Quantitative Final Report

University of Ottawa

Faculty of Arts

Department of Communications

CSL Group Research Project:

Pedestrian Friendliness of Ottawa’s Neighbourhoods

Quantitative Methods (CMN 3102)

Team Members

Grace Tran 6772487

Kiran Chandani 6383353

Cassandra Smallmam 6879915

Nour Youssef 7234370

Christopher Madronich 6520026

Salma El-Komy 6023867

Nassim Raad 6503802

Submitted to

Professor: Ivan Katchanovski

TABLE OF CONTENTS

Introduction …………………………………………………………………………. Page 3

Research Question/Hypothesis…………………………………………………... Page 3

Literature Review……………………………………………………………………. Page 4

Research Methods………………………………………………………………….. Page 8

Quantitative Analysis……………………………………………………………….. Page 9

Conclusion…………………………………………………………………………… Page 18

References……………………………………………………………………………..Page 20

Appendixes…………………………………………………………………………….Page 21

2

INTRODUCTION

The focus of this Community Service-Learning (CSL) placement involved a partnership

with the Healthy Transportation Coalition in order to improve transportation systems in the

Ottawa capital region. Our team conducted phase two of the project which involved the

administration and analysis of surveys regarding pedestrian friendliness (in the forms of

walkways, bus stops, cyclist lanes, etc.) in the Bayshore / Accora, a low-income community.

During phase one of the project, a previous survey determined this community as one in great

need for attention towards possible transportation improvement. In the proposal for this project,

we previously stated that our study would be conducting research in two neighbourhoods,

however, due to time constraints, only one neighbourhood (the Bayshore/Accora neighbourhood)

could be researched in depth.

The study of Bayshore/Accora neighboured was conducted through the collection of 61

surveys from community members of the neighbourhood. Surveys were collected in public

settings, mainly at community events held at the Accora Community Center. With this research,

our team hopes to assist the Healthy Transportation Coalition in its goal to improve pedestrian

friendliness in communities such as Bayshore/Accora and create better pedestrian environments.

RESEARCH HYPOTHESIS / QUESTION

Research Question: Do residents of the Bayshore/Accora community feel that their

neighbourhood is pedestrian-friendly?

Research Hypothesis: Residents of the Bayshore/Accora community do not feel that their

neighbourhood is pedestrian-friendly.

3

Pedestrian-friendliness, for the purposes of this study, will be defined using parameters

such as the accessibility of public transportation, bicycling and walking routes as well as the

degree to which these routes are being used by residents.

LITERATURE REVIEW

Although some degree of prior research has been conducted in relation to pedestrian-

friendliness related issues, there is no large body of literature that speaks specifically to this

topic. As a result, the following are literature sources relevant to our team’s topic of pedestrian

friendliness that have been helpful in furthering our team’s understanding of this topic.

Information from these literature sources also helped to inform our team’s final conclusions in

regards to the pedestrian-friendliness of the Bayshore/Accora neighbourhood.

“Pedestrian Environments and a Sense of Community” by Hollie Lund

In this study, Lund investigates how a pedestrian’s sense of community can be influenced

by both subjective and objective attributes of the pedestrian environment, including their effects

on pedestrian travel. Similar to our intended method of research collection, Lund’s study utilized

surveys to collect data in an automobile-oriented and a pedestrian-oriented neighbourhood in

Portland, Oregon. The results of Lund’s survey found that pedestrian environmental factors can

greatly influence a pedestrian’s sense of community. As a result, Lund’s study helps to reflect

the importance and significance in studying pedestrian friendliness as it relates to the overall

neighbourhood experience of the individual pedestrian.

