presents methods to assess walkability. The third section has information about the methodology, study area and data description. The fourth section discusses the dimensions of walkability, Google Street View (GSV) and the results. The final section describes the recommendations, limitations and the conclusion of the research.
5

Recommended publications
  • Pdf 379.82 K

    Pdf 379.82 K

    International Journal of Architecture and Urban Development Vol.5, No.3, Summer 2015 Development Urban and Architecture of Journal International Thirteen Most Common Trends Shaping Automobile Dependence Worldwide and the Global Implications of these Trends Kenya 1*Adeyemo Ajibade, 2Dayomi Mathew, 3Tugbobo Babatunde 1Principal Lecturer, Department of Architectural Technology, Lagos State Polytechnic, Ikorodu, Lagos, Nigeria. 2Professor, Department of Urban and Regional Planning, School of the Built Environment and Development Studies. 3Ph.D. Candidate, Department of Urban and Regional Planning, School of the Built Environment and Development Studies, College of Humanities, the University of KwaZulu-Natal (UKZN) South Africa. Recieved 07.25.2014; Accepted 03.02.2015 ABSTRACT: Walking being the oldest form of urban transport, and until the advent of major transformations in transport technology in the nineteenth century, most cities were structured in ways that supported walkability. Today, there is a change in transportation which emphasizes, the traditional pedestrian paths which are increasingly becoming non-regulated spaces when compared to the urban spaces for automobile modes. This change in emphasis is noticeable partly because urban walkability has rarely been planned for in the past few decades and ultimately may replace our automobile dependency. It has brought enormous changes to urban landscape in recent times particularly in the developed world. Automobile dependency comes in different ways, forms and degrees. For instance, there are few cities worldwide that are absolutely automobile dependent (where driving is the only form of transport). Even areas that appear to be highly automobile dependent often have a noteworthy amount of walking, cycling and transit travel among certain groups or in certain areas, although use of these modes tends to be undercounted by conventional transportation planning.
  • Sprawl and Accessibility

    Sprawl and Accessibility

    Journal of Transport and Land Use 1:1 (Summer 2008) pp. 5–11 Available at http://jtlu.org Point: Sprawl and accessibility Robert Bruegmann University of Illinois at Chicago a At least until recently, accepted wisdom has held that sprawl is recent, particularly American and that it has been caused by a rapid growth in automobile ownership and use. It is also widely believed that for economic, social, environmental and aesthetic reasons sprawl is bad and should be stopped. A good way of doing this, many observers believe, is to promote “Smart Growth.” Higher density and more compact urban pat- terns, proponents believe, would lead to less “automobile dependence,” more walking and transit use and, as a result, better access to jobs and other activities and a better environment.¹ 1 Misreading history ere are several problems with this formula. e first is that the diagnosis relies on an erroneous reading of history. Sprawl is neither recent nor particularly American, and it was in full force long before the advent of the private automobile. If sprawl is the outward movement of people at lower densities without any over-arching planning or control, then sprawl is as old as cities. e reasons for this are not hard to find. Living at the center of most cities from the earliest times until very recently meant congestion, pollution and highly unsanitary living conditions for most of the urban population. Whenever a new group of people had sufficient resources, many families were likely to try to escape the city, either by moving to the suburbs or getting a weekend or country house in the exurban belt beyond the suburban edge.
  • Parking Problems and Creative Solutions

