In recent years, there has been a growing recognition regarding the importance of walkability in urban design. Walking, as the most common form of physical activity, has gained recognition for its numerous benefits. While walkability has been extensively studied by urban designers, there is a gap in understanding how to promote and enhance walkability in suburban areas. The United States has historically prioritized car-centric transportation systems, resulting in less developed infrastructure for walking and cycling. Although efforts have been made in recent years to improve conditions for pedestrians and cyclists, there is still much progress needed to elevate the country's standing. The City of Alexandria, Virginia, boasts a diverse population and is known for its unique neighborhood called Old Town. Old Town is widely recognized for its high level of walkability, characterized by streets that are designed to prioritize pedestrians, creating a welcoming environment that encourages social interaction and a strong sense of community. However, in the suburban areas surrounding Old Town, there is a notable lack of walkability. This study look at challenges and opportunities in promoting walkability in a suburban area of Alexandria. By examining the specific context of Alexandria, This thesis aims to create a more walkable environment in an area that currently focuses on cars. The goal is to create more livable and pedestrian-friendly suburban environments that encourage walking and bicycling, and support the well-being of residents. / Master of Science / In recent times, there has been a growing acknowledgment of the value in designing cities that prioritize walkability and placing pedestrians' needs. Walking, which is the most popular way to stay active, has been recognized for its numerous benefits for our health and well-being. However, when it comes to making suburban areas more walkable, there is still a lot we don't fully understand. In the past, many urban designs in the United States have focused on cars, making it challenging for people to walk or cycle comfortably. While efforts have been made to improve conditions for pedestrians and cyclists, European countries are still ahead in terms of walking and cycling rates. The City of Alexandria, located in Virginia, is characterized by its diverse population and renowned for its distinctive neighborhood known as Old Town. Old Town is celebrated for its walkability, with streets that prioritize people over vehicles. IN contrast, the surrounding suburban areas don't enjoy the same level of walkability. This study aims to explore the obstacles and opportunities in making suburban areas more walkable, focusing on Alexandria's context. By implementing design solutions, aim to transform suburban areas into vibrant, pedestrian-friendly communities that promote walking and biking, contributing to the overall well-being of residents.

Master of Landscape Architecture / Landscape Architecture/Regional and Community Planning / Brent Chamberlain / Streets and sidewalks are important public places for a wide variety of activities, such as social interaction and physical activities. Public spaces can provide numerous benefits, such as physical, psychological, social, spiritual, and aesthetic wellbeing; in order to maximize these benefits effective planning and design is critical. However, there is a need to increase empirical data which can support good planning for these public spaces. The purpose of this research study is to better understand how different elements of streetscape design influence a person’s preferences for the design of the space. A streetscape consists of a variety of different infrastructure and natural forms, which are combined together to create a space centered on the movement of people. A survey was conducted with the aims to better understand how key design elements may influence users’ preferences with regard to safety and attractiveness. The project study site is Moro Street in Aggieville Business District in Manhattan, KS. The study and survey were developed using the psychophysical approach, which employed a quantitative methods to analyze the perceptions of Aggieville patrons. The research methods consists of four main parts: variable selection, streetscape design, public survey, and data analysis. An ANOVA was conducted that revealed statistically significant effects related to the preference for streetscape design in terms of safety and attractiveness, as well as a combined average evaluation. Evidence shows that the on street parking (Parking) and green infrastructure (Green Infrastructure) are statistically significant (p < .05), whereas seating and biking had no statistically significant effect on the evaluation of attractiveness. Also, the on street parking (Parking), green infrastructure (Green Infrastructure) and bike lane (biking)are statistically significant (p < .05), whereas seating had no statistically significant effect on the evaluation of safety. Overall, on street parking (Parking) and green infrastructure (Green Infrastructure) are statistically significant (p < .05), whereas seating and biking had no statistically significant effect on the evaluation of both safety and attractiveness. These results support previous work from environmental psychologists, and provide additional empirical evidence to support effective street design.

