Between the 1970s and 2014, Winnipeg experienced dramatic change in the distribution of healthy food retailers in inner-city neighbourhoods. Winnipeg’s “active core” neighbourhoods identified through Dr. David Gordon’s research on Canadian suburbs (Gordon & Jean 2011), have undergone a decline in accessible healthy food options and a rise in food deserts. This practicum identifies the causes of food retail decline and possible strategies for improving accessible healthy food retail options within Winnipeg’s active core. The changes in the distribution of food retail over time in Winnipeg are displayed through a series of maps: one for 1971 and every five years thereafter until 2011, and the year 2014, using data collected through telephone directories. Spatial data of Winnipeg’s active core is compared with population density data, informational maps, and other statistical data. Finally, various stakeholders, including planners, current and former business owners and other experts are interviewed to discuss these trends, lessons learned, and possible solutions. / October 2015

In drylands, it is essential to maximize the coupling of social and ecological systems in order to achieve sustainability, particularly in human dominated landscapes such as cities. The enhanced use of greenspace in cities in drylands provides unique opportunities to maximize the coupling of social and ecological systems. It maintains the functioning of ecological systems while involving civil society in the conservation of biodiversity and improving human wellbeing in urban settings. The provision and access to greenspace in cities is determined by neighborhood design. The access for the human use of greenspace can be enhanced through walkability, or the characteristics of the built environment that influence physical activity. Walkable neighborhoods that provide access to greenspace can be catalysts for activity and health and have the potential to increase the level of conservation support in urban residents. The purpose of this research is to look for wellbeing and conservation synergies between walkable neighborhoods and the enhanced use of greenspace. To accomplish this research, first we assess walkability in the built environment through an interdisciplinary literature review that integrates the findings on walkability from several research domains. We create a conceptual framework that organizes the neighborhood design elements that influence physical activity into nine walkability categories: connectivity, land-use, density, traffic safety, surveillance, parking, experience, greenspace, and community. We call this the Walkability Framework. This analysis allows us to identify gaps and strengths of walkability in the Leadership for Energy and Environmental Design for Neighborhood Development (LEED-ND) certification system. After a quantitative and qualitative analysis, we propose an enhanced version for walkability that we call LEED-NDW+ (walkability plus). The next step is to test if the Walkability Framework can be used as a model to measure the interactions between the built environment and physical activity. We accomplish this through the use of a questionnaire (N=486) that captures the perceptions, attitudes and behaviors of residents in Tucson, Arizona. Significant correlations between all the walkability categories and physical activity support the use of the framework as a model. We call this the Walkability Model. The final stage of this research uses the Walkability Model to evaluate walkability in four neighborhood design types in Tucson that include traditional development, suburban development, enclosed community, and cluster housing. We then look for wellbeing and conservation synergies between walkable neighborhoods and the enhanced use of greenspace. Results from this study suggest that neighborhoods with a high level of walkability have the potential to enhance the use of greenspace, which in turn provide important wellbeing and conservation synergies that can contribute to healthier communities and increase the support for conservation of biodiversity within and beyond cities. The enhanced use of greenspace maximizes the coupling of social and ecological systems in cities in drylands, which increases resilience in the face of climate change.

Sustainable Built Environments Senior Capstone / This Capstone looks into the aspects of planned communities that are successful in reducing the need for automobile usage among residents. / The goal of this study is to assess automobile use in sustainably developed communities and note the ways in which these communities successfully reduce the need for personal automobiles. In response to research about the environmental and health effects of urban sprawl, developers have pushed for sustainably developed communities. These master plan communities follow particular guidelines and set goals to alleviate their effect on the environment and help reduce the negative effects of sprawling development. Because auto-dependency is a sign of sprawl, it is important that these communities develop in such a way that reduce citizens’ reliance on personal automobiles. This study will examine three separate master planned communities in the Tucson region and assess how each one addresses the issue of automobile usage, examining common factors between the different communities and what factors make these communities successful. This study found that several factors are important in reducing automobile use. These examples of successful development will potentially help future communities be successful in reducing automobile usage.

