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Since 1962 virtually every Danish town has converted its major downtown shopping street into a pedestrian thoroughfare known as a gSgade (walking streeO. The g~gader have been successful at relieving traffic congestion; stabilizing inner city retail sales," encouraging the pedestrian activity of women, children, and the elderly; and increasing public appreciation of the historic urban architecture of the pre-automobile age. Supporters of the pedestrian concept are eager to expand the g~gader to residential areas outside the inner city commercial core, but rising opposition from motorists, as well as practical limitations, have hindered a further transfer of street space from automobile to pedestrian use.

Many people fail to achieve recommended levels of physical activity. Neighborhood parks serve as locations in which physical activity often occurs, and walking to parks provides added opportunity for leisure-time activity. The authors examine environmental characteristics of shortest pedestrian routes to parks to determine how route walkability affects park use. Using an objective environmental audit, the authors found that routes of park users were measurably more walkable than those of nonpark users and that each unit increase in total walkability score associated with a 20% increase in the likelihood of walking to the park, controlling for education and route length (odds ratio = 1.20; 95% confidence interval = [1.07, 1.34]). The most significant elements measured in- cluded route distance, traffic, neighborhood maintenance, street maintenance, safety, and aesthetics. Pedestrian scale environmental characteristics are associated with individuals’ use of neighborhoods for physical activity. Understanding these relationships can contribute to evidence-based design interventions to increase physical activity.

By measuring twenty streetscape features and numerous other variables for 588 blocks in New York City, we were able to identify variables that explain pedestrian traffic volumes. We found significant positive correlations between three out of twenty streetscape features with pedestrian counts after controlling for density and other built environmental variables. The significant streetscape features are the proportion of windows on the street, the proportion of active street frontage, and the number of pieces of street furniture. This study provides guidance for streetscape projects that aim to create walkable streets and pedestrian-friendly environments.

Jane Jacobs's The Death and Life of Great American Cities (1961) had an enormous influence on urban design theories and practices. This study aims to operationalize Jacobs's conditions for a vital urban life. These are (1) mixed use, (2) small blocks, (3) aged buildings, and (4) a sufficient concentration of buildings. Jacobs suggested that a vital urban life could be sustained by an urban realm that promotes pedestrian activity for various purposes at various times. Employing multilevel binomial models, we empirically verified that Jacobs's conditions for urban diversity play a significant role with regard to pedestrian activity.

The Irvine Minnesota Inventory (IMI) was designed to measure environ- mental features that may be associated with physical activity and particularly walking. This study assesses how well the IMI predicts physical activity and walking behavior and develops shortened, validated audit tools. A version of the IMI was used in the Twin Cities Walking Study, a research project measuring how density, street pattern, mixed use, pedestrian infrastructure, and a variety of social and economic factors affect walking. Both bivariate and multivariate analyses were used to assess the predictive value of the IMI. We find that while this inventory provides reliable measurement of urban design features, only some of these features present associations with increased or decreased walking. This article presents two versions of shortened scales—a prudent scale, requiring association with two separate measures of a physical activity or walking behavior, and a moderate scale, requiring association with one measure of physical activity or walking. The shortened scales provide built environment audit instruments that have been tested both for inter- rater reliability and for associations with physical activity and walking. The results are also useful in showing which built environment variables are more reliably associated with walking for travel—characteristics of the sidewalk infrastructure, street crossings and traffic speeds, and land use are more strongly associated with walking for travel, while factors that measure aesthetics are typically less strongly associated with walking for travel.

This article examines park use in relation to neighborhood social (safety and poverty) and urban form (pedestrian infrastructure and street network pattern) characteristics among youth and adult subpopulations defined by age and gender. We utilized System for Observing Play and Recreation in Communities (SOPARC) and Geographic Information Systems to objectively measure park use and park and neighborhood characteristics in 20 neighborhood parks. Heterogeneous negative binomial regression models indicated that the relationship between park use and types of activity settings, and park use and neighborhood attributes vary by age and gender. In general, the study found that park and activity setting size; activity settings such as playgrounds, basketball courts, pool and water features, shelters, and picnic areas; and availability of sidewalks and intersections in the park’s neighborhood were positively associated with park use, whereas crime, poverty, and racial heterogeneity of the surrounding neighborhood were negatively associated with park use.

This study examined patterns of activity in street-side public spaces in one city. Eye-level videotape was employed to document public activity, characteristics of the population and characteristics of the downtown street-side surroundings. A scheme for organizing the data is presented. Patterns of use, disaggregated across activities, groups and time periods were derived, and limitations and implications are discussed.

