This study aimed to examine how the characteristics of the road network and the built environment influence the frequency of pedestrian-vehicle crashes. Pedestrian crashes (2000 – 2007) on major roads in DeKalb County of Georgia were obtained from Georgia Department of Transportation. Hotspot analysis was performed on locations with frequent pedestrian incidents to determine their built environment characteristics. Using Geographic Information Systems, the built environment was characterized using road grade, curvature, population density, the amount stores and restaurants, bars, and public transit stops nearby. A negative binomial regression model was used to examine the influence of the built environment characteristics on pedestrian crashes. The results showed that all the variables except for road grade were positively associated with increased number of pedestrian crashes. Findings provided insights into the influence of built environment characteristics which is important for injury prevention to improve pedestrian safety.

This study aimed to examine how the characteristics of the road network and the built environment influence the frequency of pedestrian-vehicle crashes. Pedestrian crashes (2000 – 2007) on major roads in DeKalb County of Georgia were obtained from Georgia Department of Transportation. Hotspot analysis was performed on locations with frequent pedestrian incidents to determine their built environment characteristics. Using Geographic Information Systems, the built environment was characterized using road grade, curvature, population density, the amount stores and restaurants, bars, and public transit stops nearby. A negative binomial regression model was used to examine the influence of the built environment characteristics on pedestrian crashes. The results showed that all the variables except for road grade were positively associated with increased number of pedestrian crashes. Findings provided insights into the influence of built environment characteristics which is important for injury prevention to improve pedestrian safety.

Sustainable Built Environments Senior Capstone Project / The campus environment faces many of the same challenges of building quality pedestrian experience that urban environments do. Environmental psychology, related to the built environment, investigates how elements of the built environment affect the mental image and pedestrian experience within places. This study aims to investigate the planning history of the Historic, Science, and Highland districts of the University of Arizona campus, and what elements of each district influence the mental image for pedestrians, and what can be done to better each district. Pedestrian-scale architectural features, accessible natural features, and cohesive pedestrian-oriented plans with mixed uses were found to create successful districts or the lack there of to reduce the quality and use of districts on the University of Arizona campus.

Colour contributes to our everyday experience. The purpose of this research is to explore how landscape architects can use colour in the hardscape of outdoor public spaces to enhance functionality and human experience. Based on a literature review of architectural history and current trends in western architecture and landscape architecture, a Colour Assessment Framework for urban parks was developed to assess functionality of colour in outdoor spaces. Using this framework along with photo documentation, colour treatment of three contemporary parks in Europe was assessed. Results revealed various techniques of colour application in hardscape features that delineated spaces based on the categories of spatiality, identity, relativity, and instrumentality. This research is valuable because it allows designers to consider how the positive attributes of colour can be better incorporated into design to improve landscape function and human experience.

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The fastest growing age group in Canada is seniors aged 65 years or older (Statistics Canada’s 2006 & 2007). The population of seniors is projected to increase to 6.7 million by 2021 and 9.2 million by 2041 (nearly one in every four Canadians) (Social Development Canada, 2006a; Statistics Canada, 2007b). Similarly, Population Estimates, Waterloo Region and Ontario, 2011 and Population Projections, Waterloo Region and Ontario, 2016, 2026 & 2036 (Region of Waterloo, 2012b, 2012c) indicate that the Region of Waterloo expects an increase in its senior population by 145.4% from year 2011 to 2036. Due to increased longevity and an increased percentage of older adults, this demographic shift poses challenges for communities, including increased healthcare costs and social isolation among seniors, which may threaten their active participation in the community. The research question ‘Do urban design guidelines of the Cities of Kitchener and Waterloo address the needs of an ageing population?’ motivates this study to examine the Urban Design Manuals of the Cities of Waterloo and Kitchener to determine the age-friendliness of the current urban design guidelines, and the role of the built environment in active ageing. The current urban design guidelines of the Cities of Kitchener and Waterloo are compared with the Design of Public Spaces Standards (Accessibility Standards for the Built Environment) by Accessibility for Ontarians with Disabilities Act, 2005 (AODA); the Universal Design Principles; key findings based on the literature review (Levine, 2003; Story, Mueller, & Mace, 1998); and analysed with in-depth knowledge gained through semi-structured interviews with seniors, planners, and focus groups. The participation of the seniors provided information on the gaps between what already exists and what is required. The key finding of the report is that the urban design guidelines of the Cities of Waterloo and Kitchener are fairly comprehensive in addressing the needs of seniors, but there is inadequate implementation of these guidelines.