No description available.

Introduction: Physical activity (PA) in Canadian adolescents is low, and active travel to school is an important source of PA. Neighbourhood walkability is linked to youth PA, and may also be related to school travel behaviour. Therefore, the aim of this thesis was to explore the association between adolescents’ school travel-PA, school travel mode, and walkability in urban and suburban neighbourhoods. Methods: Adolescents (n=234; grade 8-10) were sampled from schools in a high walkability urban (n=52) and a low walkability suburban neighbourhood (n=182). PA was measured by accelerometry (ActiGraph; ≥4d 600 min·d-1), and converted from activity counts to minutes of moderate-to-vigorous PA (MVPA). Travel-PA was derived from minutes of MVPA accrued during the hour before and after school. Travel mode was self-reported (i.e., walk, bike, transit, school bus, car). Analyses were stratified by sex and travel mode (Stata v.10). Results: Valid travel data were provided by 224 participants (49.6% girls). Prevalence of travel modes differed significantly between urban and suburban boys (χ2=25.4, p<0.001) and girls (χ2=21.0, p<0.001). Valid PA and travel data were available for an analytical sample (n=91, 58.2% girls). Differences in collapsed modes (active vs. passive) were not significant between cohorts for boys (χ2=1.5, p=0.22) or girls (χ2=0.3, p=0.61). Minutes of travel-PA were significantly higher in urban than suburban boys for both active (29.4±9.2 vs. 11.0±9.2, p<0.001) and passive travel (22.6±2.7 vs. 8.8±7.4, p<0.001). There were no significant differences in girls. Conclusion: These results suggest that neighbourhood walkability may be associated with school travel-PA in boys, regardless of travel mode. More research is needed to understand this association in girls. The research also showed travel modes were different between neighbourhood cohorts, but when modes were collapsed into larger categories (passive and active) they were not. Future research should analyse school travel-PA by detailed travel modes whenever possible. / Graduate / 0573 / afrazer@uvic.ca

O estímulo aos modos ativos de viagem através de modificações na forma urbana - infraestrutura, edificações e atividades - é objeto do planejamento das cidades contemporâneas desde que os problemas do transporte motorizado se revelaram críticos e contrários à ideia de sustentabilidade urbana. Congestionamentos, poluição, custos monetários e sociais elevados estão associados ao modelo de urbanização e mobilidade da maioria das cidades, especialmente nos países em desenvolvimento, onde a explosão da frota motorizada é concomitante à aceleração dos processos de urbanização e espalhamento urbano. Mais recentemente, a revelação de relações de causalidade entre o excesso de utilização dos veículos particulares e problemas de saúde crônica das populações urbanas levou a um crescimento das pesquisas e iniciativas de estímulo às caminhadas como modo de transporte. Também o interesse pela qualidade da experiência da vida na cidade veio somar-se a este corpo de conhecimento, trazendo as ideias de vitalidade urbana e urbanidade para junto dos estudos de caminhabilidade. O interesse extrapolou a análise de demanda agregada que visa o incremento do modo a pé e passou a dar atenção aos caminhos pelos quais as pessoas se movimentam, conectando origens e destinos nos interior das cidades. Este trabalho procura avançar neste aspecto ao propor um método de avaliação dos atributos da forma urbana baseado no monitoramento de caminhantes com dispositivos de posicionamento global (GPS) e modelos de escolha discreta. Um estudo na cidade de Porto Alegre acompanhou indivíduos durante os anos de 2011 a 2014 e, através da representação de diversos atributos urbanos em ambiente SIG, associou as trajetórias realizadas com as características da forma da cidade, concluindo que elas influenciam a utilidade percebida das alternativas de caminho e, portanto, atuam