## 4 Results of Qualitative and Quantitative (Morphological) Analysis
### Streets
#### 4.2.2 Proportions of Streets (Street Integration-Angular Segment Analysis)  
Angular Segment Analysis (ASA) is the assessment of the quantitative and configurational properties of a street network by measuring the angular changes in street segments. These angular relationships aim to understand their influence on the way people navigate them [57] and consequently, how urban street networks evolve, utilizing integration values. The notion of configuration within morphological principles asserts that elements are defined by their position within the arrangement of parts, which is either reproduced or remains constant during the processes of formation and transformation [31] (p. 14). The exploration of integration value offers insights into the interrelationships between blocks, street spaces (street segment), and the mutual dependency of geometric parameters of blocks and buildings, shaping the outcome of the generative formation process. The angular change is a fundamental component for integration analysis in space syntax. The connectivity of geometries, particularly from junction to junction, is crucial for segment integration analysis. This connectivity creates the primary framework of the urban tissue, defining the boundaries of blocks within the urban structure. The variation in integration rates serves as interlocking measures of the blocks, which are closely tied to street segments.  
According to the angular segment integration analysis of the 1857 map (Table 4), the distribution of high integration values is more central, with fewer segments acting as outliers that significantly impact the mean and median. Peripheral angular changes representing low integration values are common. The histogram confirms that most values are clustered around the mean integration value (47.84). The standard deviation of integration values (16.28) indicates a spread around the mean integration value, visible in the range of values from approximately 30 to 70. The presence of outliers with higher integration values contributes to the distribution being slightly skewed to the right (right-skewed). Comparing this with the period of 1912, most of the segment integration values (decreased mean, median and standard deviation) are concentrated between 0 and 30, with the lower mean integration value (18.28) aligning with the peak of the histogram, though there is a slight skew to the right that demonstrates a sharp concentration of lower values. The results show that the distribution of integration values is less balanced, likely due  
\begin{table}
\begin{tabular}{c c c c c c c c c} \hline
**Maps** & **Count** & **Mean** & **Std** & **Min** & **25\%** &
\begin{tabular}{c} **50\%** \\ **(Median)** \\ \end{tabular} & **75\%** & **Max** \\ \hline
1857 & 592.0 & 26.99 & 18.26 & 1.09 & 13.94 & 23.84 & 34.95 & 122.44 \\
1912 & 304.0 & 51.98 & 36.81 & 1.17 & 26.91 & 44.82 & 67.28 & 244.58 \\ current & 334.0 & 47.18 & 33.17 & 2.27 & 24.95 & 37.19 & 61.44 & 215.25 \\ \hline \end{tabular}
\end{table}
Table 3: Summary of the statistical properties of segment lengths for each map. The information highlighted in red indicates notable significant values for 1912 compared to the other periods.  
to the modernization process of the region, which probably led to the creation of local distributor routes.  
The standard deviation is highest in the current map, indicating a more diverse and variably integrated street network. This variability results from the layered urban structure, showing that contemporary urban development has introduced a greater range of integration values, reflecting a complex and multifaceted urban fabric.