The Power of Perceptions: Exploring the Role of Urban Design in Cycling Behaviours and Healthy Ageing

Black, Philip; Street, Emma

doi:10.1016/j.trpro.2014.11.006

Cited by 33 publications

(17 citation statements)

References 66 publications

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“…According to the literature, urban design features that make the street more walkable at the micro-level are pedestrian infrastructure such as presence of crosswalks, streetlights and sidewalks, green space accessibility, and qualities such as urban aesthetics, vacant or high-rise buildings, tidiness, quality of houses, block length, sidewalk coverage, graffiti, or presence of human activities [16,[31][32][33][34][35][36]. In a recent study, Ewing and Clemente [14] developed procedures to measure nine "unmeasurable" qualities related to urban design.…”

Section: Microscale (Street Level) Built Environment and Walkabilitymentioning

confidence: 99%

Examining the Relationship between Urban Design Qualities and Walking Behavior: Empirical Evidence from Dallas, TX

Hamidi

Moazzeni

2019

Sustainability

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This study examines the relationship between street-level urban design perceptual qualities and walking behavior in the City of Dallas. While the city has the potential to experience growth in pedestrian activities, it exhibits a very low level of walking activity, placing it as one of the least walkable cities in the nation. To assess the impact of urban design qualities on walkability, we collected data on 23 features related to urban design, 11 built environment variables characterized as D variables comprising diversity, density, design, distance to transit, and destination accessibility. The sample included 402 street block faces in Dallas Downtown Improvement District. Accounting for spatial autocorrelation, we found that two urban design qualities, among five, including image-ability—such as a memorable quality of a place, and transparency—as to what degree people can see beyond the street’s edge—significantly influence pedestrian volume in downtown streets. These findings are in agreement with the two previous studies that used the same methodology in different cities (New York City, NYC and Salt Lake City, UT). According to the findings of these three studies, the other urban design qualities including human scale, complexity, as well as enclosure, are not playing a significant role in walkability, despite the theoretical justification and the extensive operationalization efforts. The findings of this study draw policy makers’ attention to creating more appealing and walkable places through the implementation of these urban design qualities.

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Section: Microscale (Street Level) Built Environment and Walkabilitymentioning

confidence: 99%

Examining the Relationship between Urban Design Qualities and Walking Behavior: Empirical Evidence from Dallas, TX

Hamidi

Moazzeni

2019

Sustainability

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“…The choices were "(1) I think the streets of my residential area are standard and proper," "(2) I think traffic flow at my residential area is fluent and convenient," and "(3) I think my residential area has good access to main streets and highways." Regarding defining the items, we acknowledge that many previous researchers have conducted environment and transportation studies and fewer studies have considered the perception of the built environment [40,[64][65][66][67][68][69]. However, we aimed to investigate the residents' perceptions of the association between the traffic conditions of their residential built environments and their choice of transportation mode to the airport.…”

Section: Case Studymentioning

confidence: 99%

The Impact of Perception toward the Built Environment in Airport Access Mode Choice Using Hybrid Choice Modeling

Yazdanpanah

Hosseinlou

2017

Journal of Advanced Transportation

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Built environment (BE), as an objective variable, plays a substantial role in urban residents’ behavior. However, the perception toward a BE, as a subjective variable, varies among people. To identify the role of perception toward BE, we used a stated preference (SP) survey conducted in January–February 2015 at the Imam Khomeini International Airport (IKIA), Tehran, Iran. The data was drawn from 641 individuals; 359 of them were residents of Tehran. For the estimation of the model, a hybrid discrete choice model was used to capture the latent variable, in addition to mode attributes and trip conditions, with 1795 SP observations. Psychometric questions concerned the perception of ease in access to main streets or highways and good traffic conditions within their residential areas. The results showed that the latent variable (positive perception toward built environment or PBE) had a significant positive effect on people’s willingness to park at the airport. Moreover, the gender, age, marital status, level of education, experience living in a foreign country, and income level also influenced the formation of perception toward the BE and airport transportation mode choice.

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“…Yet, with few exceptions, the scientific literature pays little attention to what makes cycling normal in that setting, or for some groups but not others (but, see Murray 2015). Current active transport research on low-cycling contexts typically highlights the need to invest in safer segregated cycling paths and changes to the 'image' of cycling (Aldred 2015;Black and Street 2014). We suggest that separate engineering and cultural approaches may be missing the point -requiring us to explore hidden and intangible constituents of 'ordinariness' in our cycling mobility systems.…”

Section: Introductionmentioning

confidence: 99%

Normalising cycling mobilities: an age-friendly approach to cycling in the Netherlands

Hoed

Jarvis

2021

Applied Mobilities

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Cycling is promoted as a form of urban travel with well-established benefits to health, liveability and wellbeing. These benefits are comparatively large for older people, a growing segment in many populations. Yet, support for the normalisation of cycling mobilities for all ages varies considerably. It is usual to contrast low-cycling contexts, such as the UK, with high-cycling areas, typically favouring highest-rate paradigmatic urban centres. To challenge a too simplistic imitation and recreation of engineering solutions elsewhere, we draw attention to diverse cycling habits and norms in residents of a more ordinary high-cycling area (suburban Rotterdam), and observe how cycling is normalised throughout the lifecourse. Using mobile and biographical methods, we argue that a more nuanced appreciation of cycling normalisation is gained from viewing ageing and cycling relationally and biographically. This is because the habit-forming realm of normalisation functions through both conscious decisions and unconscious practice, bound up with life events and the external environment. The findings suggest that age-friendly city strategies and urban mobility policies should more closely consider locally constituted social and cultural processes, beyond providing infrastructure. This article thus provides an indepth account of what it takes for planning and policy to normalise positive, empowering, and age-friendly qualities in everyday mobility.

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The Power of Perceptions: Exploring the Role of Urban Design in Cycling Behaviours and Healthy Ageing

Cited by 33 publications

References 66 publications

Examining the Relationship between Urban Design Qualities and Walking Behavior: Empirical Evidence from Dallas, TX

Examining the Relationship between Urban Design Qualities and Walking Behavior: Empirical Evidence from Dallas, TX

The Impact of Perception toward the Built Environment in Airport Access Mode Choice Using Hybrid Choice Modeling

Normalising cycling mobilities: an age-friendly approach to cycling in the Netherlands

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