Accessibility and Street Layout Exploring spatial equity in

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neighbourhoods differ in a fundamental way from conventional town centres. The difference is of a configurative one. These local centres demonstrate a nodal character while traditional urban spaces have commonly a linear spatial organization. The linear character of traditional urban centres has root to their gradual development over time that stands in contrast to modernist neighbourhood units which were planned and built at once. Linearity is crucial to accessibility since both geographically and topologically reduces the distance to other places in a spatial organization. I must stress here on the issue of scale. It might be claimed that even in the examined local centres a linear character exists at the architectural level where shops and entrances of different facilities are located next to each other shaping a linear pattern on the very local scale. In fact it is true and centrality as an absolute node rarely happens. But this is a matter of relativeness. On the scale of the neighbourhood where for instance one has to walk around 600 hundreds meter to arrive at the local centre, dimensions of the local centre do not count considerably. Linear organization first and foremost recalls street as the axial element of urban space. By linearity I intend to stress on what the local centres of our case studies lack. But apart from spatial organization of the centre which partly contribute to accessibility, the focus shall also be put on the way centre connected to the street network. In this connection the concept of arteriality will be in introduced and discussed. Arteriality Arteriality is a feature of street system possible to recognize in any kind of street structures. Arteriality as adopted here is taken from Marshal’s discussion of street structure types (2005). He introduces two connected propositions: arteriality and access constraints. Every network is shaped by a combination of these two features. Generally speaking traditional urban structures tend to exhibit more arteriality whereas in the modernistic ones access constrain appears to be more influential. Arteriality highlights those streets act as the ‘necessary connections’ in a network. It is a situation of strategic contiguity where all strategic streets yield a contiguous network. Access constraint alludes to rules governing connections between different streets in terms of controlling how each type of street is allowed to connect to other types. Access constraint is epitomised in our case studies in terms of car access. Pedestrian 68
and vehicular routes do not intersect and mostly one passes over the other. Connections between car routes follow hierarchical rules which yielded very dentritic network. As a result a desired arteriality which brings about an urban network is absent. In fact arteriality exists but in reversed hierarchy of traditional urban organizations where the main connector of network does not pass through centre of settlement but instead located in a peripheral position. “The type of hierarchy often deemed desirable by urban planners and designers seems to allow explicit differentiation of route type, but not necessarily arteriality or access constraint. … To cover all these kind of cases, we could interpret urban designer’s ‘good hierarchy’ as one in which streets play a satisfactory structural role in route hierarchy (where streets are functional as streets, not just ‘access road). “ (Marshall 2005, p. 176) The locale centres of studied neighbourhoods are deprived of having a proper arterial connection. In Rinkeby, Bredäng and Rågsved, arteriality appears in the local ring roads. This is the case for car access whereas major pedestrian movements naturally take place through pathways traversing from periphery to the centre of neighbouhood. Concerning accessibility, providing the local centre with an arterial connection is simply an attempt to reduce topologic distance to the centre. An arterial street which acts as the necessary connector in a neighbourhood, will channel cars and pedestrian movements. What gives to arteriality an important role in determining accessibility is its impact on cognitive information. Here my argument relies on researches around people’s ability to measure distance in urban street networks. Different researches in this field have demonstrated that the geometrical and topological characteristics of a street network seem to be more influential than ability of metric estimation in people’s conception of distance (Hillier & Ilda 2005, ? , ?). If the concept of arteriality is applied on network, that network has to change in a way that number of its streets appears more connective. As a result accessibility will rises quantitatively. An arterial is a street which connects local access street to the centrum. It is connective. This consequently lead that citizens feel the neighbourhood more accessible because arterial will ease the way we access to facilities. In the hierarchy of streets there 69
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Accessibility and Street Layout Exp
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Abstract This thesis revolves aroun
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Preface When I arrived in Stockholm
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Introduction The present study has
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tween dwellings and certain local f
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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 50 and 51: Bredäng The axial model of Bredän
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: commonly attributed to tributary ne
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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