no abstract provided by author / Master of Architecture

‘Norrtullsgatan Living Street’ is a public life investigation and design proposal to increase accessibility and attractiveness for people along Norrtullsgatan in Vasastaden, Stockholm. It is a response to the Levande Stockholm Programme, an urban place-making strategy to test potential pedestrian streets by restricting traffic and introducing pop-up furniture during the summer and winter months to create pedestrian-friendly environments. Vasastaden is located North of the city center with the major public transport hub of Odenplan and a significant number of people walking along its narrow sidewalks towards Drottninggatan. This area is an important pedestrian zone that connects the city center to other parts of Stockholm with great potential to activate already existing public spaces and create a network of livable streets. This thesis aims to investigate possible long-term strategies based on public life studies, a comprehensive street analysis, and urban place-making interventions that focus on pedestrians, cyclists, and the experience at the street level to create a ‘living street’. This project wants to strengthen and highlight the benefits of walking not only as a choice of mobility but also as a social, economic, and well-being outcome for the city. Moreover, it instigates further the concept of what makes a walkable city. People want to feel comfortable and safe during their walk but they also want to have a pleasurable experience. Urban design qualities, by all means, influence those choices. By following the evaluation of the temporary design during the summer and winter streets, this project re-assess those strategies to proposed permanent design to promote inclusive public spaces. As a result, this thesis emphasizes the importance of design strategies that are well-integrated into a community by taking into consideration site-specific conditions and users. At the same time, it hopes to contribute with input to the already tested pedestrian zones to become meeting places with rich content, high urban qualities, and a strong identity.

Transportation safety is a highly contentious issue in the design of cities and communities. To enhance community livability, urban designers, architects and city planners often encourage the placement of street trees, aesthetic street lights, and other roadside features in a buffer zone between the pedestrian realm and the vehicle travelway. While such designs clearly enhance the aesthetic quality of a roadway, conventional geometric design practice regards roadside features located in the clear zone as fixed-object hazards, and strongly discourages their use. This study examines roadside safety in urban environments to better understand the nature of urban fixed-object crashes, as well as the safety impacts of livable streetscape treatments. While the prevailing assumption is that livable street treatments have a negative impact on a roadways safety performance, the existing empirical evidence indicates that such designs are much safer than more conventional roadside designs. Current safety objections to the use of livable street treatments are not based on empirical evidence, but are instead the result of a design philosophy that systematically overlooks the real-world operating behavior of road users. This study details the origin and evolution of this philosophy, termed passive safety, and subjects it to an empirical test to evaluate its applicability to urban arterial roadways. It finds that passive safety assumptions do not meaningfully explain empirical observations of crash frequency and severity. To enhance contemporary geometric design practice, this study then proceeds to more thoroughly examine the nature and characteristics of urban roadside crashes, and proposes a new design approach, termed positive design that better addresses the twin goals of safety and livability.

Older Australians walk for many reasons: health, recreation and transport. However, road safety statistics show that pedestrians over 65 represent one-third of Australia's pedestrian deaths. As Australia's population ages in place and older people take up a walking regime for health and transportation reasons, they need a supportive suburban setting. Urban design theories discuss such "pedestrian-friendly" concepts as sense of place, sense of community, responsive environments, traditional neighbourhood design, transit-oriented development, and crime prevention through environmental design. To investigate these concepts in relation to older pedestrians, this study brings together two areas of literature - research into older pedestrians in relation to urban design theories. Qualitative research methods were used in two case studies, to reveal how older people's interpretation of their local walking environment relates to urban design theories concerning walkable suburbs. The two Brisbane suburbs of Bulimba and Forest Lake were chosen for study, as they have different histories, topographies, street patterns, and other variations. Analysis of key themes gathered from two focus group discussions, one from each suburb, revealed the significance for participants of social interaction when walking for health. A photographic exercise performed by the Forest Lake focus group provided pictorial information for analysis, and revealed participants' interest in the lake's fauna and flora, and in its ongoing maintenance. The study was limited by an unforeseen failure to obtain the cooperation of the Bulimba group in the photographic exercise. In support of the claims made in the literature review, it seems that when older pedestrians walk through suburban streets, they avoid steep hills, busy roads, and intersections where possible, and require footpaths with even surfaces and shelters. When walking for health reasons, participants in this study did not favour local streets, but preferred "natural" places designed exclusively for walkers. Forest Lake participants stated a preference for driving to places they deemed suitable for walking, which suggests a need for more detailed design attention to the urban design qualities of local streets, so that those older people without cars are not disadvantaged.

