Before and After a New Light Rail Stop: Resident Attitudes, Travel Behavior, and Obesity
Before and After a New Light Rail Stop: Resident Attitudes, Travel Behavior, and Obesity
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DOI：
10.1080/01944360802458013
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发表时间：
2009-01-01
影响因子：
5.6
通讯作者：
Werner, Carol M.
中科院分区：
文献类型：
--
作者：
Brown, Barbara B.;Werner, Carol M.
问题：由于各种原因，以公共交通为导向的发展已被证明是社会所需的，但人们对它为居民个人提供的好处知之甚少。目的：我们使用了一个自然实验，以更好地理解方便的过境访问个人的价值。研究方法：我们询问了51名居住在靠近TRAX轻轨线湖城的居民，询问他们的行为和态度，将他们分为三组：非乘客;新乘客，他们只在车站开放后才报告最近的铁路乘坐情况;以及继续乘客，他们在新车站开放前后都报告最近的铁路乘坐情况。参与者戴着加速计，在两个不同的时间段完成调查，一个是在他们附近新的轻轨站开通之前，一个是在之后。结果和结论：根据收入和就业情况进行调整后，非骑手（65%）的肥胖率远远高于新骑手（26%）和持续骑手（15%）。所有其他显著差异显示了相同的模式，新车手的平均值介于非车手和继续车手的极端之间。平均而言，连续骑车者有最多的中度体力活动，并报告了最高的地方依恋，最大的社区满意度，对交通导向型发展的最有利的态度，乘坐最少的汽车，并有最少的亲郊区的态度。新乘客报告说，铁路服务开始后，乘车次数减少了。其他组-时间单变量相互作用和多变量时间主效应不显著。实践总结：交通便利的发展可以为个人带来好处，并提高社会的可持续性。乘客可能希望促进与居住在以交通为导向的发展和铁路使用相关的个人利益，包括高水平的社区满意度和乘客之间的地方依恋。可步行的设计、密度加成、以及引导公交乘客前往车站步行距离内的目的地的标志或其他方法可以使肥胖居民或对步行距离特别敏感的其他人使用铁路。研究支持：这项工作得到了犹他州大学公共和国际事务研究所、大学研究委员会和美国国家科学基金会ATM 0215768号基金的支持。本材料中表达的任何观点、发现、结论或建议均为作者的观点，不一定反映国家科学基金会的观点。
Problem: Transit-oriented development has been shown to be socially desirable for a variety of reasons, but little is known about the benefits it provides to individual residents. Purpose: We used a natural experiment to better understand the value of convenient transit access to individuals. Methods: We queried 51 residents of a revitalizing, mixed-use, Salt Lake City neighborhood near the TRAX light rail line about their behaviors and attitudes, classifying them into three groups: nonriders; new riders, who reported recent rail rides only after the stop opened; and continuing riders, who reported recent rail rides both before and after the new stop opened. Participants wore accelerometers and completed surveys during two different time periods, one before and one after a new light rail stop opened in their neighborhood. Results and conclusions: Adjusted for income and employment, obesity was much higher among nonriders (65%) than new riders (26%) and continuing riders (15%). All other significant differences show the same pattern, with new riders' averages lying between the extremes of nonriders and continuing riders. Continuing riders had, on average, the largest number of moderate physical activity bouts, and reported the highest place attachment, the greatest neighborhood satisfaction, the most favorable attitudes toward transit-oriented development, took the fewest car rides, and had the least pro-suburban attitudes. New riders reported fewer car rides after the rail service started. The other group-by-time univariate interactions and the multivariate time main effect were insignificant. Takeaway for practice: Development with convenient transit access may provide benefits to individuals as well as improving societal sustainability. Planners may want to promote the personal benefits associated with living in transit-oriented development and rail use, including high levels of neighborhood satisfaction and place attachment among riders. Walkable designs, density bonuses, and signage or other methods of orienting transit riders to destinations within walking distance of stops may enable obese residents or others who are especially sensitive to walking distances to use rail. Research support: This work was supported by the University of Utah's Institute of Public and International Affairs, the University Research Committee, and the National Science Foundation grant ATM 0215768. Any opinions, findings, and conclusions or recommendations expressed in this material are those of the authors and do not necessarily reflect the view of the National Science Foundation.