東華大學圖書館 |

語系: 繁體中文

說明(常見問題)

回圖書館首頁

手機版館藏查詢

登入

回首頁

切換: 標籤 | MARC模式 | ISBD

Viewing Gentrification From the Bike...

Anderson-Gregson, Brenn.

FindBook

Google Book

Amazon

博客來

Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co.

紀錄類型:	書目-電子資源 : Monograph/item
正題名/作者:	Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co./
作者:	Anderson-Gregson, Brenn.
出版者:	Ann Arbor : ProQuest Dissertations & Theses, : 2023,
面頁冊數:	59 p.
附註:	Source: Masters Abstracts International, Volume: 84-12.
Contained By:	Masters Abstracts International84-12.
標題:	Urban planning. -
電子資源:	https://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=30529316
ISBN:	9798379746605

Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co.
Anderson-Gregson, Brenn.

Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co. - Ann Arbor : ProQuest Dissertations & Theses, 2023 - 59 p.

Source: Masters Abstracts International, Volume: 84-12.

Thesis (M.U.R.P.)--University of Colorado at Denver, 2023.

This item must not be sold to any third party vendors.

As cities develop their bike infrastructure to promote healthy and sustainable transportation, concerns of gentrification and displacement have brought into question who these bike lanes were designed for. While potentially not a direct cause of gentrification, implementation of bike lanes "play[s] at least an indirect role in making neighborhoods too expensive for low-income residents." This paper examines whether the specific timing of bike infrastructure in neighborhoods in Denver, Colorado, relative to the onset of gentrification in those neighborhoods, might further contribute to housing price changes associated with gentrification and other investments.To do this, I first identified neighborhoods that had a combination of household expenditures on housing and transportation costs in which housing costs were relatively low and transportation costs were high, relative to the median household income. Low housing costs can make neighborhoods targets for gentrification, but high transportation costs, which are a symptom of few transportation choices, help to isolate the effect of new bike lanes. From these neighborhoods, I used bunten et al.'s method to test for the process of neighborhood gentrification and its tipping point. To match these neighborhood level characteristics to home values, I combined three years of Denver County parcel data from the county assessor (2006, 2013, and 2020) to create a longitudinal database of home values and property characteristics for neighborhoods which gentrified around 2013. I then matched all parcels to a geospatial database with bike lanes to determine the distance of a parcel from bike lanes, as well as the type of bike lane, and the date it was implemented. With this complete dataset, I performed four propensity score matched spatial hedonic difference-in-difference regressions to analyze the marginal{A0}impact of the bike infrastructure on housing values and the possible impact of the relative timing of the bike infrastructure investment in relation to the gentrification tipping point.The primary model indicates that new bike infrastructure had a significant negative impact on gentrification related changes in home values in Denver when measured over a 14- year period, from 2006 to 2020. The change in home values of parcels proximate to bike infrastructure was less than the changes in home values in matched parcels without bike infrastructure. Additional models suggest there may be different levels of impact based on when the bike infrastructure was implemented relative to when gentrification began in the neighborhood, but require further research. These findings can help inform the further development of Denver's bike infrastructure, and other cities with sparse but growing bicycle networks, in which new bike lanes, especially in high-transportation cost areas, may not greatly increase accessibility, and therefore increased desirability. This suggests that implementing bike infrastructure does not necessarily lead to higher housing price increases in gentrifying neighborhoods.

ISBN: 9798379746605Subjects--Topical Terms:

2122922
Urban planning.
Subjects--Index Terms:

Bicycle infrastructure

Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co.
LDR:04344nmm a2200397 4500 001 2395520
005 20240517104613.5
006 m o d
007 cr#unu||||||||
008 251215s2023 ||||||||||||||||| ||eng d
020 $a 9798379746605
035 $a (MiAaPQ)AAI30529316
035 $a AAI30529316
040 $a MiAaPQ $c MiAaPQ
100 1 $a Anderson-Gregson, Brenn. $3 3765028
245 1 0 $a Viewing Gentrification From the Bike Seat: Examining the Interplay of Bicycle Infrastructure and Neighborhood Change in Denver, Co.
260 1 $a Ann Arbor : $b ProQuest Dissertations & Theses, $c 2023
300 $a 59 p.
500 $a Source: Masters Abstracts International, Volume: 84-12.
500 $a Advisor: Makarewicz, Carrie.
502 $a Thesis (M.U.R.P.)--University of Colorado at Denver, 2023.
506 $a This item must not be sold to any third party vendors.
520 $a As cities develop their bike infrastructure to promote healthy and sustainable transportation, concerns of gentrification and displacement have brought into question who these bike lanes were designed for. While potentially not a direct cause of gentrification, implementation of bike lanes "play[s] at least an indirect role in making neighborhoods too expensive for low-income residents." This paper examines whether the specific timing of bike infrastructure in neighborhoods in Denver, Colorado, relative to the onset of gentrification in those neighborhoods, might further contribute to housing price changes associated with gentrification and other investments.To do this, I first identified neighborhoods that had a combination of household expenditures on housing and transportation costs in which housing costs were relatively low and transportation costs were high, relative to the median household income. Low housing costs can make neighborhoods targets for gentrification, but high transportation costs, which are a symptom of few transportation choices, help to isolate the effect of new bike lanes. From these neighborhoods, I used bunten et al.'s method to test for the process of neighborhood gentrification and its tipping point. To match these neighborhood level characteristics to home values, I combined three years of Denver County parcel data from the county assessor (2006, 2013, and 2020) to create a longitudinal database of home values and property characteristics for neighborhoods which gentrified around 2013. I then matched all parcels to a geospatial database with bike lanes to determine the distance of a parcel from bike lanes, as well as the type of bike lane, and the date it was implemented. With this complete dataset, I performed four propensity score matched spatial hedonic difference-in-difference regressions to analyze the marginal{A0}impact of the bike infrastructure on housing values and the possible impact of the relative timing of the bike infrastructure investment in relation to the gentrification tipping point.The primary model indicates that new bike infrastructure had a significant negative impact on gentrification related changes in home values in Denver when measured over a 14- year period, from 2006 to 2020. The change in home values of parcels proximate to bike infrastructure was less than the changes in home values in matched parcels without bike infrastructure. Additional models suggest there may be different levels of impact based on when the bike infrastructure was implemented relative to when gentrification began in the neighborhood, but require further research. These findings can help inform the further development of Denver's bike infrastructure, and other cities with sparse but growing bicycle networks, in which new bike lanes, especially in high-transportation cost areas, may not greatly increase accessibility, and therefore increased desirability. This suggests that implementing bike infrastructure does not necessarily lead to higher housing price increases in gentrifying neighborhoods.
590 $a School code: 0765.
650 4 $a Urban planning. $3 2122922
650 4 $a Transportation. $3 555912
650 4 $a Regional studies. $3 3173672
653 $a Bicycle infrastructure
653 $a Gentrification
653 $a Neighborhood change
653 $a Spatial analysis
653 $a Denver
690 $a 0999
690 $a 0709
690 $a 0604
710 2 $a University of Colorado at Denver. $b Urban and Regional Planning. $3 3186849
773 0 $t Masters Abstracts International $g 84-12.
790 $a 0765
791 $a M.U.R.P.
792 $a 2023
793 $a English
856 4 0 $u https://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=30529316