    Parking Problems and Creative Solutions

    AN OVERVIEW OF COMMON PARKING ISSUES, PARKING MANAGEMENT OPTIONS, AND CREATIVE SOLUTIONS PREPARED FOR: CITY OF PASADENA DEPARTMENT OF TRANSPORTATION AUGUST 2003 Banerjee & Associates Pasadena Parking August 2003 AN OVERVIEW OF COMMON PARKING ISSUES, PARKING MANAGEMENT OPTIONS, AND CREATIVE SOLUTIONS Prepared for City of Pasadena Department of Transportation Report prepared by Banerjee & Associates Parking is a key component of Pasadena’s transportation program. The City has addressed parking problems associated with educational institutions, entertainment uses, religious institutions, commercial activities, special events, and most recently the opening of Gold Line Light Rail service. Experience with such programs underscores the need for the City to foster ongoing coordination and cooperation among businesses, institutions, residents, and governmental agencies in order to address parking needs in a collaborative manner. The Department of Transportation is conducting a more focused review of parking management programs including options for use in residential neighborhoods. The objective of this review is to create, in collaboration with the community, a toolbox of parking management solutions that can be used throughout the City to address parking problems. This information will be incorporated into a forthcoming community handbook on the City’s Neighborhood Traffic Management Program. This briefing material is intended to support and encourage public dialogue on parking solutions. BANERJEE & ASSOCIATES Pasadena Parking August 2003 COMMON PARKING ISSUES With the high percentage of vehicle ownership in the United States, parking has become a conflicting and confusing situation for a number of people. Whether at an airport, bus stations and shopping centers, problems with parking are an everyday occurrence. Lack of accessible parking can hurt local business and decrease the quality of life for residents.
  • The Forgotten and the Future: Reclaiming Back Alleys for a Sustainable City

    The Forgotten and the Future: Reclaiming Back Alleys for a Sustainable City

    Environment and Planning A 2010, volume 42, pages 2874 ^ 2896 doi:10.1068/a42259 The forgotten and the future: reclaiming back alleys for a sustainable city Jennifer Wolch College of Environmental Design, University of California, Berkeley, 230 Wurster Hall #1820, Berkeley, CA 94720-1820, USA; e-mail: [email protected] Josh Newellô School of Natural Resources and Environment, University of Michigan, 440 Church Street, Ann Arbor, MI 48109-1041, USA; e-mail: [email protected] Mona Seymour Urban Studies Program, Loyola Marymount University, 1 LMU Drive, Los Angeles, CA 90045-2659, USA; e-mail: [email protected] Hilary Bradbury Huang USC Center for Sustainable Cities, 3518 Trousdale Parkway, Los Angeles, CA 90089-0048, USA; e-mail: [email protected] Kim Reynolds School of Community and Global Health, Claremont Graduate University, 150 East 10th Street, Claremont, CA 91711, USA; e-mail: [email protected] Jennifer Mapes Department of Geography, University of Southern California, 3620 South Vermont Avenue, Los Angeles, CA 90089-0255, USA; e-mail: [email protected] Received 10 July 2009; in revised form 29 October 2009; published online 20 September 2010 Abstract. Alleys are enigmatic, neglected features of the urban fabric. In this paper we explore the distribution, physical features, activity patterns, and resident perceptions of alleys in one major US city, Los Angeles, California. We do so through an integrated mixed-methods strategy involving participatory research with community-based organizations, spatial analysis, physical audits and behavioral observation of alleys, and focus groups. Results show that most alleys in Los Angeles are underutilized and walkable, quiet, and clean, although they can be, and are often perceived as, dirty and unsafe.
  • Santa Fe's Walkability

    Santa Fe's Walkability

    Santa Fe’s Walkability Mapping the City’s Urban Strengths CityCity ofof SantaSanta FeFe LandLand UseUse DepartmentDepartment LongLong RangeRange PlanningPlanning DivisionDivision Photo courtesy: Trover, Creative Commons Santa Fe’s Walkability Mapping the City’s Urban Strengths Lisa Martinez, Land Use Department Director Reed Liming, Long Range Planning Division Director Richard Macpherson, Senior Planner David Barsanti, G.I.S. Analyst Gil Martinez, Graphics Designer July, 2017 Walk Score® is a registered trademark of Redfin Real Estate, Seattle, WA. A special thanks to Aleisha Jacobson at Redfin’s Walk Score® office. i Santa Fe’s Walkability … Defining the City’s Urban Core Santa Fe is famed for its historic buildings and narrow streets. Visitors and Measuring Walkability residents value the historic part of the city for its walkability, reflecting how towns and cities felt to residents and visitors before the dominance of the automobile. Measuring walkability and understanding the “ingredients” that are needed Since World War II, however, much of Santa Fe has reflected land development to make a place more walkable has gained increasing interest. The following patterns with more spread-out, suburban-style subdivisions and large commercial analysis shows those areas of Santa Fe that have the greatest levels of walkability tracts with over-sized parking lots. This development trend is based on the car and as measured by the nearness (usually a 5-10 minute walk) of key daily needs reflects modern development patterns found in virtually every U.S. town and city. and desires of residents, including: Schools, Parks, Grocery Stores, Restaurants, Errands, Shopping and Cultural Activities. Walkability Walk Score® is a tool used to determine which parts of Santa Fe are the most While Santa Feans may enjoy walking around their neighborhood and enjoy the walkable and therefore, from a planning standpoint, reflect the most efficient uses area where they live, “walkability” as used in this report defines those areas in which of land.
  • Can an Experience with No Car Use Change Future Mode Choice Behavior?

