Accessibility and Street Layout Exploring spatial equity in

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are mediating street located between the main street of the area and access streets. This is the level where arteriality must be applied. Integration control Thus far I explored two issues associated with accessibility: spatial organization of the centre and arteriality as a property of network layout. My last conclusion remains connected to street layout but at a different level. Through investigations it was revealed that integration as its space syntax meaning shows correlation with real life accessibility measured by Place Syntax tool. This might seem a truism. My aim is to differentiate between arteriality and integration in their functions for thesis’ objectives. If Integration is an attribute indicates potential of a street being easily arrived at among other streets in a network, then it implies easier accessibility to that street. Hence the more integrated a network is, the more accessible it is. A property that makes a street more integrated is more number of intersections that a street has with others. That somehow tends to be similar to arteriality. Since arteriality as determined before is a form of strategic contiguity. Yet the determining arteriality in a network needs clarification which I suggest can be done through an integration analysis. A matter of importance regarding integration and arteriality is the role of geometry which is rooted in difference between route analysis and space syntax. Integration values as illustrated by axial model is result of transforming street network into a map composed of the least walkable sight lines which subsequently entails geometric properties of space whereas in route analysis a route may change in angle largely without being divided into sections. In other words determining routes in route analysis is independent of geometry and sightline. It consequently comes to mind as a solution proposes using of space syntax integration analysis to complement determination of arterial streets. Since arteriality points to a constitutional property of street deals with hierarchy of street network. In this way it implies a topologic characteristic which is of a central importance in our perception of space. But it is not enough since cognitive understanding of space as numerous researches have proved, is deeply sensitive to geometry of space. 70
7. Proposals This chapter presents the design proposals to improve accessibility of the analysed neighbourhood units. The proposals are put forward in accordance with the conclusions in the preceding section. Therefore they propose alterations to the centres and the street networks. The intervention scales vary between cases due to the spatial organization of each neighbourhood. For instance the proposal for Rinkeby engages more with the centre and some existing pedestrian routes whereas in the others new streets are being suggested. In doing the proposals I have tried to consider the existing conditions. Thereby they must be seen as proposals aiming at possible improvements in accessibility without demolition of any building. Proposal for Bredäng Proposal for Bredäng is made according to the three conclusions suggested in the previous section namely linear centre, arteriality and integration control. In this connection, centre was extended along Bredängs alle. In terms of street layout, three new streets as well as an extension are proposed. A new street –indicated by ‘a’ in the Figure 7.1 traverses from Bredäng Centrum northward where some new housing also proposed along this street in order to create a rather defined streetscape . This street will support an arterial axis in the north-south direction. The other change has happened to Eksätravägen in the far south of the neighbourhood extending along Skärholmsvägen. Instead of this, a new street between single family houses and apartment blocks is proposed (‘c’ in the Figure 7.1). This street will benefit from a more central location comparing to the existing street which only services cars. Another street labelled ‘d’ connects to Bredäng alle from west in order to raise accessibility of the west-south part. ‘Odd Fellowvägen’ located in the north part of Bredäng is proposed for the extension ‘e’ so as to connect to other proposed street labeled ‘a’. Along Bredäng alle has been shifted eastward in the proposal. This shift places streets in closer distance to the existing building to the east of the street. It is also release more space to the west where new a set of building with mix use functions are suggested. Overall, the proposal for Bredäng focuses on the north south axis of movement aim- 71
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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
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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 and 68: commonly attributed to tributary ne
Page 69: and vehicular routes do not interse
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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