sobre o processo decisório dos pedestres. Para além da simples distância ou declividade, outras características como o tamanho dos trechos, a hierarquia das vias, a presença de prédios marcantes e espaços abertos e a densidade de edificações ao longo dos eixos revelaram-se influentes neste processo. Poucas intersecções e cruzamentos, predomínio de vias amigáveis ao pedestre e edificações arranjadas de forma menos densa são alguns dos atributos que apresentaram maior relevância para a decisão de “por onde ir” no âmbito deste estudo. A amostra relativamente pequena e a concentração das viagens no entorno do Parque Farroupilha e do campus da UFRGS não permitem generalizar os resultados. Porém, o estudo pode ser considerado válido enquanto exploração, pois constrói uma metodologia que pode ser ampliada e aplicada em outros contextos. Além disso, os resultados revelam particularidades da realidade local que parecem indicar a existência de diferenças comportamentais significativas em relação às cidades do primeiro mundo, tornando-o promissor como instrumento de suporte a políticas e projetos de mobilidade urbana sustentável no Brasil. / Since motorized transport problems have proved to be critical and contrary to the concept of urban sustainability, the idea of increasing the active travel modes through changes in urban form is a key subject of today´s mobility agenda. Traffic congestion, air pollution and severe monetary and social costs are associated with the current patterns of urbanization and mobility, especially in developing countries, where an explosive motorized fleet growth occurs simultaneously to an acceleration of urbanization and sprawl processes. Most recently evidences of a causal relationship between massive use of private vehicles and chronic health disorders have led to an increase in research about walking as an effective and clean mode of transportation. Also, the interest about the quality of life experience in the city came to add up to this body of knowledge, bringing in ideas of livability to walkability studies. Beyond the aggregate demand studies that aim to increase the walking mode share, there is now a growing interest on more localized aspects of the walking phenomenon - the routes - trying to understand the ways in which people travel on foot when connecting origins and destinations. This work proposes a method based on assessing data from actually taken walking trips using GPS devices and on modeling pedestrian´s choice behavior using discrete choice models. A study in the city of Porto Alegre, south of Brazil, followed 82 individuals for three consecutive days and, through the representation of several layers of urban data in a GIS environment, associated their trajectories with the main urban form attributes to allow the modeling experiment. The results show that the built environment features play an important role as a decision attribute, producing perceived utility/disutility on the decision-makers´ minds. They indicated that, in addition to the basic travel effort attributes such as trip distance or street slope, other factors such as the straightness of the trip, the road hierarchy, the presence of busy intersections, landmark buildings, noticeable public spaces and the density of buildings along the walking stretches indeed influence the route choice. The relatively small sample size and the spatial clustering of trips around the city´s central area doesn´t allow to the generalization of results. However, the study can be taken as a valid exploratory analysis, since it builds up a methodology that can be expanded and applied in other urban contexts. Furthermore, the results reveal some particular local features that indicate the existence of significant behavioral differences from the developed cities where previous similar studies were performed. These qualities make the proposed framework a promising decision support tool for sustainable urban mobility projects in Brazil.

