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Defining and assessing walkability: a concept for an integrated approach using surveys, biosensors and geospatial analysis

widely used as an index for assessing ‘walking potential’, but was often only a part of bivariate correlation models ( Hall & Ram 2018 : 310). Furthermore, there are no clearly defined methods for assessing walkability and much research revolves around defining quantifiable indicators and concentrates on aggregated macro-level urban data. This aspect ‘limited researchers’ ability to conduct sensitive disaggregated analyses focusing on individual travel behaviours, and made it difficult to test any potential effect of micro-level walkability’ ( Park 2008 : 81). Using

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Measuring dynamic public transit accessibility to local centres in Warsaw

, 30 min, 45 min, 60 min and 90 min travel time to the destination. The test was performed within the morning rush hours, 6:00–9:00 a.m., on a working day ( Fig. 5 ). Deviations in the operation of public transport were analysed using population data from 2011, derived from the geostatistics portal ( Geostatistics portal …), which is divided into census blocks. The area of high population density was later used to select high population density areas and low public transport time accessibility was identified with the use of the public transit time accessibility

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The welfare consequences of the suburbanisation of poverty in UK cities: air pollution and school quality

( Kneebone & Berube 2014 ). On the other hand, suburbanisation may offer low income households new opportunities. The suburbs have usually been portrayed as aspirational locations and places of social advantage, both in terms of social composition and in terms of the physical and social amenities they can offer. The physical environment may be better due to lower densities which lead to lower air pollution or better provision of green space. And while access to specialist services explicitly for low income groups may be worse, the quality of general public services may

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Analysis of inclusionary housing as an urban planning instrument of the North in the South: the context of Dhaka

population of the city. This city has 10.28 million population (in 2010) with a population growth rate of approximately 4 percent. Rajdhani Unnayan Kartipakkha [RAJUK] (the Capital Development Authority) is the special development agency that retains the authorisation power and responsibilities for physical planning and development control in the Dhaka Metropolitan Area [DMA], while the municipal organisations such as City Corporations, Pourashavas (local municipal governments), and utility service-providing organisations have discretionary powers. RAJUK is

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