Suggestions

The following are some suggestions for future studies. First, the WEE distribution for other trip purposes is worth investigating. In this research, the WEE distribution for commuting trips to and from work was shown, but for other trip purposes, such as shopping trips, the distribution is unknown. Future study could apply our approach to survey WEEs, and fit them as a feasible distribution function to represent the WEE properties. Second, future experiments could explore the consistency between psychological perception and physiological response. Our experiment shows that a higher PEQ will slow down the heart rate during walking. Positive attributes of a street (such as comfort, safety and other pleasant feelings) have been validated as the sources for lowering the heart rate compared to the negative effects (such as danger, discomfort and darkness etc.). However, the consistency testing between the psychological and physiological responses showed us that there may also be some positive experiences which were not pre-considered in the design of my experiment, and which could also contribute to a higher heart rate, such as excitement,

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expectation, anticipation, pleasant surprises and others.

I also suggest extending the WEE approach application to other facility planning. For example, for the path system of our national parks, like climbing and hiking, where service facilities need to offer visitors rest facilities to restore their energy. Such facility location planning still focuses on forecasting a feasible walking distance to meet acceptable WEE, even though more variables need to be considered.

There are some factors contributing to street amenities but left for future study.

Closed-circuit television (CCTV) can be the one. Recently, CCTV plays a role of walking safety at night; even people criticize this because of the loss of privacy of the people under surveillance. It really provides safety at night, in particular, for women. However, comparing to lighting, CCTV is difficult to design into the alternatives of route set, because respondents are difficult to recognize it from the figure, unless they have been notified.

Some street amenities may not be associated with physical objects but still worth to be explored. Climate probably differentiates users’ preference for street amenity attributes.

Kaohsiung City is typically subtropical, and the hot and wet weather quickly make pedestrians feel tired and uncomfortable. Pedestrians probably need a fountain to cool down.

They might also be inclined to purchase a beverage or food from a retail kiosk to recharge their energy levels. The high values of these two options are shown on the WTW estimation.

In addition, street furniture and the pavement could be examined in another study by designing more levels. Most of our survey sites were urban streets with well-maintained pavements, and street furniture that already met most respondents’ requirements, so higher levels of such attributes were not desired.

More behaviors can be involved for a corridor with various land use. The corridor was assumed only for passing. However, more and more corridors are planned with various land uses, e.g., shopping. Thus the related activities would be generated, e.g., stay-and-watch. In this case, crosswalk would happen more than the one I assumed, because pedestrians may want to visit the stores on the two sides. Psychological effect or preference for design can be considerate in model. As the earlier stated, the shopping behavior goes increasing in corridor planning. The developers would expect some spaces designed to retain people. In this case, effect of corridor design would not only include geometrical form and effective width, but also more amenities, e.g., lighting, pavement. So the effect of using bench, e.g., Alternative Ⅴ, should be reexamined, because it serves people’s rest needs. Finally, the interaction between pedestrians and designs can be taken into account in future. A

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pedestrian environment is usually designed changeable (or flexible) to face any possible behavior. Thus, the type of corridor can be changed on performance by using moveable unit, e.g., potted plant. Performance can be improved in real case. However, walking behaviors here are assumed determined and rational. In future, the feedback can be designed in the ABM to reflect the change of pedestrian flow.

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Threshold of free flow. Convenient passing, conflicts avoidable.

B 7-10 23-33 25-35 2.3-3.3 Minor conflicts, passing and speed restrictions C 10-15 33-49 15-25 1.4-2.3 Crowded but fluid movement, passing

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D 15-20 49-66 10-15 0.9-1.4 Significant conflicts, passing and speed

Critical density, flow sporadic, frequent stops, contacts with others.

在文檔中 考量街道寧適性下步行可及性與移動性之研究 (頁 81-90)