O preço de um imóvel é definido como um preço hedônico, visto que sua formação é dada através de um conjunto de atributos que consideram, além das características do próprio bem, tais como número de quartos, vagas na garagem, área privativa, entre outros; as características do bairro onde este imóvel está inserido. Existe uma demanda crescente por imóveis localizados em regiões com uso de solo misto, densificadas e com fácil acesso a serviços. Essas características estão fortemente vinculadas ao conceito de caminhabilidade. Juntamente com facilidade de acesso ao transporte público, desenho urbano que favoreça o deslocamento dos pedestres e segurança pública, formam as 6 dimensões da caminhabilidade utilizadas nesse estudo. Bairros com essas características estimulam viagens a pé e estima-se que haja uma valorização imobiliária de seus empreendimentos, com consumidores dispostos a pagar mais por imóveis residenciais localizados em regiões caminháveis. Para testar o impacto da caminhabilidade no valor do preço, foram utilizados modelos de equações estruturais. Eles permitem que conceitos como os de caminhabilidade e segurança pública, que não podem ser diretamente medidos (variáveis latentes), possam ser explicados por medidas observáveis que atuam como formadoras desses conceitos. Os resultados obtidos confirmam a hipótese, com o preço do metro quadrado de imóveis residenciais a venda crescendo conforme aumenta a caminhabilidade. A segurança pública demonstrou ser o fator mais importante na explicação da caminhabilidade e consequentemente na valorização do preço. / Sale price of a property is defined as a hedonic price, since its value is formed by a set of attributes that cover more than just characteristics of the product itself, such as number of rooms, parking spots and private area. There is a growing demand for properties located in areas with mixed land use, densified and with easy access to products and services. These characteristics are strongly linked to the concept of walkability, usually named as walkability dimensions. Neighborhoods with these features encourage commutes by walking and are likely to have a real estate valuation, with consumers willing to pay more for residential properties located in walkable areas. Structural equation models were used to test the impact of walkability on sales price. This methodology allows to quantify concepts as walkability and security, that could not be directly measured (latent variables), by using the observable variables that compose them. The results confirm the hypothesis that increase in walkability will also raise the sales price. Security has proven to be the most important factor in the walkability explanation and consequently in price appreciation.

Residentes de um mesmo contexto urbano podem apresentar padrões distintos de deslocamento. A distinção desses padrões pode estar relacionada às diferenças na percepção acerca da caminhabilidade do entorno. Para estimular mudanças no padrão de deslocamento dos usuários de transporte motorizado é importante compreender como os fatores do ambiente urbano, percebidos por esses usuários, se diferenciam em relação aos usuários de transporte ativo, e a partir disso montar estratégias eficientes para cada público alvo. A partir de uma pesquisa realizada com moradores de bairros da zona leste do município de São Paulo, este trabalho compara os usuários de transporte ativo, coletivo e individual em relação a três questões: (i) os fatores que influenciam a percepção da caminhabilidade (dentre eles a segurança pública), (ii) o impacto da caminhabilidade na satisfação com o bairro e (iii) a relação entre percepção de caminhabilidade, satisfação com o bairro e o impacto nos hábitos de deslocamento ativos (frequência e tempos de viagem semanais) reportados para os três grupos. Para analisar tais relações, foram desenvolvidos modelos de equações estruturais, que permitem testar uma hipótese entre múltiplas variáveis e que diversas variáveis observadas representem conceitos que não podem ser diretamente medidos (variáveis latentes), como a percepção de caminhabilidade e a sensação de segurança pública Os resultados obtidos mostraram a existência de diferenças na percepção do ambiente construído entre usuários de transporte ativo, transporte coletivo e transporte individual motorizado. As diferenças principais foram encontradas entre os usuários de transporte ativo e os usuários de transporte motorizado (coletivo e individual), tanto em relação à percepção do ambiente, quanto em relação à sua influência no comportamento do usuário relativo à viagem. A preocupação com a segurança pública parece ser superestimada por aqueles que não realizam deslocamentos ativos regularmente. Investimentos em segurança pública e na qualidade do ambiente mostram ter um efeito positivo em todos os usuários, tanto no que se refere à satisfação com o bairro quanto à utilização de modos ativos de deslocamento. O impacto da percepção do ambiente na satisfação com o bairro foi maior para os usuários de transporte coletivo e individual. / Residents of a same urban context may present different travel patterns. The distinction of these travel patterns may be related to differences in the perception of the environment walkability. To stimulate changes in the travel pattern of motorized transport users, it is important to understand how the environmental factors perceived by these users differ in relation to the users of active transport, and from that, create efficient strategies for each target public. Based on a survey with residents of neighborhoods in the eastern part of the city of São Paulo, this study compares users of active, public and private transport in relation to three issues: (i) the factors that influence perceived walkability (among them public security) (ii) the impact of walkability on neighborhood satisfaction, and (iii) the relationship between perceived walkability, neighborhood satisfaction, and the impact on active commuting patterns (weekly frequency and travel times) reported for all three groups. To analyze such relationships, structural equation models have been developed, which allow testing a hypothesis among multiple variables and that several observed variables represent concepts that cannot be directly measured (latent variables), such as perceived walkability and sense of public security The results showed the existence of differences in the perception of the built environment between users of active, public and private transport. The main differences were found between users of active and users of motorized transport (public and private), both in relation to the perception of the environment and its influence on travel user behavior. Concern about public safety seems to be overestimated by those who do not regularly commute by active means. Investments in public security and environmental quality have a positive effect on all users, both regarding neighborhood satisfaction and the use of active modes of travel. The impact of perceived environment on neighborhood satisfaction was greater for users of public and individual transport.

