The backstage of urban ambiances: When atmospheres pervade everyday experience

This paper explores a new way of designing and experimenting with the city. How are we to conceptualize the changes in contemporary cities on the basis of their ambiances? What about the sensory and emotional production of urban territories? What is at stake when our aim is no longer to design space but also to install an atmosphere? In order to answer such questions, rather than offering a formal definition of what an ambiance may be, I intend to show from what it proceeds, on what it is based, what it produces and transforms in urban life. The focus is exploring five ambiance operating modes in the province of urban design: establishing the sensory as a field of action, composing with affective tonalities, giving consistency to urban situations, maintaining spaces over time and playing with imperceptible transformations. Each of these operating modes can account for how a physical environment manages to become a lived ambiance, how a world of built forms manages to become a world of sensory atmospheres. Starting with the sensory environment itself, I show how it is increasingly becoming a domain of design and research. Then I emphasize on the role of affect in everyday urban situations and daily social activities. Thirdly I explore the pervasive character of an ambiance and question its capacity to unify an experience. I continue by pointing out the temporal dynamic of an ambiance and the necessity to sustain a sense of continuity of the environment. Finally I emphasize on the importance of micro-phenomena in the quality and immersive power of an ambiance. These five operating modes of ambiance enables us to focus on the very ordinary sensory fabric of urban life and its issues.     

Affective priming of perceived environmental restorativeness

Research into the perceived restorativeness of environments tends to focus on the Kaplans' Attention Restoration Theory at the expense of the affective considerations of Ulrich's psychoevolutionary model. To better understand the role of emotion, this study used contextual text‐based primers (newspaper articles) to manipulate participants' affective state (positive or negative) prior to them rating different environments using the Restorative Components Scale. Sixty‐nine participants completed the web‐based study, being pseudo‐randomly allocated to the positive‐ or negative‐prime condition before rating three natural and three urban environments. Natural environments were rated as more restorative than urban, with negative‐priming giving higher mean ratings for all environments. This effect was overall statistically significant for two components (Being Away and Fascination), but only Fascination showed a significant interaction of affective‐prime and environment, a larger effect being seen for natural environments. Results are discussed in terms of current understanding of the interrelationship between attentional and affective processes.     

Advancing Community-Based Research with Urban American Indian Populations: Multidisciplinary Perspectives

The US has witnessed significant growth among urban American Indian (AI) populations in recent decades, and concerns have been raised that these populations face equal or greater degrees of disadvantage than their reservation counterparts. Surprisingly little urban AI research or community work has been documented in the literature, and even less has been written about the influences of urban settings on community-based work with these populations. Given the deep commitments of community psychology to empowering disadvantaged groups and understanding the impact of contextual factors on the lives of individuals and groups, community psychologists are well suited to fill these gaps in the literature. Toward informing such efforts, this work offers multidisciplinary insights from distinct idiographic accounts of community-based behavioral health research with urban AI populations. Accounts are offered by three researchers and one urban AI community organization staff member, and particular attention is given to issues of community heterogeneity, geography, membership, and collaboration. Each first-person account provides “lessons learned” from the urban context in which the research occurred. Together, these accounts suggest several important areas of consideration in research with urban AIs, some of which also seem relevant to reservation-based work. Finally, the potential role of research as a tool of empowerment for urban AI populations is emphasized, suggesting future research attend to the intersections of identity, sense of community, and empowerment in urban AI populations.     

Compensatory behaviour of visually impaired cyclists in everyday settings

This study investigated whether visually impaired cyclists, compared to cyclists without visual limitations, take other, potentially safer routes to destinations in their own living environment and whether they ride at a lower speed. In total, 19 matched pairs of a visually impaired cyclist and a normally sighted peer from the same neighbourhood recorded their everyday bicycle rides, using GPS action cameras. In addition, they completed an ‘assigned ride’, a ride for which only a starting and an ending point were provided by the researcher. A risk-assessment procedure showed that the route taken by visually impaired cyclists during this assigned ride was not less risky than the route taken by the normally sighted cyclists. Analysis of the everyday rides showed that, on average, cyclists with a visual impairment more frequently (i.e. for longer periods) cycled at a speed below 10 km/h compared to cyclists without visual impairment. Also, the visually impaired participants’ cruising speed was 1.4 km/h lower than that of their normally sighted counterparts. In conclusion, no evidence was found that visually impaired cyclists compensate strategically by taking different, potentially safer routes than normally sighted cyclists when riding in their own environment. They may (unconsciously) compensate tactically for their visual function limitations by riding at a lower speed when necessary. Mobility trainers in vision rehabilitation as well as road designers could apply these findings to optimise the cycling mobility of visually impaired people.     

