## 5 Discussion  
The sprawl of an area is defined by the pattern of its street network and the land use structure [46]. Improvements in the accessibility of street networks have changed the relative location of urban centers and new urban development areas [47]. The relationship between long streets in new development and sprawling areas has been studied by landscape researchers [6; 10; 48]. According to a 2016 EEA report, street-length density is one of the key drivers of urban sprawl in European countries [10]. Road density is closely related to the dispersion of built-up areas and urban permeation [10]. In other words, higher street-length density correlates with sprawl. [PERSON] et al. (2015) emphasized street connectivity as a component when assessing sprawl in the United States. Large block sizes indicate a lack of street connectivity [49]. The findings of this paper on street-length density around workplaces confirm the result of [PERSON] et al. (2015), who asserted that there was a correlation between the compactness of an area and increased use of public transit in the United States. We in turn found that there is also an association between higher levels of active mobility for commuting as well as non-commuting trips and higher street-length density around homes and workplaces in Pakistani cities. Our findings are therefore consistent with the results of studies on the relationship between street connectivity and active transportation in American metropolitan areas [50]. Street-length density around workplaces is inversely related to commuting distance, and so it is inconsistent with results from a study of the Portland, OR, metropolitan area that showed a positive \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Pearson Chi-Square** & **Value** & **Df** & \(p\)**-Value** & **Lambda** \\ \hline Transport mode for commuting trip & 76.34 & 9 & \textless{}0.001 & 0.078 \\ Transport mode for shopping/entertainment & & & & \\ in the neighborhood & 211.97 & 9 & \textless{}0.001 & 0.217 \\ Transport mode for shopping/entertainment & & & & \\ outside the neighborhood & & & & \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Chi-square test for mode choice. Figure 6: Curve analysis for street-length density around workplaces and the use of active mobility modes for commuting. correlation [19]. However, our results indeed confirm [PERSON]'s results on the relationship between street connectivity and the use of cycling and walking [19]. Our findings on the correlation of street-length density around workplaces with active mobility, as well as the relationship between street-length density around homes and active mobility in non-commuting trips corroborate findings of a positive correlation between street connectivity and active mobility in New Zealand [51]. Moreover, these findings on the association of active mobility and street connectivity also reinforce a study on Australian cities from 2008 [20]. However, our findings on the relationship between street-length density around homes and commuting active mobility contradict the above-mentioned studies in Australia, New Zealand, and the United States. This can be explained by the fact that in most studies, street connectivity was determined using many variables, with street-length density only one of them. In this paper, we examined the correlation of street-length density with active transportation directly. In other words, a cutoff value shows at what point the active mobility of Pakistani residents might change as a result of street connectivity. Defining cutoff values in travel behavior studies is a new topic that needs more investigation in light of different urban conditions. Our results showing a significant association between street-length density and motor vehicle use corroborate studies that have discussed the relationship between the built environment and driving in commuting trips in China [43].