    Can an Experience with No Car Use Change Future Mode Choice Behavior?

    sustainability Article Can an Experience with No Car Use Change Future Mode Choice Behavior? Matus Sucha *, Lucie Viktorova and Ralf Risser Department of Psychology, Faculty of Arts, Palacký University in Olomouc, Olomouc 771 80, Czech Republic * Correspondence: [email protected] Received: 21 June 2019; Accepted: 19 August 2019; Published: 29 August 2019 Abstract: In order to determine whether an experimentally induced experience has the potential to change future travel mode choice, we recruited 10 families living in a middle-sized city who used a car at least four times a week, and made them stop using the car for one month. Each adult family member kept a travel diary and interviews were conducted prior to the experiment, after one month without a car, and then three months and one year after the experiment ended. The results suggest that the participants’ attitudes towards different transportation modes did not change during the period of the study, but their actual travel behavior did. In this respect, several factors were identified that influence travel mode choice, once the participants are made aware of the decision process and break the habit of car use. Keywords: car use; travel mode choice; traffic psychology; road user behavior; sustainable traffic modes 1. Introduction Automobile dependency consists of high levels of per capita automobile travel, automobile-oriented land use patterns, and limited transport alternatives [1]. Automobile dependency has many impacts on consumers, society, and the economy. It increases mobility and the convenience of motorists. At the same time, it increases consumers’ transportation costs and resource consumption, requires significant financial and land resources for roads and parking facilities, and it increases traffic congestion, roadway risk, and environmental impacts.
  • The Implications of Automobile Dependency in Abu Dhabi City

    The Implications of Automobile Dependency in Abu Dhabi City

    Urban Transport XXI 143 The implications of automobile dependency in Abu Dhabi city M. Ochieng & M. Jama Integrated Transport Planning, Department of Transport, Abu Dhabi, UAE Abstract Global trends indicate that automobile dependency is increasing at a tremendous pace especially in developing countries – much faster than the provision of roadway and transport infrastructure. Furthermore, research shows both car use and ownership tend to increase with economic development and growth. Abu Dhabi City is a typical example of a fast growing (economically, population and wealth) city, where car ownership is growing at an annual rate of 24% and most journeys are made by car. Transport policy makers in Abu Dhabi face an uphill challenge as they try on the one hand to develop a comprehensive multi-modal transport network that includes various elements of mass transit systems and on the other, to deal with an increasing car dependency. The externalities associated with a car dependent society is currently being felt in Abu Dhabi and the region in general, with the rise of congestion, health problems associated with lack of physical mobility, accidents and environment deterioration. This paper assesses the impacts of automobile dependency in Abu Dhabi city, and includes how Abu Dhabi compares with similar international cities, outlines key challenges facing Abu Dhabi while taking into account the unique characteristics of Abu Dhabi; and finally concludes with key recommendations that Abu Dhabi can employ to overcome automobile dependency, in order to realize the long-term aspirations of a world-class city with a well-integrated multi-modal transport system. Keywords: automobile dependency, economic development, congestion, accidents, environmental deterioration, sustainability, noise, mass transit.
  • Meadowvale Analysis Breaking the Cycle of Automobile Dependency