4

“Family, Social and Cultural Factors in Pedestrian Injuries among Hispanic Children” by

Phyllis F. Agran, Diane G. Winn, Craig L. Anderson and Celeste Del Valle

In this particular study, the focus was on the experience of Hispanic children. A previous

population surveillance study found that 63/100 000 Hispanic children (as opposed to 17/ 100

000 white, non-Hispanic children) were injured as pedestrians per year. As a result, the objective

of this study was to understand the effects social, family and cultural factors may have on

Hispanic children as pedestrians in the southwestern United States. The results of the study

found that household crowding, one or more family moves per year, poverty and parental

illiteracy were family and cultural factors that converged towards high risk of pedestrian injury.

Though our team’s research is encompassing of all age and all culture group pedestrians,

Agran’s study brings to light an awareness of the effects social, familial and cultural factors may

have on the pedestrian experience. As a result, Agran’s study provides new considerations

towards the demographic of pedestrians themselves and not just their environments in studying

pedestrian friendliness overall. Agran’s study may have benefited from providing tangible

solutions as to how pedestrian environments might be altered in order to account for these social,

familial and cultural factors to reduce overall number of pedestrian injuries per year. Such

solutions remain areas for further exploration and research, some of which our team’s research

may be able to contribute to.

“Active Commuting: Associations with Environment and Parental Concerns” by

Jacqueline Kerr, Dori Rosenberg, James F. Sallis, Brian E. Saelens, Lawrence D. Frank

and Terry L. Conway

This particular study focuses on the objective and perceived pedestrian environment for

children commuting to school from parental points of view. To conduct the study, parents of

5

children from walkability neighbourhoods completed questionnaires about their environment and

expressed concerns they had with their children walking or cycling to school. Interestingly, the

research results found that more children were commuted by their parents to school in high

walkability rather than low walkability neighbourhoods. This study aids in questioning

pedestrian friendliness for children and not just adults. However, the study was not able to

answer how certain changes to the pedestrian environment might encourage parents to feel more

comfortable with their children walking or cycling to school. As a result, our research hopes to

research further how neighbourhood pedestrian friendliness might be child-friendly as well.

“Road Safety in Less-Motorized Environments: Future Concerns” by Mohan D.

This research paper focused on comparing healthy transportation between high income

and low income countries. This comparison included looking at factors such as vehicle

standards, road conditions, bicyclists, motorists, blackspots, speed control, traffic separation etc.

Ultimately, this research paper concluded that patterns of road traffic and road traffic injuries

were significantly different in high versus low income countries. Implemented international

urban street designs were particularly troublesome for local communities as they made the lives

of local pedestrians more difficult through the introduction of fast transportation without

facilitating pedestrian friendliness. This research paper brought to attention the importance of

planning, exposure control, traffic calming and intelligent separation of non-motorized traffic on

major roads when creating pedestrian-friendly communities and streets for locals.

6

“California Safe Routes to School Program: Impacts on Walking, Bicycling, and

Pedestrian Safety” by Boarnet, M., Day, K., Anderson, C., McMillan, T., & Alfonzo, M.

In this study, the effectiveness of California’s Safe Routes to School program for children

walking or bicycling to and from school was evaluated. In order to conduct the study, teams were

placed at ten different sites in order to observe the characteristics of bicycle, pedestrian and

vehicle traffic. Surveys were also sent out to parents of students in order to gather information on

their perceptions related to walking and cycling as well as the children’s travel behaviour. This

study found that after certain changes to road safety were implemented, there was a significant

increase in children that walked to school. Overall, this study helped to highlight a potentially

very important correlation in regards to pedestrian-friendly implementations or programs that

can help significantly increase pedestrian traffic.

Overall, the literature review discussed above is only the beginning in attempting to

understand neighbourhood pedestrian friendliness. It is clear the body of research regarding these

issues is not extensive, particularly in Canada. Therefore, our research hopes to contribute to this

growing field by providing further insight in how to make more pedestrian-friendly

neighbourhoods for residents.

