## 5 Discussion
Moreover, our results also show that street-length density around workplaces correlated negatively with commuting distance; this is consistent with an investigation conducted on Chinese cities [52]. The findings of this paper on the positive correlation between street-length density around homes and the use of motor vehicles in commuting trips confirm the results of a study in the United States showing a link between higher road density and increased gasoline consumption (i.e., motor vehicle use) [53]. [PERSON] et al. (2019) applied statistical methods to simulate travel patterns in American cities. Their findings on the impact of increased street connectivity on the reduction in vehicle miles traveled are in line with our results on street-length density around homes and commuting distances [54]. In other words, reduced street connectivity around homes in Pakistani cities is linked to increased commuting distances. Studying different choices for transportation modes in various types of neighborhoods has attracted the attention of many urban travel scholars [16; 55; 56]. Our paper, applying a chi-square test for two different types of neighborhoods, confirms the difference between neighborhood types and different mode choices. Current scholarly knowledge of the urban built environment and street network variables largely comes from high-income and Western countries. However, the patterns of development, the characteristics of the built environment, the concept of neighborhoods, and the structure and configuration of street networks in developing countries follow different patterns, and thus influence travel behavior differently. There is a lack of studies that have captured the impacts that sprawled forms and low street connectivity have on urban mobility in developing countries, particularly South Asian and Central Asian cities. [PERSON] et al. (2021) compared variables of accessibility and connectivity in four Asian cities to develop a suitable pedestrian network [57]. According to their study, street connectivity variables such as the link-node ratio and the length of blocks were related to increased levels of walking in Asian cities. This paper also reveals the same results as a corresponding study of Iranian cities concerning the relationship of street-length density around homes with active transport modes for non-commuting trips, and also street-length density around workplaces and commuting active mobility [28]. Our results show that with longer streets around workplaces, people use active forms of mobility less in their commutes, which is in line with another investigation on mode choices in the Middle East and North Africa (MENA) [58]. The findings of our paper regarding a positive correlation between street-length density around homes and commuting distance confirm similar results as those of another MENA city, Tehran [59]. Street-length density is an indicator for assessing (the lack of) connectivity and also the sprawl of a district. There is therefore a need to model this variable while includingurban mobility and socioeconomic attributes in both developed and developing countries. Decision-makers and urban strategists can develop more effective policies to create a more connected street network, which would promote active mobility and physical activity. Urban sprawl is linked to urban form variables such as street connectivity. Many other variables, including intersection density, road density, and link-node ratio, also influence street connectivity directly. Increased street-length density separates districts by establishing long lengths of streets and thus reducing connectivity. Street-length density around workplaces in Pakistani cities correlated with the frequency of using public transport. Hence, designing a more connected street network will lead to the use of public transit. In this paper, we estimated the corresponding street-length density of the optimal cutoff value for both homes and workplaces.