    Meadowvale Analysis Breaking the Cycle of Automobile Dependency

    201 City Centre Dr., Suite 800 - Mississauga, Ontario - L5B 2T4 - (905) 896 5941 Breaking the Cycle of Automobile Dependency An Analysis of Meadowvale Business Park in the City of Mississauga Executive Summary The Meadowvale Business Park is home to more than 30,000 employees (and growing) The park has been designed around personal vehicle travel Employment area is disconnected from surrounding residential communities Transit Score = 38 “Some Transit” Walk Score = 48 “Car Dependent” Employees in the business park predominantly drive to work each day 77% drive alone 10% carpool Transit users (7% of commuters), are almost exclusively “captive riders” – they have no choice, but to use transit 52% do not have access to a car 25% do not have a drivers license Executive Summary A lack of Pedestrian, Cycling and Transit infrastructure are significant barriers to sustainable transportation choices in the business park Commuters often cite a lack of transit capacity, service (off-peak and weekend), and basic infrastructure (shelters) as reasons for not using transit More than 50% of employees in the business park live in Mississauga and Brampton 32% live within 10 km of the business park More than 500 employees live within walking distance of the park (inside a 2 km radius) More than 4,000 employees live within cycling distance of the park (inside a 5 km radius) A Commuter Shed analysis indicates that commuter trips into the park largely originate from within Mississauga, West Brampton and to a smaller extent Milton Outside of these areas, commuters
  • 2020 Walkability Report

    2020 Walkability Report

    MALDEN WALKABILITY REPORT 2020 2ND Report of the Mayor’s Advisory Committee on Walkability Report written by: Christina Murphy, Kristine Glynn, and Michael O’Donnell. Table of Contents Introduction 1. Walkability in Malden 2. Reports and Existing Conditions 3. Successes 4. Planning for the Future 2023 5. Appendices 2 1 Walkability In Malden Mission Statement The Mayor’s Advisory Committee on Walkability recognizes walking as a legitimate means of transportation. We promote walking for the physical and mental health of residents and visitors, for the sense of community and support of local business, and to reduce traffic and air pollution. We advocate for a pleasant sustainable environment for walking and for pedestrian safety for all ages and abilities. Key Physical and Sociodemographic Characteristics Malden is a 5.1 square mile, densely populated city of approximately 60,000+ people north of Boston. Malden has been designated a “gateway” community with a history of strong economies and an ethnically and linguistically diverse population1. Immigrants are no stranger to the community that rests on the banks of the Malden River as Irish and Italians came to work in factories after the turn of the century, and many Jewish who left Europe after World War II also migrated to Malden. Now, immigrants from China, Haiti, Brazil and more are calling Malden home. In 2013, 45% of Malden residents were foreign-born, a sharp increase from 26% in 2000, accounting for more than 10,000 additional residents being born outside of the United States1. According to the 2017 ACS data (American Community Survey), the population of Malden continues to be diverse with 46.6% white, 23.6% Asian, 16.3% Black or African American, Latinx 11.5% and multiracial 14.9%.
  • From Counterpublics to Counterspaces: Bicyclists' Efforts to Reshape Cities

    From Counterpublics to Counterspaces: Bicyclists' Efforts to Reshape Cities

    5 / 2012-13 From counterpublics to counterspaces: Bicyclists’ efforts to reshape cities Lusi Morhayim University of California, Berkeley Abstract This research examines bicyclists’ demand for the right to the city through an analysis of Critical Mass (CM) rides in San Francisco, California. The lack of investment allocated to alternative forms of transportation in the United States produces a form of social and spatial injustice because it eliminates freedom of choice not only for already disadvantaged populations but also for those who engage in everyday politics through their lifestyle choices. Ethnographic, historical, and iconographic analyses of CM rides demonstrate how these bicyclists perceive each other as a public built around shared values and lifestyles (that may broadly be defined as environmentally friendly and socially responsible). Bicyclists’ shared lifestyle defines their counter position on urban form. CM bicyclists appropriate urban streets and carry their counterdiscourses regarding street use into the public sphere. The rides strengthen bicyclists as a counterpublic, challenge automobiles’ cultural hegemony in modern urban life, subvert everyday urban experience, and allow bicyclists to create their counterspaces as they collectively ride. Keywords: Critical Mass, bicycling, counterpublic, counterspace, lifestyle politics. In San Francisco, on the last Friday of every month since 1992, rain or shine, bicyclists gather in Justin Herman Plaza starting at around six in the evening. When their numbers grow large enough for them to negotiate the right of way safely, they start the ride together. One by one, all of the bicyclists pour onto Market Street. At the very time when motorists are anxious to return home, hundreds of bicyclists circle the plaza, blocking traffic on Embarcadero in both directions.
  • Environmental Features Influence Walking Speed: the Effect of Urban