RESEARCH METHOD

Research for this study was conducted primarily using cross-sectional survey method in

which took place at specific community events over a two-month period in February and March

2015. The survey was presented in questionnaire format, consisting of 15 questions. The

questions were largely closed-ended questions that used a Likert scale to determine the degree in

which participants agreed with statements provided in the survey. Data from the Likert scale

7

questions were coded into a 1 to 4 point ordinal variable format in SPSS in order to conduct

analysis.

The target population of this research was the residents of the Bayshore/Accora

neighbourhood . A map was provided in order to help determine the exact parameters of which

residents would be included as part of this community. However, due to limitations in time and

resources, not all members of the community could actively participate in the surveys. As a

result, this study based its results on the information collected from a sample of people in the

Bayshore neighbourhood at various community events of February and March 2015. The sample

method was therefore a combination of convenience and volunteer sampling. Participants of the

survey were chosen based on the convenience factor of their attendance of events at the same

time as survey conduction. Since attendees of the events were not required to fill out a survey,

survey completion was done on a voluntary basis. This study had begun with the initial intention

of collecting 50 surveys. After the two-month period, this goal was exceeded as a total of 61

surveys were collected.

To determine whether or not the research hypothesis was proven or disproven, data from

the surveys was inputted into the SPSS software, which was then analyzed in regards to various

research sub-questions that ultimately helped create a better understanding of the pedestrian-

friendliness situation in the Bayshore/Accora neighbourhood.

QUANTITATIVE ANALYSIS

The quantitative analysis of the survey research is based on 61 cases that looked at the

pedestrian safety and friendliness of the Bayshore/Accora community. Specifically, these cases

looked at the availability and accessibility of various modes of transportation including: public

8

transportation, bicycling and walking. The analysis of the survey findings was done using SPSS

through various forms of testing. Only tests and analysis deemed relevant to furthering this

study’s purpose were conducted. The following tools or tests were used in the analysis of the

collected data: Frequency distribution, appropriate measures of central tendency, hypothesis

testing/ Chi- Square testing (to determine statistical significance between variables) and Linear

Regression (to determine the relationship of independent to dependent variables).

Walking and Sidewalk Friendliness

To begin to determine whether or not pedestrian safety/friendliness was achieved in the

Bayshore Accora neighbourhood, we analysed the frequency distributions of the responses

concerning sidewalk safety, pedestrian shopping accessibility and traffic. The finding in the

frequency distribution of the variable “Easy walking distance from home to stores, markets, and

other places to buy necessities” found that the majority of responses (41%) somewhat agreed

with the variable statement, indicating moderate accessibility for pedestrians to shopping

facilities. The frequency distribution for the “Sidewalks on most streets” variable found that the

majority of responses (73.8%) indicated that they strongly agreed. In other words, the mode was

“strongly agree” for this question. This finding demonstrates that most residents feel there

currently exists sufficient sidewalks for use in the Bayshore/Accora neighbourhood.

In order to better understand pedestrian friendliness in this neighbourhood, a research

sub-question was posed: Does the existence of well-maintained sidewalks result in increased

physical activity? The hypothesis being that the existence of well-maintained sidewalks does

increase physical activity (null hypothesis: existence of well-maintained sidewalks does not

increase physical activity). With the existence of usable sidewalks determined, our team wanted

to explore how the maintenance of these sidewalks may or may not have relation to how

9

physically active residents in the neighbourhood are. A high degree of physical activity by

residents of the neighbourhood would be an indicator of high overall pedestrian-friendliness in

the community. To determine what relation might exist, a Crosstabs, Chi Square and Cramer’s V

test for “Sidewalks well maintained” as the independent variable and “Many physically active in

neighbourhood” as the dependent variable were conducted. These tests found that the Pearson

Chi Square (p) was .902 which indicates that the likelihood of the relationship between

“Sidewalks well maintained” and “Many physically active in neighbourhood” can be attributed

to chance is only 9.02%. For a small number (N) of surveys, this result can be considered

statistically significant with the null hypothesis deemed as false and the research hypothesis

supported. The tests resulted in a Cramer`s V of .157; which indicates a moderate association

between the two variables (0.1-0.3 = moderate).