Submitted by Bruna Rodrigues (bruna92rodrigues@yahoo.com.br) on 2016-09-28T14:20:42Z No. of bitstreams: 1 DissLMN.pdf: 8344008 bytes, checksum: a5f72f89af635aeada585210d0525c66 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-10-20T18:25:10Z (GMT) No. of bitstreams: 1 DissLMN.pdf: 8344008 bytes, checksum: a5f72f89af635aeada585210d0525c66 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-10-20T18:25:15Z (GMT) No. of bitstreams: 1 DissLMN.pdf: 8344008 bytes, checksum: a5f72f89af635aeada585210d0525c66 (MD5) / Made available in DSpace on 2016-10-20T18:25:21Z (GMT). No. of bitstreams: 1 DissLMN.pdf: 8344008 bytes, checksum: a5f72f89af635aeada585210d0525c66 (MD5) Previous issue date: 2016-04-14 / Não recebi financiamento / Brazilian cities have shown a change in behavior in using the mode of transport used by children to access school. It can be associate this change to several factors, such as distance home-school and the quality of spaces for walking. Programs like Safe Routes to Schools seek to make the way to school safer for pedestrians and cyclists. Environmental audits help in the planning of Safe Routes to Schools identifying barriers and facilitators of the use of active modes of transportation. The objective of this research is to develop and validate an audit tool and evaluation of walkability into school for elementary schools in midsized cities. The application of audit tool developed was in the city of São José do Rio Preto - SP in 3 municipal primary schools located in different areas of the city. Two researchers conducted the audit. To assess the inter-rater reliability concordance percentages were used. The results show good reliability for the proposed audit instrument, with high percentages of agreement (above 80%). The results of the audit of the two researchers to calculate the Index Walkability area were considered. For comparisons between the means allocated to the segments and intersections was carried out ANOVA. Among the characteristics of the segments, it was found that at least one of the evaluated areas is different from the other (p <0.05). For the variables of signalized intersections not, the test indicates that, for the items width of the cross and accessibility, there is no statistical difference between the variables (p> 0.05) (researcher data 1). For the variables of signalized intersections not, (research data 2) the test indicates that, for the item width of the cross there is no statistical difference between the variables (p> 0.05). The application of the instrument can be an important tool in city planning process, in that it can identify opportunities and deficiencies in walkability surrounding schools to increase the safety and comfort of children during their walks to school. / As cidades brasileiras tem apresentado uma mudança de comportamento no uso do modo de transporte utilizado pelas crianças para acesso a escola. Pode-se associar essa mudança a diversos fatores, como a distância casa-escola e a qualidade dos espaços para a caminhada. Programas como o Rotas Seguras para Escolas buscam tornar o caminho para escola mais seguro para pedestres e ciclistas. Auditorias ambientais auxiliam no planejamento das Rotas Seguras para Escolas identificando barreiras e facilitadores da utilização dos modos ativos de transporte. O objetivo desta pesquisa é desenvolver e validar um instrumento de auditoria e avaliação da caminhabilidade em áreas escolares para escolas de ensino fundamental nas cidades de porte médio. A aplicação do instrumento de auditoria desenvolvido foi na cidade de São José do Rio Preto - SP em 3 escolas de ensino fundamental municipal localizada em áreas distintas da cidade. Dois pesquisadores realizaram a auditoria. Para avaliar a confiabilidade entre avaliadores foram utilizadas porcentagens de concordância. Os resultados apresentam boa confiabilidade para o instrumento de auditoria