    Environmental Features Influence Walking Speed: the Effect of Urban

    land Article Environmental Features Influence Walking Speed: The Effect of Urban Greenery Marek Franˇek* and Lukáš Režný Faculty of Informatics and Management, University of Hradec Králové, Rokitanského 62, 500 03 Hradec Králové, Czech Republic; [email protected] * Correspondence: [email protected]; Tel.: +420-49-333-2374 Abstract: The study investigated the rarely addressed topic of how visual environmental features can influence walking speed. Young adult participants were asked to walk on a route that leads through areas composed of urban parks and areas with a built environment with a large amount of greenery. Their walking speed was measured in selected sections. The participants walked with a small video camera, and their walk was recorded. The temporal information was derived from the video recordings. Subsequently, the participants evaluated the environmental features of the route by specific spatio-cognitive dimensions of environmental preference. The results show that walking speed in specific sections of the walking route systematically differed and reflected the environmental features. The walking speed was lower in sections with high natural characteristics and a high environmental preference. Noise here was perceived as less annoying than in sections with lower natural characteristics. The results are explained in terms of approach avoidance behavior. The findings are in accordance with environmental preference research that documents various benefits of walking in the natural environment. Citation: Franˇek,M.; Režný, L. Keywords: walking speed; greenery; urban environment; stress; relaxation Environmental Features Influence Walking Speed: The Effect of Urban Greenery. Land 2021, 10, 459. https://doi.org/10.3390/ 1. Introduction land10050459 Recently, physical inactivity has been a major public health problem [1].
  • Modeling and Analysis of Walkability in Suburban Neighborhoods in Las Vegas

    Modeling and Analysis of Walkability in Suburban Neighborhoods in Las Vegas

    MNTRC Study: A Study Factors of that Transit Detroit Regional Enable Inhibit and Effective Transit Regional Report MNTRC 12-22 MINETA NATIONAL TRANSIT RESEARCH CONSORTIUM Funded by U.S. Department of Transportation Modeling and Analysis of Walkability in Suburban Neighborhoods in Las Vegas MNTRC Report 12-72 March 2014 March MINETA TRANSPORTATION INSTITUTE MTI FOUNDER LEAD UNIVERSITY OF MNTRC Hon. Norman Y. Mineta The Mineta Transportation Institute (MTI) was established by Congress in 1991 as part of the Intermodal Surface Transportation MTI/MNTRC BOARD OF TRUSTEES Equity Act (ISTEA) and was reauthorized under the Transportation Equity Act for the 21st century (TEA-21). MTI then successfully competed to be named a Tier 1 Center in 2002 and 2006 in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Founder, Honorable Norman Joseph Boardman (Ex-Officio) Diane Woodend Jones (TE 2019) Richard A. White (Ex-Officio) Legacy for Users (SAFETEA-LU). Most recently, MTI successfully competed in the Surface Transportation Extension Act of 2011 to Mineta (Ex-Officio) Chief Executive Officer Principal and Chair of Board Interim President and CEO be named a Tier 1 Transit-Focused University Transportation Center. The Institute is funded by Congress through the United States Secretary (ret.), US Department of Amtrak Lea+Elliot, Inc. American Public Transportation Transportation Association (APTA) Department of Transportation’s Office of the Assistant Secretary for Research and Technology (OST-R), University Transportation Vice Chair