The influence of the built environment on pedestrians’ perceptions of attractiveness,safety and security

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.     

Estimating effectiveness of speed reduction measures for pedestrian crossing treatments using an empirically supported speed choice modeling framework

Pedestrian crossing treatments, such as Pedestrian Hybrid Beacons (PHBs) and Rectangular Rapid-Flashing Beacons (RRFBs), are traffic control devices implemented to help pedestrians safely cross busy or higher-speed roadways at midblock crossings and uncontrolled intersections. This study aims to assess the effectiveness of the PHB and RRFB by analyzing drivers’ speeding behavior under different roadway types with real-life traffic conditions. In order to understand the effect of pedestrian crossing treatments (i.e., PHB and RRFB) have on drivers’ speeding behavior, this paper analyzes four zones (i.e., one upstream zone and three consecutive downstream zones). For the four analysis zones, different indexes were computed which corresponds to the differences in drivers’ speed when encountered with the pedestrian crossing treatments. A grouped random effect hurdle beta regression model is estimated for the indexes, with a fixed effect hurdle beta model used for comparison and validating the importance of considering the grouped random heterogeneity across participants. The proposed analysis framework was validated by the means of an empirical driving simulator study, based on two urban roads in the Central Florida region, North Alafaya Trail (SR-434) and South Orange Blossom Trail (US-441). The results revealed that the proposed modeling framework reflects drivers’ difference in speed for the different pedestrian crossing treatments. The results suggest that with proper understanding of the PHB, the PHB can reduce drivers speed even beyond the location of the PHB. Meanwhile, the RRFB does have some effect in speed reduction beyond the location of the RRFB, however many drivers failed to acknowledge the RRFB. It is suggested that when drivers’ have proper education on the use of the PHB to reduce speed safely and for the installation of RRFB be on roads with two or less lanes and a speed limit less than 40 mph. While the main purpose of the pedestrian crossing treatments is to help pedestrians cross safely, speed reduction can be considered a byproduct as revealed in this study.     

Residential Mobility and Prosocial Development Within a Single City

Neighborhood social dynamics have been shown to impact behavioral development in residents, including levels of prosociality (i.e. positive social behavior). This study explores whether residential moves to neighborhoods with different social dynamics can influence further prosocial development. Prosociality, five domains of social support, and residential location were tracked between 2006 and 2009 in 397 adolescents across a small city in upstate New York. Analysis compared the role of the different forms of social support in prosocial development for movers versus non-movers. The effects of one's neighborhood of residence at Time 2 were also compared between movers and non-movers. Prosocial development in these two groups responded similarly to all forms of social support, including from neighbors. Movers experienced a greater increase in prosociality the more residentially stable the adolescent population of their new neighborhood of residence. Such neighborhood characteristics were not influential in the prosocial development of non-movers.     

Latent pattern analysis of conscious cooperation for developing sustainable transport

• This study explores the emerging pattern of conscious cooperation in travel mode selection for developing sustainable transport. A conceptual model for investigating the formation of conscious cooperation is examined based on a multi-factor latent cluster analysis of the survey data from Chinese cites. The study identifies three dominant patterns including the diversity average pattern, the pro-social pattern and the pro-environment pattern. An analysis of such patterns reveals that improving mobility and accessibility is more important than increasing availability of transport facilities for enhancing conscious cooperation. It finds out that there is much more to be done in addressing the concern of travelers on social equity and environment for sustainable transport development. These findings above provide better understanding of the formation of conscious cooperation for developing sustainable transport.

     

Analysing cycling as a social practice: An empirical grounding for behaviour change

Despite significant national and local efforts over the last decade to stimulate uptake of cycling in the UK, levels of cycling (particularly utility cycling) remain at around 2% of journeys. Understanding of cycling behaviour and subsequent development of interventions has typically been undertaken using an individualist approach, often relying on psychologically based models of behaviour. This paper argues that Social Practice Theory (SPT) may be a valuable addition to practitioner’s toolboxes by providing an alternative means of understanding the complex dynamics between the elements that constitute the practice of utility cycling, allowing it to be considered as a social issue, rather than focusing solely on individual behaviour. This is demonstrated within the paper by the use of SPT to reanalyse quantitative and qualitative datasets that explore views and experiences of both cyclists and non-cyclists. Therein, the practice of utility cycling is described according to its three elements; materials, meaning and competences and the potential benefits of this approach are discussed; particularly its ideological shift away from ‘victim blaming’ and its natural support of interdisciplinary intervention design.