臺北都會區的土地利用，受到周圍環境變遷的影響，造成都市迅速擴張，產生許多邊緣城市的問題，面對都市成長所造成的外部性，為了解決都市蔓延與都市再生的問題，國內有許多研究提倡大眾運輸導向發展 (Transit Oriented Development, TOD)的理念，依據交通部的統計資料，捷運的使用率逐年提高，而臺北都會區大眾捷運系統路網，自西元1988年起陸續全面動工，分別於1996年3月至2013年11月完工通車，屬於發展成熟的交通路網，TOD的發展模式與場站周邊土地使用息息相關，因此，本研究參考國內外相關文獻關於TOD規劃設計的要素，以臺北捷運系統已通車路網103個捷運場站周邊500公尺為範圍，界定出與TOD規劃相關聯的指標，依捷運場站特性區分出不同的場站類型，就各個不同類型的場站分別提出TOD規劃的策略。 依實證結果，本研究提出核心商業型捷運站應強調都市設計，降低建蔽率，以增加開放空間；轉運中心型捷運站建議加寬人行道寬度，進行土地整合，提供外部公共空間和步行系統的連通設施，周邊地區利用公有土地，開闢公共設施；行政服務型捷運站可以朝多元化休閒、公益、商業的需求方向規劃；鄰近都市型捷運站可以藉由都市計畫調整商業區的劃設比例，增加公共設施的開闢率，提高都市服務設施；地區服務型捷運站可著重於遊憩規劃，強調良好的都市環境設計、街道與公共設施，提供具質量的自然環境、行人連結道，改善鄰里社區轉乘或步行至車站的便利性與連結性；產業發展型捷運站應透過都市計畫調整土地使用分區，增加住宅、商業、公園、廣場、綠地等土地使用類型，對於老舊之工業區並運用市地重劃等方式轉型為住、商、休憩均可使用之土地發展型態。每種類型的場站都能發展成為TOD捷運場站，但是，必須運用TOD的發展特性，進行場站及周邊土地使用之調整規劃。本研究提供TOD的關聯指標，以這些指標，可以評估各類型捷運場站的TOD如何發展，另外，提供一個經驗性的檢證，探討採用TOD的運作方式，如何形塑不同車站區域的長期發展策略。 / The land usage within the metropolitan areas of Taipei has promoted the rapid expansion of the city due to environmental changes and causing problems for the neighboring satellite cities. In order to solve the question of city expansion and renovation, many within the nation have set forth the concept of Transit Oriented Development (TOD). According to statistical data from the Ministry of Transportation, usage of mass rapid transit has increased annually and since the start of the Taipei Metropolitan Rapid Transit System in 1988 with lines finished and operating respectively from March of 1996 to November of 2013, it has become a mature and steadily growing traffic network. The framework behind TOD and the land usage along the stations are tightly linked, hence this paper taking into account both national and international related research on TOD related factors, focuses on the surrounding 500 meters alongside each of the 103 stations within the Taipei Metropolitan Rapid Transit highlighting TOD planning related markers according to station types and setting forth strategies for TOD planning. According to results, this research suggests that core business stations should emphasize city planning in order to lower building obstructions hence increasing open spaces; transit stations are suggested to increase the width of pedestrian walks providing open access to public areas; public service stations can follow a multi-directional approach based on recreation, philanthropy, and business; suburban stations can adjust business sector ratios to increase the area of public facilities with the application of city planning; local area stations can focus on leisure with emphasis on city environmental planning in regards to streets and public facilities providing a quality natural environment and pedestrian walkways improving the convenience of transfers and traffic to or from stations; industrial development stations should adjust land allocation through city planning increasing the number of residential dwellings, businesses, parks, squares, green areas, and so forth, but older industrial areas can be transformed for residential, business, or leisure purposes via methods such as rezoning to become land development models. Every type of station has the potential to become a TOD transit station, but measures must take into account the developmental characteristic of TOD to carry out station or adjoining land usage planning. This research provides TOD related markers to evaluate future development of transit stations and additionally first-hand verification of how the appliance of TOD can shape long term development strategy for different forms of transit areas.