Interestingly, when conducting a Linear Regression test with “Sidewalks on most streets”

and “Sidewalks well maintained”as independent variables affecting “Many physically active in

neighbourhood” as the dependent variable, no statistical significance was found between the

sidewalk maintenance and physical activeness in the neighbourhood variables. However, a

statistical significance of .082 was found between the variables of “Sidewalks on most streets”

and “Many physically active in neighbourhood”. As a result, interpretation of the above

information indicates that the existence of sidewalks is more important than their level of

maintenance. Overall, these results show an existing relationship between sidewalks and the

physical activeness of residents and therefore demonstrates that the existence of sidewalks on

most streets has relevance when attempting to create a pedestrian-friendly environment.

10

Crime Rates and Physical Activity in Neighbourhood

Questioning the degree of crime rate in the Bayshore area was also considered important

in determining pedestrian friendliness, especially when assuming higher crime rates equaled a

less pedestrian-friendly environment. A frequency distribution table using crime rate in the

neighbourhood making it unsafe to walk at night determined that the highest valid percentage

(39.3%) chose to “strongly disagree” whilst the lowest valid percentage (14.3%) chose to

“strongly agree”. In other words, the mode was “strongly disagree” in terms of responses. Below

is a bar chart that demonstrates this.

11

In order to determine whether an increased crime rate results in a reduced amount of

physical activity a cross-tabulation was created in SPSS, cross referencing the independent

variable (the crime rate) with the dependent variable (the amount of physical activity seen by

residents). The majority of valid respondents (60.7%) that disagreed that crime rates in the

neighbourhood makes it unsafe to walk at night. In other words, the majority of respondents

deemed their neighbourhood to be safe to walk in at night. In viewing the cross-tabulation, 65%

of respondents, which happens to be the majority that responded “strongly disagree” to Bayshore

having a high crime rate also “strongly agreed” that there is a higher rate of physical activity. As

12

a result, it appears that the majority of residents in the Bayshore/Accora community deem their

neighbourhood to be relatively safe and have high physical activity, which would support ideals

of pedestrian friendliness.

To further explore the relationships that exists between the crime rate and that of

physical activity in the neighbourhood, a Pearson Chi Square test was also conducted. We

hypothesized that lower crime rates correlates with higher physical activity (null hypothesis:

lower crime rates does not correlate with higher physical activity). The result of 0.059 indicates a

5.9% likelihood that the relation between the crime rate and amount of physical activity seen can

be attributed to chance and therefore is statistically significant. The Cramer’s V test indicated a

value of 0.321, establishing that there is a strong association between the two variables. These

findings reveal that the correlation between the two variables (crime rate and physical activity)

are statistically significant, and in turn prove the null hypothesis void, while supporting the

research hypothesis.

Walking Distance to Pedestrian-Friendly Areas

Another sub research question helpful in determining pedestrian friendliness was whether

or not the walking distance from peoples’ home to stores, markets, and/or other places where

necessities are bought was considered easy. A frequency distribution chart was created

demonstrating that the valid 41% chose “somewhat agree” whilst 37.7% chose “strongly agree”.

The remaining valid 21.3% was in the “somewhat disagree” and the “strongly disagree”

categories. Since the majority of respondents verged on the agreement side to the study’s

statement, we conclude that pedestrian friendliness in this regard was mostly met in the

Bayshore/Accora community.

13

Public Transportation Accessibility

Transportation is also an important aspect in neighbourhoods, and thus has a significant

role in affecting pedestrian safety. We asked Bayshore residents whether or not there there was a

transit stop 10-15 minutes away from their homes. The majority valid percentage (71.7%)

strongly agreed (ie. the mode response was “strongly agree”), indicating that there is in fact

convenient methods of transportation available to the residents of the Bayshore area. Below is a

graph that represents this information. Similarly, since the majority of respondents verged on the

agreement side to the study’s statement, we conclude that pedestrian friendliness in this regard is

largely met in the Bayshore area.

