|
|
|
|
|
|
|
|
|
|
The results show an indexed playability rating of neighbourhoods in each study area, with a rating from 1 (poor playability) to 5 (highly playable). The safety score map, indicates that overall, about 50% of Lonsdale has a high safety rating, being assigned a safety rating of 4 or 5. Sections of the study area that were in close proximity to main roads were given lower safety ratings of 3 and 2. There are a few small pockets near very busy main roads that were assigned a 1 for this reason, especially a strip near the northwest boundary of the study area has a low rating due to its close proximity to the Trans-Canada Highway. Overall, the Lonsdale study area earned high safety rating in residential neighbourhoods, due to lower volume roads and a higher concentration of traffic calming measures. The attraction score map of Lonsdale, reveals that the center of the study area contains a large number of attractive play places for children and the attraction score diminishes further away from this central area. For this reason, the edges of the study area have the lowest number of attractive play places, as these are the industrial areas lacking in playgrounds and other important play places for children. The transportation score of Lonsdale, overall earned a very high rating, with the majority of the study area earing a 4 and central pockets earing a 5. The exception to this is that the southern, northern and western edges of the study area were given the poorest scores ranging between 1 and 3. The center of the study area and the eastern edge demonstrates the highest transportation scores, due to the highest occurrences of bikeways and sidewalks. With the transportation, attraction and safety scores combined, the majority of the Lonsdale area was assigned an overall playability rating of 3, with the highest playability scores located in the middle and eastern edge of the region and the lowest playability ratings located on the west, south and north edges of the study area.
The safety score for Grandview-Woodland without crime is much lower than the safety score for Lonsdale. Overall, the majority of the study area was rated as a 2, likely due to the higher abundance of busy roads and intersections. There are pockets within the study area in residential districts that earned high safety scores compared to the rest of Grandview-Woodland. The north end of the study area, was given a 5, as this is a low volume industrial area that is rated as safe due to lack of busy streets, but of course is not attractive to children as reflected by the attraction map. The attraction score for Grandview-Woodland, has a smooth gradient (similar to Lonsdale), with the southeast area of the study region earning a high attraction score, while the northwest corner has much lower ratings, as this is an industrial area next to the inlet. Overall, Grandview-Woodland has more area of the study region assigned a ranking of 5 or 4 on the attraction scale than Lonsdale does. Grandview-Woodland earned a lower transportation ranking than Lonsdale did, as the majority of the study area was assigned at least a 3 or lower, with the industrial area receiving the poorest score. As shown by the overall playability map the majority of the Grandview-Woodland study region was given a ranking of 4 or 5, with the center of the study area earning the highest scores. The north edge of the study region was proven the least playable area of Grandview-Woodland; however, the overall playability rating was greater than that of Lonsdale. Our sensitivity analysis was a comparison between two indexed maps that were calculated with and without crime as a variable impacting safety. By comparing the two outputs it was determined that actual crime rates were not a significant factor in impacting the safety rating on the study area, as the maps are almost identical.
|
|
|
|
|
|
|
|
|
|
The transportation aspect of playability was determined by bikeability and walkability. Based on trends seen in interviews, most 10-13 year-old children tend to either walk or bike to areas they play and are less likely to take public transportation without a parent. The higher the transportation rating of a neighborhood, the more play is encouraged, as easy accessibility by foot is an incentive for children to utilize available play environments. The datasets that can be used to infer the transportation rating of an area are; sidewalks, bikeways, trails and crosswalks. The last step of our playability analysis was to combine the safety, transportation and attraction scores of each neighborhood for a playability analysis that considers all the chosen variables.
|
|
|
|
|
|
|
|
|
|
The attractiveness of a play spaces for the target audience is important, as children will be more encouraged to spend time outside in their communities if there are suitable places to utilize for play. We have a collection of data which are known to be popularly occupied play spaces to the target demographic, based on interview data. We have also incorporated data sets that have value as potential play spots based on our own knowledge and literature. Attractive play areas to kids can include: trails, parks, community centers, schools, roundabouts, bikeways, playgrounds, sports fields and libraries.
|
|
|
|
|
|
|
|
|
|
Crime was a safety concern that appeared to have an impact on the playability of neighbourhoods based on interview results, however is largely perception based and difficult to reflect these opinions spatially. Crime data was available for the City of Vancouver and was utilized in a sensitivity analysis to see how crime rates can impact the safety of a neighbourhood. The sensitivity analysis was performed by completing the safety MCA without crime data and then running the same model with the same weights for all the other variables and including crime data with a weight of (0.024) to assess the differences in playability ratings. Crime was given the lowest weight, as it appeared to be a negative influencing factor related to play as shown by our interview results, but had high variation based on opinions. The sensitivity analysis can help assess the degree that crime can influence the safety of a neighbourhood and conceptualize if crime heavily impacts safety factor in our playability assessment, or if perception is more important.
|
|
|
|
|
|
|
|
|
|
Crime was a safety concern that appeared to have an impact on the playability of neighbourhoods based on interview results, however is largely perception based and difficult to reflect these opinions spatially. Crime data was available for the City of Vancouver and was utilized in a sensitivity analysis to see how crime rates can impact the safety of a neighbourhood. The sensitivity analysis was performed by completing the safety MCA without crime data and then running the same model with the same weights for all the other variables and including crime data with a weight of (0.024) to assess the differences in playability ratings. Crime was given the lowest weight, as it appeared to be a negative influencing factor related to play as shown by our interview results, but had high variation based on opinions. The sensitivity analysis can help assess the degree that crime can influence the safety of a neighbourhood and conceptualize if crime heavily impacts safety factor in our playability assessment, or if perception is more important.