Throughout time, cities have been built in different ways and city structures can look different in different places in the world. The urban planning ideal has changed and small narrow alleys in the city have today been replaced by large roads adapted for cars. Streets can function as everything from transport routes to social meeting spaces depending on the design and experience. But the street, and the street space, which is the space that forms the surface between buildings, can today often be forgotten and experienced as tedious for many. In the work towards a more sustainable society, there is a lot that can be done in urban planning, and one of these is to design more attractive, safe and lively street spaces in order to meet the challenges that a growing city brings. Södertälje is a growing municipality in Stockholm County which will face these challenges while expanding. This study therefore aims to investigate Nygatan and Järnagatan in Södertälje's city centre based on their physical design, use and experiences of citizens and officials. This is to produce a basis for the design of a policy for sustainable improvement measures in the work to create a safe, lively and attractive street environment in Södertälje. To achieve the purpose of the study, a literature study was carried out together with the creation of a theoretical framework based on the various theories of Jan Gehl, Jane Jacobs and Warm in the Winter. In the theoretical framework, a model is developed with the five categories of urban form, mobility, environment, social and enjoyment, which were the basis for the various parts of the report. A spatial analysis was performed to obtain a physical description of Nygatan and Järnagatan. In addition, a document study was carried out to investigate which goals and strategies Södertälje municipality has. Furthermore, nine actors in Södertälje municipality were interviewed and a survey was carried out to investigate how the citizens experience and use the two streets in the city centre, whereas 188 citizens participated. The results from the spatial analysis showed that Nygatan had significantly more criteria that were considered poor than Järnagatan had. The interviews indicate that the officials and actors believe that Södertälje has good potential and that the two street spaces can be developed even more, especially Nygatan. The survey showed that citizens consider Nygatan to be a dull street with too much traffic and too little social activities, restaurants/shops and greenery. Järnagatan was experienced in a more positive way, but even there the range of restaurants/shops was poor and more greenery and social activities were desired. Even though a street can fulfil the theoretical criteria that exist, the street space may lack important aspects that can be vital and act as the last piece of the puzzle to make a street safe, lively and attractive. The conclusion is that it is the whole of the street space that makes it successful and that the interaction between different factors matters. A street should both look good, function well and feel good. Finally, different solutions and methods should be tried because no street space is the same. Södertälje is well on its way to exploring the various solutions to create better street space through the projects and events they initiate. / Genom alla tider har städer byggts på olika sätt och stadens strukturer kan se annorlunda ut på olika platser i världen. Stadsplaneidealet har förändrats och små trånga gränder i staden har idag ersatts av stora vägar anpassade för bilar. Gator kan fungera som allt från transportsträckor till sociala mötesrum beroende på utformning och upplevelse. Men gatan, och gaturummet, som är det rum som utgör ytan mellan byggnader, kan idag ofta glömmas bort och upplevas som trista för många. I arbetet mot ett mer hållbart samhälle finns det en hel del som kan göras inom stadsplaneringen, och ett av dessa är att utforma mer attraktiva, trygga och levande gaturum för att kunna möta de utmaningar som en växande stad för med sig. Södertälje är en växande kommun i Stockholms län som i och med expansionen kommer stå inför dessa utmaningar.  Denna studie syftar därför till att undersöka Nygatan och Järnagatan i Södertäljes stadskärna utifrån deras fysiska utformning, användning samt upplevelser av medborgare och tjänstepersoner. Detta för att ta fram ett underlag till utformningen av en policy för hållbara förbättringsåtgärder i arbetet med att skapa en trygg, levande och attraktiv gatumiljö i Södertälje. För att uppnå syftet med studien genomfördes en litteraturstudie i samband med skapandet av ett teoretiskt ramverk baserat på Jan Gehls, Jane Jacobs och Warm in the Winters olika teorier. I det teoretiska ramverket utvecklades en modell med de fem kategorierna stadsform, mobilitet, miljö, socialt och njutning som låg till grund för studiens olika delar. En rumslig analys utfördes för att få en fysisk beskrivning av Nygatan och Järnagatan. Dessutom genomfördes en dokumentstudie för att undersöka vilka mål och strategier Södertälje kommun har. Vidare intervjuades nio aktörer i Södertälje kommun och en enkätundersökning utfördes för att undersöka hur medborgarna upplever och använder de två gatorna i stadskärnan, där 188 medborgare deltog.  Resultatet från den rumsliga analysen visade att Nygatan hade betydligt fler undermåliga kriterier än vad Järnagatan hade. Intervjuerna tyder på att tjänstepersonerna och aktörerna anser att Södertälje har god potential och att de två gaturummen kan utvecklas ännu mer, i synnerhet Nygatan. Enkäten visade att medborgarna anser att Nygatan är en trist gata med för mycket trafik och för lite sociala aktiviteter, restauranger/butiker och grönska. Järnagatan upplevdes på ett positivare sätt men även där var utbudet av restauranger/butiker dåligt och mer grönska samt sociala aktiviteter önskades.  Trots att en gata och dess gaturum kan uppfylla de teoretiska kriterier som finns så kan gaturummet sakna viktiga aspekter som kan vara avgörande och den sista pusselbiten till att göra en gata trygg, levande och attraktiv. Slutsatsen dras om att det är helheten i gaturummet som gör det lyckat och att samspelet mellan olika faktorer spelar roll. En gata bör både se bra ut, fungera bra och kännas bra. Slutligen bör olika lösningar och metoder prövas eftersom inget gaturum är det andra likt. Södertälje är på god väg i att utforska de olika lösningarna för att skapa bättre gaturum genom de projekt och evenemang som de kontinuerligt arbetar med.