14

Bicycle Friendliness and Physical Activity in Neighbourhood

In regards to the cycling, we asked residents whether they felt as though there are

sufficient facilities for bicycling in the neighbourhood. 44.4% (the majority of the valid

percentage) answered that they felt that they strongly agreed that there were sufficient bicycling

facilities. The results are shown in the following bar graph.

15

When speaking of the bicycle lanes and its correlation with the amount of physical

activity in the neighbourhood, it becomes apparent that those who do the most physical activity

and bicycling are satisfied with the amount of areas available for riding their bicycles to.

According to the collected surveys, 71.4% somewhat agreed and 56.3% strongly agreed that

many people are seen as physically active in this community.

A Pearson Chi-Square test was conducted to compare places for bicycling and physical

activity in the neighbourhood, which resulted in 0.100. This means that there is a 10% likelihood

the relationship between physical activity and places for bicycling to around the neighbourhood

can be attributed to chance. Since the number of surveys for this study used was small, we deem

16

this to be just on the verge of being statistically significant. Of all the sub questions examined to

determine the degree of pedestrian friendliness in the Bayshore area, this question was the most

difficult to prove concrete statistical significance for.

CONCLUSION

Through the conscious effort of our team, we were able to gather 61 surveys to analyze.

The Bayshore/Accora Village is an area that was deemed necessary for revision and help in order

to become a more pedestrian-friendly environment. Through careful analysis of the surveys, we

came to the conclusion that contrary to initial belief, residents of the Bayshore/Accora area do in

fact feel that their neighbourhood is pedestrian-friendly. When trying to prove the extent in

which the community is pedestrian-friendly, we examined the friendliness or accessibility of

sidewalks, low crime rates (in regards to safe walking at night), pedestrian-friendly areas

(markets, shops, etc.), public transportation and bicycling routes. Overall, Bayshore residents did

not seem dissatisfied with their walking, cycling or public transportation options. The majority of

residents seemed to feel their community to be safe and observed a high degree of physical

activity in the neighbourhood. As a result, with most residents being happy with these particular

areas of pedestrian friendliness, we conclude that the Bayshore/Accora residents generally feel

their neighbourhood is pedestrian-friendly. Therefore, our team’s initial research hypothesis can

be seen disproved by the results of our data collection and data analysis.

Despite the fact that the majority of residents seem to support their neighbourhood as

pedestrian-friendly, this is not an overwhelming majority. For example, the residents that

“strongly disagreed” that crime rate in the neighbourhood made it unsafe to walk at night were

fairly split on the degree of physical activity in the neighbourhood. Of these respondents, 65%

agreed that many people are seen as physically active in the neighbourhood while 35%

17

disagreed. In observing these numbers, we see that there remains room for pedestrian-

friendliness in the neighbourhood to be improved in order to encourage a greater percentage of

people to see or agree that many people in the neighbourhood are physically active. In the future,

further research on the social and cultural demographic of the Bayshore/Accora residents as well

as whether residents are singles, couples, professionals, families, retirees etc. might help further

understanding of pedestrian-friendliness in this area. As part of our team’s literature review,

Hollie Lund’s study titled “Pedestrian Environments and a Sense of Community” promoted the

idea that the pedestrian experience may contribute to his/her sense of community as well.

Therefore, it may also be interesting to include questions regarding a sense of community along

with questions of perceived pedestrian-friendliness in future research.

