Accessibility and Street Layout Exploring spatial equity in

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Bredäng The axial model of Bredäng The Axial model of Bredäng is made of 387 lines. Compared to Rinkeby, it shows a considerable difference in number and density of lines. This is due to the fact that the axial model of Bredäng unlike the one of Rinkeby covers immediate neighbouring areas. Furthermore Rinkeby covers an area of 90 hectares which is 30 hectares smaller than Bredäng. The most integrated street is Bredäng alle connecting Bredäng Centrum southward to Skärholmvägen. Figure 18 depicts the top 5 percent of most integrated lines of the axial model of Bredäng. On the whole, it picks out that all of the 17 lines are located in southern part of the neighbourhood and none of them is situated to the north of the Centrum. Bredängsvägen and Vita liljans vägen are the other streets with high integration value which together with Bredäng alle constitute the integration core of the neighbourhood in a loop form. We can observe that except Bredäng alle and few lines on the periphery of the neighbourhood, the majority of lines in the axial model are relatively short lines intersecting in very diverse angles. Figures 5.5. The axial map of Bredäng. Numbers indicate highly integrated lines. S1,S2 and S3 demarcate the least integrated lines. 50
Most segregated lines within the neighbourhood are demarcated by rectangles S1, S2 and S3 (Figure 5.5). S1 pinpoints an area where a number of attached single family houses arranged in a tributary layout. The area demarcated by S2 consists of 4 slab blocks. Interestingly the segregated lines appear in cluster rather than a disperse pattern. S3 shows a pattern similar to S1 where attached single houses are arranged in groups composed of 5 houses in each row. The street layout features a quite typical pattern for villa areas with curvilinear streets and culs-de-sac. Route Analysis of Bredäng Route analysis model of Bredäng comprises 60 routes of 20 different types that makes a great difference in comparison to Rinkeby with 35 routes and 7 types. The datum in this model is Skärholmsvägen holding the lowest depth value in the network. There are 9 routes with depth of 2 which constitute the core of the network. Among them route 1.1.6 (Åtgerytevägen) holds higher values of connectivity and continuity that are 13 and 14 respectively. The route-gram of Bredäng picks out that most of the points agglomerate in the upper middle part of the diagram (Figure 5.6). It is important to consider that the routes m and s which are grater in number are routes with higher depth values and consequently raise the relative depth value of the whole network. The relative depth of Bredäng equates to 0.457, the biggest among three neighbourhood units. The other basic properties of Bredäng based on the route analysis scales are continuity and connectivity which are in sequence 0.263 and 0.273. The route analysis model of this neighbourhood falls into the category which is identified by Marshal as tributary where most of lines are plotted in the upper area of route-gram. Figures 5.6. The routegram of Bredäng. Concentration of routes in the upper part of the diagram generates a rather tributary character for the neighbourhood. 51
Page 1: Accessibility and Street Layout Exp
Page 5: Abstract This thesis revolves aroun
Page 8 and 9: Preface When I arrived in Stockholm
Page 11 and 12: Introduction The present study has
Page 13 and 14: tween dwellings and certain local f
Page 15 and 16: 1. Research Objectives The conceptu
Page 17: other important issue is the relati
Page 20 and 21: - Latent demand can be assessed thr
Page 22 and 23: The third approach measures travel
Page 25 and 26: 3. Methods The purpose of this chap
Page 27 and 28: and interpret those terms that sign
Page 29 and 30: Continuity equates to the number of
Page 31 and 32: identifies objectivity of space ins
Page 33 and 34: affect emergent to and through move
Page 35 and 36: 4. Case Studies This chapter gives
Page 37 and 38: Rinkeby Rinkeby is located in the n
Page 39 and 40: Figures 4.4. Situation of Bredäng
Page 41: Street network in Rågsved is almos
Page 44 and 45: line represents both a space possib
Page 46 and 47: nbyvägen. The remainders of the ro
Page 48 and 49: Place Syntax Analysis of Rinkeby Pl
Page 52 and 53: Figures 5.7. Bredäng route network
Page 54 and 55: tween 248 meters from the communal
Page 56 and 57: most of the lines in blue and green
Page 58 and 59: Place Syntax analysis of Rågsved I
Page 60 and 61: the Table 5.2 a number of basic mea
Page 62 and 63: connectivity and depth of all route
Page 65 and 66: 6. Discussion So far we have examin
Page 67 and 68: commonly attributed to tributary ne
Page 69 and 70: and vehicular routes do not interse
Page 71 and 72: 7. Proposals This chapter presents
Page 73 and 74: Ribkeby has been made on a smaller
Page 75 and 76: The Figure 7.3, displays the propos
Page 77 and 78: where the new street traverses nort
Page 79 and 80: oaden our view and particularly con
Page 81: Talen E., Anselin L. (1998) ‘Asse

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