In the 1970s, the Dutch city of Delft adopted a new residential street layout. Its fundamental concept was the antithesis of the notion of segregating pedestrians and vehicles. It emphasized integration of traffic and pedestrian activity as a positive principle for street planning. The shared street approach was later systematized by local agencies and given legal status by the national government. This new concept has drawn global attention, and similar street designs are appearing not only in Europe, but also in Japan, Australia, and Israel. The shared street concept's adaptability to different countries and societies reinforces its status as a valid, flexible choice for residential street layouts. Studies and surveys of shared streets in these countries have found considerable reductions in traffic accidents, increased social interaction and play, and a high degree of satisfaction by the residents. The available data and the successful implementation of the shared street in other countries can foster its acceptance in the United States. In particular, shared streets could be a workable alternative to the prevailing street layouts in new suburban subdivisions.

Urban designers are interested in the environmental qualities of places that make them better for walking, not only as settings for physical activity, but also as sensorial and social settings. Research in walkability lacks qualitative studies that address the microscale analyses of the environment. This paper is an empirical examination of the relationship of the physical, land-use, and social characteristics of the environment at the microscale to people’s behavior and perceptions toward walking. Using the data from surveys and interviews, this research emphasizes the integration of user perceptions and subjective measures to understand the impact of environmental characteristics on walking behavior on Main Streets. Adding to previous research, this study demonstrates the significance of social qualities in supporting walking. The findings expand our understanding of the hierarchy and criteria of walking needs and suggest that, given a safe and comfortable setting, people look for usefulness, sense of belonging and pleasurability as additional and distinct needs to enhance their walking experience.

Business improvement districts (BIDs), which are formed when spaces that are legally public are put under private or semi-private forms of administration, have become increasingly prominent features of many cities internationally. This paper provides an in-depth, empirically grounded analysis of the practices of political activism and issue advocacy in one widely admired BID (Church Street Marketplace, Burlington, Vermont) in light of recent theoretical concerns about the decline of ‘public’ space within the current neo-liberal context of privatisation. The paper examines the ways in which various kinds of political activity are constructed by Marketplace management as either assets or liabilities, and how different forms of activism are differentially regulated and policed in pursuit of maintaining the carefully themed environment of the BID. The research raises important questions about the extent to which downtown (and other) spaces that have been (re)organised as BIDs can fulfil the role of public space in democratic societies.

Declines in children's independent mobility are frequently attributed to parents' fears about stranger danger, yet there is limited understanding of the factors that might aggravate (or ease) these concerns. We examined the social and built environment correlates of parents': (1) fears about strangers harming their child; and (2) perceptions of the likelihood this would actually happen. We also tested whether associations differed by area socio-economic status (SES) as parents in low income neighbourhoods, typically with more crime, may hold greater fears for their children's safety. Results suggest that regardless of SES, neighbourhood features that encouraged pedestrians, whilst minimising vehicle traffic, were most conducive to parents perceiving a safer neighbourhood. The natural surveillance generated by a more walkable neighbourhood may help alleviate parents' fears about strangers.

Although a number of environmental and policy interventions to pro- mote physical activity are being widely used, there is sparse systematic information on the most effective approaches to guide population-wide interventions. Methods: We reviewed studies that addressed the following environmental and policy strat- egies to promote physical activity: community-scale urban design and land use policies and practices to increase physical activity; street-scale urban design and land use policies to increase physical activity; and transportation and travel policies and practices. These systematic reviews were based on the methods of the inde- pendent Task Force on Community Preventive Services. Exposure variables were classified according to the types of infrastructures/policies present in each study. Measures of physical activity behavior were used to assess effectiveness. Results: Two interventions were effective in promoting physical activity (community-scale and street-scale urban design and land use policies and practices). Additional information about applicability, other effects, and barriers to implementation are provided for these interventions. Evidence is insufficient to assess transportation policy and practices to promote physical activity. Conclusions: Because com- munity- and street-scale urban design and land-use policies and practices met the Community Guide criteria for being effective physical activity interventions, implementing these policies and practices at the community-level should be a priority of public health practitioners and community decision makers.

This paper reports the findings from a research project that examines the relationship between urban design and the physical environment, and aspects of social and communal life in suburbs. Australian suburbs are perceived to be lacking in vitality and sociability. To address this, three suburban commercial streets were selected for investigation. Through documents and maps of the residents’ activities and behaviour, this study aims to identify the popular zones of activity and investigate the physical characteristics that encourage a sociable atmosphere in activity zones. The observation of activities in the three streets has been registered in tables relative to the date and time of occurrence. According to the behavioural mappings, the zones of activity are mostly shaped around pavement cafes and popular everyday food stores. Since more than half the activities have been observed to be initiated from the pavement cafes, this paper will investigate how the physical qualities of commercial streets such as the width of the pavements, personalization, soft edges and greenery have contributed to the pavement café culture in the selected neighbourhood centres.

In recent years, public space in many North American cities has been physically and socially layered through the construction of gradeseparated pedestrian systems. Case studies of downtown Houston, Minneapolis, and Toronto investigate the emerging geography of the grade-separated city by examining: how the growth of skyway and tunnel systems reconfigures the proximity of downtown activities to one another; how quasi-public space within these systems is designed and controlled by the private sector; and the way that downtown spaces-both on the street and within these systems-are used by the general public. A common set of patterns reveals the challenges to social diversity in the heart of the North American city.