18

REFERENCES

Agran, P., Winn, D., Anderson, C., & Del Valle, C. (1998). Family, Social, and

Cultural Factors in Pedestrian Injuries Among Hispanic Children. Injury

Prevention, 4(3), 188-193. Retrieved February 10, 2015, from http://

injuryprevention.bmj.com/content/4/3/188.short

Boarnet, M., Day, K., Anderson, C., McMillan, T., & Alfonzo, M. (2007). California's Safe

Routes To School Program: Impacts On Walking, Bicycling, And Pedestrian

Safety. Journal of the American Planning Association, 71(3), 301-317. Retrieved March

29, 2015, from

http://www.tandfonline.com/doi/abs/10.1080/01944360508976700#abstract

Kerr J., Rosenberg D., Sallis J., Saelens B., Frank L., & Conway T. (2006). Active Commuting

to School: Associations with Environment and Parental Concerns. Official Journal of the

American College of Sports Medicine, 38(4), 787-794. Retrieved February 10, 2015 from

http://www.ncbi.nlm.nih.gov/pubmed/

16679998

Lund, H. (2002). Pedestrian Environments and Sense of Community. Journal of

Planning Education and Research, 21(3), 301-312. Retrieved February 10,

2015, from http://jpe.sagepub.com/content/21/3/301.short

Mohan, D. (2002). Road Safety in Less-Motorized Environments: Future Concerns.

International Journal of Epedemiology, 31(3), 527-532. Retrieved March 29, 2015, from

http://ije.oxfordjournals.org/content/31/3/527.short

19

APPENDIXES

Maps of the Bayshore/Accora area:

20

Survey (provided by the Healthy Transportation Coalition):

Only questions that were deemed relevant by our team for the purpose of this research

project were used in the data analysis

Healthy Transportation Coalition survey

Think about the different facilities in and around your neighbourhood by this we mean the area

ALL around your home that you could walk to in 10-15 minutes.

1. What is the main type of housing in your neighbourhood?

a) ☐ Detached single-family housing

b) ☐ Townhouses, row houses, apartments, or condos of 2-3 stories

c) ☐ Mix of single-family residences and townhouses, row houses, apartments or condos

d) ☐ Apartments or condos of 4-12 stories

e) ☐ Apartments or condos of more than 12 stories

f) ☐ Don’t know / Not sure

2. Many shops, stores, markets or other places to buy things I need are within easy walking

distance of my home. Would you say that you...

a) ☐ Strongly disagree

b) ☐ Somewhat disagree

c) ☐ Somewhat agree

d) ☐ Strongly agree

e) ☐ Don’t know/Not sure

3. It is within a 10-15 minutes walk to a transit stop (such as bus or train) from my home. Would

you say that you...

21




d) ☐ Strongly Agree


4. There are sidewalks on most of the streets in my neighbourhood. Would you say that you...





e) ☐ Does not apply to my neighbourhood

f) ☐ Don’t know/Not sure

5. There are facilities to bicycle in or near my neighbourhood, such as special lanes, separate

paths or trails, shared use paths for cycles and pedestrians. Would you say that you...





e) ☐ Does not apply to my neighbourhood


6. My neighbourhood has several free or low cost recreation facilities, such as parks, walking

trails, bike paths, recreation centres, playgrounds, public swimming pools, etc. Would you say

that you...

22






7. The crime rate in my neighbourhood makes it unsafe to go on walks at night. Would you say

that you…






8. There is so much traffic on the streets that it makes it difficult or unpleasant to walk in my

neighbourhood. Would you say that you...





e) ☐ There are no streets or road in my neighbourhood


9. I see many people being physically active in my neighbourhood doing things like walking,

jogging, cycling, or playing sports and active games. Would you say that you…


23





10. There are many interesting things to look at while walking in my neighbourhood. Would you

say you…






11. How many motor vehicles in working order (e.g., cars, trucks, motorcycles) are there at your

household?

Motor Vehicles

☐ Don’t know/Not sure

12. There are many four-way intersections in my neighbourhood. Would you say that you…






13. The sidewalks in my neighbourhood are well maintained (paved, with few cracks) and not

obstructed. Would you say that you...