Where about 2 million people perform Hajj and visit the Holy places in Makkah and al-Madina. Pilgrimage is considered one of the largest event in the world. The increase in the pilgrims' number does not follow with an increase in the accommodation and built environment needs. As a result, pilgrims find themselves in a built environment which is not designed according to their satisfaction level. The specific core proposition of this study is to analyse the results of pilgrims' satisfaction with all aspect of their existing accommodation as a micro built environment, as well as with their neighbourhood and the city of al-Madina as a macro level of the built environment.

Wildfires are a natural hazard that present an increasing risk to communities in fire-prone areas. This study examines the impacts of the municipal-level built environment upon fire damages in California, a particularly fire-vulnerable state. This study uses a multivariate linear regression model to isolate the effects of the human built environment upon reported monetary wildfire damages. Reported monetary losses from wildfires for the years 2007 to 2010 are examined against relevant built environment variables, while statistically controlling for biophysical and socio-economic variables. The fully-specified regression model indicates that wildfire property damage is driven primarily by the built environment. Socioeconomic and biophysical variables contribute comparatively little explanatory power to the model. Findings from this study will be of particular interest to fire management officials, land developers, and urban planners interested in creating a more fire-resilient future for cities within California.

Environments that support physical activity (PA) engagement are now seen as an important part of the solution for accumulating daily physical activity which confers health benefits, particularly transport-related PA (TPA). Despite this recognition, understanding the determinants of health-related PA has traditionally focused on identifying associations between the social environment and non-specific PA domains. As such, prior to commencing this thesis little was known about the relationships between the built environment and overall PA engagement within the New Zealand context. Little was also known about associations between TPA attitudes and behaviours, and urban design. This research sought to overcome this paucity of knowledge by investigating associations between overall PA and TPA engagement and perceptions, health outcomes, urban design, and socio-demographic variables from a public health perspective. The body of research was initiated with two literature reviews that formed the context for the following six empirical chapters. Data in the empirical chapters were drawn from three self-report surveys using adult samples. The research commenced by examining associations between urban design and overall PA engagement, and then narrowed towards TPA-specific relationships. TPA relationships were identified through the development and implementation of a reliable survey that captured associated behaviours and attitudes. Several new findings were drawn from this body of work. Overall, 21% of adults recognised they could replace automobile journeys on at least two days per week, and walking was deemed an acceptable travel alternative. Adult TPA engagement levels were low; 7% commuted to place of work/study and 32% travelled to the convenience shop by TPA modes. Furthermore, when compared with those who commuted to an occupation by TPA, respondents who used motorised travel were less likely to be classified as active (odds ratio (OR)=0.5) and be of normal body mass index (OR=0.5). No significant health relationships existed for convenience shop travel. As well, 4% of adults reported no automobile availability. When this group was compared with those with unrestricted automobile availability, they were less likely to be classified as active (OR=0.3), but were more likely to engage in TPA modes to access destinations (occupation, OR=6.3; convenience shop, OR=9.8). Occupation-related commute distances also revealed interesting findings. Overall, 50% of respondents perceived they could, and 10% of the sample actually did, commute by TPA modes for distances less than five kilometres, and relationships were strongly mediated by distance. Other urban design variables were objectively assessed with TPA engagement for occupation-related commute distances less than five kilometres. Those who travelled along the most connected street networks were more likely to engage in TPA modes (OR=6.9) when compared with respondents travelling along the least connected networks. No relationships were found with other urban design variables and TPA engagement.This research substantially contributes to this research area by identifying associations between overall PA and TPA engagement and perceptions with urban design. It is likely that shifting the perceptions of adults who recognise they can employ TPA modes, into actual TPA engagement will result in promising population health gains. Future PA initiatives with adults should consider promoting walking for transport as a sustainable solution. A lack of TPA interventions is evident; however, methodological issues need to be resolved before developing such initiatives. Although strategies aimed towards changing perceptions may be valuable for future TPA interventions, it is likely macro-scale urban design modifications (e.g., improved job-housing balance, highly-grained street networks) and legislation (e.g., automobile restrictions) will have the greatest success for increasing TPA engagement in the adult population.