By studying the mathematical properties of metrics, we identify three fundamental characteristics of distance, which are optimality, detour and break. In this paper, we explore the implications of these properties for transport planning, urbanism and spatial planning. We state that distances contain the idea of optimum and that any distance is associated to a search for optimisation. Pedestrian movements obey this principle and sometimes depart from designed routes. Local suboptimality conveyed by public transport maps has to be corrected by interventions on public space to relieve the load on central parts of networks. The second principle we state is that detour in distances is most often a means to optimise movement. Fast transport systems generate most of the detour observed in geographical spaces at regional scale. This is why detour has to be taken into account in regional transport policies. The third statement is that breaks in movement contribute to optimising distances. Benches, cafe´s, pieces of art, railway stations are examples of the urban break. These facilities of break represent an urban paradox: they organise the possibility of a break, of a waste of time in a trip, and they also contribute to optimising distances in a wider network. In that sense, break should be considered as a relevant principle for the design of urban space in order to support a pedestrian-oriented urban form.

This paper reports on a pilot project to examine the concept of wellbeing as expressed locally by public reaction to the Peace Gardens refurbishment in the city centre of Sheffield completed in 1999. It was immediately popular with the public, but the aim was to find out what benefit people felt they derived from using the space. The study was conducted via a questionnaire delivered on site to pedestrian traffic over three weeks one summer. Over a thousand users of the space were asked one very simple question: How do the Peace Gardens make you feel? The authors’ interpretation of the responses indicates a very high level of approval. Users of the space reported high satisfaction across four themes: wellbeing, safety, community and respite. While these findings largely accord with the literature, further planned city-centre development threatens the success of the Peace Gardens. The paper considers whether the planning of such spaces is designed to empower users to meet others on their own terms, or whether planners recognize that social needs require to be more controlled in busy urban environments.

Today, although most of the international research community considers climate change adaptation to be essential, there is limited knowledge on its concrete integration with contemporary placemaking. Yet, with the emergence of the adaptation agenda, the effects of urban climatology are continually coercing the need for concrete action to increase the climatic responsiveness of urban environments. This article is constructed upon a “Research for Design” approach, and focuses upon improving urban design guidelines by reviewing existing theoretical/empirical research on how pedestrian comfort levels can be addressed through public space design. The objective is to incorporate such qualitative and quantitative interrogations into a generic tool such as the “Place Diagram” by the PPS. A total of six intangible criteria, and six measurable attributes, are explored and structured in order to introduce new generic design considerations which can contribute to the responsiveness of urban outdoor spaces in an era of expected climate variability.

Accessibility and mobility within the urban environment has been dictated by the design and layout of buildings and road infrastructure. Both, in their separate ways, have created problems of safety and crime which have conspired to limit pedestrian confidence and therefore movement and travel choice amongst particular groups. Benchmarking of accessibility does not tend to reflect everyday journeys and trips taken or desired, and the perceptual barriers felt by many people. This article reports on a five year research study into accessibility, urban design and social inclusion (AUNT-SUE), funded under the EPSRC's Sustainable Urban Environment programme. The development and validation of a street design index and evaluation of routes is presented through a test bed case study based on user consultation with groups experiencing barriers to pedestrian access, 'fear of crime' and therefore to engagement with the transport system and wider social inclusion. This involves the use of GIS-participation techniques and map walks with residents, integrated with digital data analysis and visualization of the whole journey environment. Particular attention is paid to the mobility and journey needs of users, as well as perceptual and safety issues, since these present some of the major barriers to transport access for vulnerable groups.

While recent policies directed toward multimodal or complete streets have encouraged increased funding for bicycle- and pedestrian-oriented projects, many streets are still plagued by unsafe conditions. This is especially true for one-way streets, which studies show often create unsafe crossing conditions. This study evaluates changes to street dynamics after a two-way street conversion in Louisville, Kentucky. We find that traffic flow increased after implementation of two-way flow, but traffic accidents decreased. We also note other ancillary benefits, such as increase in property values and reduced crime. These results provide evidence that conversions can promote mobility, safety, and livability.

As the obesity epidemic in children increases, it is important to consider the role of neighborhoods in supporting children's physical activity and healthy development, especially in low- income communities where obesity levels among children are higher than for their middle-income counterparts. I present a participatory and qualitative GIS approach to mapping children's own perceptions and use of their neighborhood for physical activity with ten and eleven year-olds growing up in a diverse low-income community in Denver, CO. Girls walk shorter distances to and use different types of community spaces for play and recreation from boys, some of which is explained by the differing environmental-socialization approaches employed by parents and carers. Children's perceptions of risk align spatially with features of the built environment, but do not correlate with reported crime. Results illustrate the utility of qualitative spatial analysis to understand relationships between children's perception, the built environment, and social factors that shape children's active transport, leisure, and recreation in their neighborhood. Children's local knowledge should be valued and solicited in community-level health and planning interventions to promote physical activity.