24






14. Places for bicycling (such as bike paths) in and around my neighbourhood are well

maintained and not obstructed. Would you say that you...





e) ☐ I don’t know/I’m not sure

15. There is so much traffic on the streets that it makes it difficult or unpleasant to ride a bicycle

in my neighbourhood. Would you say that you...





e) ☐ I don’t know/I’m not sure

16. Whenever it is convenient for you, would you like to take a second, slightly more detailed

survey for a chance to win $125 in gift certificates for groceries (more info on that survey here)?

We would e-mail you a link to where you can complete the survey:

a) ☐ Yes

25

b) ☐ No

17. Would you be interested in learning more about the Healthy Transportation Coalition, and

providing us with your contact information so we can invite you to future events? The Coalition

is working to bring more equity and fairness to the transportation system, to improve the network

of sidewalks and bike lanes in this neighbourhood. We are working with community members

here, and would love to work with you, too:

a) ☐ Yes

b) ☐ No

18. If you answered 'yes' to questions 16 or 17 above, can you please provide us with your

contact information (name, address, phone #, e-mail) so we can follow up with more

information, and so that we can ensure you get the gift certificates for the groceries if your name

is picked in a random draw?

Name:

Address:

Phone:

E-mail:

This is the end of the questionnaire. Thank you for participating!

This is a slightly modified version of the"Physical Activity Neighborhood Environment Survey"

http://sallis.ucsd.edu/measure_panes.html

Student Contributions:

Kiran Chandani Actively contributed towards brainstorming and planning of the research and format of

the report.

26

Conducted on-site surveying at a community event at the Accora neighbourhood. Setup SPSS document for the purposes of quantitative analysis conducted on the research

collected from the surveys. Input survey data into the SPSS document. Contributed towards brainstorming and listing appropriate quantitative analysis methods

to be used in the SPSS. Contributed towards conducting the quantitative analysis in SPSS of the data collected.

Salma El-Komy Referenced journals that were used in the literature review in APA format Took part in completing the quantitative analysis of the data collected in SPSS Collected surveys from residents of Accora Village

Nassim Raad Collected surveys on multiple occasions at the community event in Accora

neighbourhood as well as the hockey arena in the Accora Village Assisted in the formulation of the introduction Conducted research in relation to pedestrian friendliness and pedestrian safety as well as

referenced journals in order to complete the literature review

Chris Madronich Collected surveys on multiple occasions at the community event in Accora

neighbourhood as well as the hockey arena in the Accora Village Assisted in the formulation of the introduction Conducted research in relation to pedestrian friendliness and pedestrian safety as well as

referenced journals in order to complete the literature review

Cassandra Smallman Attended CSL meeting to coordinate the expectations of the Healthy Transportation

Coalition and the expectations of the actual research project. Helped facilitate the creation of the survey used for data collection. Attended community family events to do surveying/data collection Inputted data from surveys collected into SPSS dataset. Interpreted data and contributed to the writing of the Research Methods and Quantitative

Analysis sections in the report.

Nour Youssef Attended community family event at in Bayshore community to do surveying/data

collection Contributed to doing quantitative analysis Wrote Conclusion for final research report

Grace Tran Corresponded with the Healthy Transportation Coalition via e-mail to keep them updated

and request further information necessary for research project Attended community family event at Accora Center to collect surveys

27

Helped begin the Quantitative Analysis by performing the SPSS output Helped with Quantitative Analysis by coming up with sub questions and interpreting

outputted information Contributed to the writing of the Research Methods Wrote the Research Question/Hypothesis and Appendixes Fully edited the final report, including re-wording the Literature Review and providing

references in References section Formatted the final report, including: title page, table of contents and general formatting

of various sections of report Printed and submitted final paper

The following 38 pages will consist of the SPSS output used for the analysis of this research

project.

28

Documents

Quantitative Final Report