proposto, com altas porcentagens de concordância (acima de 80%). Foram considerados os resultados da auditoria dos dois pesquisadores para cálculo do Índice de Caminhabilidade da área. Para comparações entre as médias atribuídas aos segmentos e interseções foi realizado um teste ANOVA. Entre as características dos segmentos, constatou-se que pelo menos uma das três áreas avaliadas é diferente das demais (p < 0,05). Para as variáveis das interseções não semaforizadas, o teste indica que, para os itens largura da via transversal e acessibilidade, não há diferença estatística entre as variáveis analisadas (p > 0,05) (dados do pesquisador 1). Para as variáveis das interseções não semaforizadas, (dados do pesquisador 2) o teste indica que, para o item largura da via transversal não há diferença estatística entre as variáveis analisadas (p > 0,05). A aplicação do instrumento pode constituir importante ferramenta no processo de planejamento da cidade, na medida em que pode identificar oportunidades e deficiências na caminhabilidade do entorno das escolas visando aumentar a segurança e o conforto das crianças durante suas caminhadas para escola.

O preço de um imóvel é definido como um preço hedônico, visto que sua formação é dada através de um conjunto de atributos que consideram, além das características do próprio bem, tais como número de quartos, vagas na garagem, área privativa, entre outros; as características do bairro onde este imóvel está inserido. Existe uma demanda crescente por imóveis localizados em regiões com uso de solo misto, densificadas e com fácil acesso a serviços. Essas características estão fortemente vinculadas ao conceito de caminhabilidade. Juntamente com facilidade de acesso ao transporte público, desenho urbano que favoreça o deslocamento dos pedestres e segurança pública, formam as 6 dimensões da caminhabilidade utilizadas nesse estudo. Bairros com essas características estimulam viagens a pé e estima-se que haja uma valorização imobiliária de seus empreendimentos, com consumidores dispostos a pagar mais por imóveis residenciais localizados em regiões caminháveis. Para testar o impacto da caminhabilidade no valor do preço, foram utilizados modelos de equações estruturais. Eles permitem que conceitos como os de caminhabilidade e segurança pública, que não podem ser diretamente medidos (variáveis latentes), possam ser explicados por medidas observáveis que atuam como formadoras desses conceitos. Os resultados obtidos confirmam a hipótese, com o preço do metro quadrado de imóveis residenciais a venda crescendo conforme aumenta a caminhabilidade. A segurança pública demonstrou ser o fator mais importante na explicação da caminhabilidade e consequentemente na valorização do preço. / Sale price of a property is defined as a hedonic price, since its value is formed by a set of attributes that cover more than just characteristics of the product itself, such as number of rooms, parking spots and private area. There is a growing demand for properties located in areas with mixed land use, densified and with easy access to products and services. These characteristics are strongly linked to the concept of walkability, usually named as walkability dimensions. Neighborhoods with these features encourage commutes by walking and are likely to have a real estate valuation, with consumers willing to pay more for residential properties located in walkable areas. Structural equation models were used to test the impact of walkability on sales price. This methodology allows to quantify concepts as walkability and security, that could not be directly measured (latent variables), by using the observable variables that compose them. The results confirm the hypothesis that increase in walkability will also raise the sales price. Security has proven to be the most important factor in the walkability explanation and consequently in price appreciation.