Transportation Research Procedia 41 (2019) 264–282
© 2019 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the mobil.TUM18.
Keywords:
aInstitute of Transport Economics, Oslo 0349, Norway
highly walkable not walkable
zero-growth objective
walkability in the nodes
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Descriptive conclusion
Descriptive conclusion
Descriptive conclusion
Infrastructure and traffic
Urbanity,
Surroundings and activities,
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fieldwork,
on-street interviews
4.1. Measuring walkability - the case of Danmarks plass in Bergen Norway
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Descriptive conclusion Car domination (several motorways and major roads) but also areas with street character
Descriptive conclusion Partially a continuation of the dense urban structure (inner city), pedestrian scale
Descriptive conclusion Some public spaces that also contains green elements, several meeting places, many that bicycle and walk, active facades in the central part
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4.2. Walkability in four Norwegian nodes
Walkability Not walkable Somewhat walkable Nydalen: walkable Storo: not walkable
Bryn: not walkable Helsfyr: somewhat walkable
5.1. The experiences made with the case-based evaluation methodology
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“With a better global understanding of walkability, and more consistent and frequent measurement of the walkability of urban environments, decisionmakers will be empowered to enact policies that create more walkable urban areas (ITDP 2018:4)”.
Municipal Engineer
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Meld. St. 21 (2011–2012). Norsk klimapolitikk
Nasjonale forventninger til regional og kommunal planlegging Meld. St. 26 (2012–2013) Nasjonal transportplan 2014–2023
Meld. St. 33 (2016–2017) Nasjonal transportplan 2018–2029
Journal of Transport and Land-use, Vol. 5, 21-45.
Cities and Automobile Dependence. An International Sourcebook.
D, 7
Human Transit. How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives
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