Table 3.
Comparison of distance to workplace, public transport stop density, and private automobile ownership by neighbourhood residence and neighbourhood preference.
| Condition | Shortest street network distance to primary workplace (km) |
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|---|---|---|---|---|---|---|
| Mean ± SD | p-Value | Coefa | 95% CI | Robust SE | p-Value | |
| Neighbourhood residence | ||||||
| High walkability | 6.4 ± 7.3 | ≤0.01 | ref | |||
| Low walkability | 7.4 ± 7.3 | 0.95 | −0.58 to 2.48 | 0.76 | 0.22 | |
| Neighbourhood preference | ≤0.001 | |||||
| Urban style preference | 6.2 ± 6.8 | ref | ||||
| Suburban style preference | 7.7 ± 8.0 | 1.57 | 0.422–2.71 | 0.57 | ≤0.01 | |
| No strong preference | 6.9 ± 6.9 | 0.72 | −0.48 to 1.92 | 0.60 | 0.23 | |
| Neighbourhood residence × neighbourhood preference | ≤0.001 | |||||
| High walkability urban style preference | 6.2 ± 7.5 | ref | ||||
| High walkability suburban style preference | 6.6 ± 7.3 | 0.39 | −0.93 to 1.71 | 0.66 | 0.56 | |
| High walkability no strong preference | 6.3 ± 6.5 | 0.00 | −1.68 to 1.65 | 0.83 | 0.99 | |
| Low walkability urban style preference | 6.1 ± 5.8 | 0.00 | −2.14 to 1.90 | 1.00 | 0.91 | |
| Low walkability suburban style preference | 8.6 ± 8.4 | 2.35 | 0.48–4.23 | 0.93 | ≤0.05 | |
| Low walkability no strong preference | 7.5 ± 7.2 | 1.25 | −0.60 to 8.47 | 0.92 | 0.18 | |
| Condition | Density of public transport stops per km2 of neighbourhood |
|||||
|---|---|---|---|---|---|---|
| Mean ± SD | p-Value | Coefa | 95% CI | Robust SE | p-Value | |
| Neighbourhood residence | ≤0.001 | |||||
| High walkability | 0.05 ± 0.04 | ref | ||||
| Low walkability | 0.04 ± 0.03 | −0.01 | −0.03 to 0.01 | 0.01 | 0.15 | |
| Neighbourhood preference | ≤0.001 | |||||
| Urban style preference | 0.05 ± 0.04 | ref | ||||
| Suburban style preference | 0.04 ± 0.03 | −0.01 | −0.02 to 0.00 | 0.01 | ≤0.01 | |
| No strong preference | 0.04 ± 0.03 | −0.01 | −0.02 to 0.00 | 0.00 | ≤0.01 | |
| Neighbourhood residence × neighbourhood preference | ≤0.001 | |||||
| High walkability urban style preference | 0.06 ± 0.04 | ref | ||||
| High walkability suburban style preference | 0.05 ± 0.04 | −0.01 | −0.03 to 0.01 | 0.01 | 0.24 | |
| High walkability no strong preference | 0.04 ± 0.02 | −0.01 | −0.03 to 0.00 | 0.01 | ≤0.05 | |
| Low walkability urban style preference | 0.03 ± 0.02 | −0.01 | −0.03 to 0.01 | 0.01 | 0.30 | |
| Low walkability suburban style preference | 0.03 ± 0.02 | −0.03 | −0.05 to 0.00 | 0.01 | ≤0.05 | |
| Low walkability no strong preference | 0.04 ± 0.02 | −0.02 | −0.04 to 0.00 | 0.01 | 0.07 | |
| Condition | Number of private automobiles in household |
|||||
|---|---|---|---|---|---|---|
| Mean ± SD | p-Value | Coefa | 95% CI | Robust SE | p-Value | |
| Neighbourhood residence | 0.19 | |||||
| High walkability | 1.80 ± 1.06 | ref | ||||
| Low walkability | 3.2 ± 31.3 | 1.01 | −0.37 to 2.39 | 0.68 | 0.15 | |
| Neighbourhood preference | ≤0.001 | |||||
| Urban style preference | 1.75 ± 1.12 | ref | ||||
| Suburban style preference | 2.24 ± 1.23 | −0.09 | −1.38 to 1.19 | 0.64 | 0.88 | |
| No strong preference | 1.98 ± 1.19 | 0.28 | −0.21 to 0.76 | 0.24 | 0.26 | |
| Neighbourhood residence × neighbourhood preference | ≤0.001 | |||||
| High walkability urban style preference | 1.68 ± 1.07 | ref | ||||
| High walkability suburban style preference | 2.05 ± 1.08 | 0.76 | −0.23 to 1.74 | 0.49 | 0.13 | |
| High walkability no strong preference | 1.72 ± 0.88 | 0.27 | −0.56 to 1.09 | 0.41 | 0.52 | |
| Low walkability urban style preference | 1.85 ± 1.17 | 0.80 | −0.45 to 2.04 | 0.62 | 0.21 | |
| Low walkability suburban style preference | 2.38 ± 1.32 | −0.13 | −2.13 to 1.87 | 0.99 | 0.90 | |
| Low walkability no strong preference | 2.21 ± 1.37 | 0.92 | −0.09 to 1.93 | 0.50 | 0.07 | |
Key: CI = confidence interval; Coef = coefficient; km = kilometres; m = metres; ref = reference category; SD = standard deviation; SE = standard error.
a
Regression models adjusted for sex, age, ethnicity, education attainment, household income, housing tenure, and neighbourhood clustering.