Car dependency beyond land use: Can a standardized built environment indicator predict car use?
Car dependency beyond land use: Can a standardized built environment indicator predict car use?
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土地使用之外的汽车依赖：标准化建筑环境指标能否预测汽车使用？
DOI：
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发表时间：
2022
影响因子：
1.9
通讯作者：
Kobe Boussauw
中科院分区：
文献类型：
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作者：
Eva Van Eenoo;K. Fransen;Kobe Boussauw
2019年6月，比利时佛兰德地区政府推出了“移动性评分”，这是一项标准化的建筑环境指标，旨在向弗兰德斯的公民通报从其住所到一系列基本设施和公共交通站点的步行或骑自行车无障碍性。制定流动性评分是为了提高对旅行环境影响的认识。在此背景下，本文评估了移动性分数可以预测汽车使用的程度，旨在为研究出行模式与可达性、空间背景和出行方式选择的关系做出贡献。根据佛兰德旅行行为调查的数据，我们分析了建筑环境，汽车使用频率和车辆行驶公里之间的相互作用的影响。我们的研究结果表明，频繁和密集的汽车使用并不是弗兰德斯郊区和农村居民或长途旅行者的独有特征。结果表明，流动性得分可以预测汽车出行的频率，但仅在内城。至于其他地区，旅游行为显示受访者之间的差异很小。公司汽车在家庭中的存在比任何其他变量（包括建筑环境）都更能预测车辆行驶公里数。一旦一个家庭拥有了汽车，出行行为就会转向汽车使用，几乎与受访者居住的社区类型无关。在弗兰德斯，政策到目前为止更多的是针对限制汽车使用，而不是鼓励拥有汽车。我们的研究结果表明，以后者为目标可能更有效，因为这首先会阻止以汽车为导向的行为周期的发展。
In June 2019, the government of the Flemish Region (Belgium) launched the “mobility score,” a standardized built environment indicator that informs citizens in Flanders about the walking or cycling accessibility from their dwelling to a range of basic amenities and public transport stops. The development of the mobility score was developed to be a tool to raise awareness of the environmental impact of travel. Against this backdrop, this paper assesses the extent to which the mobility score can predict car use and aims to contribute to the line of research that studies travel patterns in relation to accessibility, spatial context, and travel mode choice. Based on the data from the Flemish Travel Behavior Survey, we analyze the effect of the interaction between the built environment, frequency of car use and vehicle kilometers traveled. Our findings illustrate that frequent and intensive car use is not an exclusive feature of suburban and rural residents in Flanders, or of those who travel long distances. The outcomes show that the mobility score can predict the frequency of car travel but only in the inner city. As for other areas, travel behavior shows little variance among respondents. The presence of a company car in a household is a much stronger predictor of vehicle kilometers traveled than any other variable, including the built environment. Travel behavior turns toward car use once a household acquires a car, almost regardless of the type of neighborhoods where respondents live. In Flanders, policy has so far been directed more toward curbing car use than discouraging car ownership. Our findings suggest that it could be more effective to aim for the latter, as this prevents the development of a cycle of car-oriented behavior in the first place.