The relationship between transit rich neighborhoods and transit ridership: Evidence from the decentralization of poverty
The relationship between transit rich neighborhoods and transit ridership: Evidence from the decentralization of poverty
复制标题
公交丰富社区与公交乘客量之间的关系：来自贫困分散化的证据
DOI：
10.1016/j.apgeog.2017.07.004
复制
发表时间：
2017
影响因子：
4.9
通讯作者：
Myungje Woo
中科院分区：
文献类型：
--
作者：
Kyungsoon Wang;Myungje Woo
交通丰富的社区（TRN）的概念已成为人们更多兴趣的焦点，因为它与快速增长和拥挤的社区相关，并且由于其对美国智能增长的贡献而受到全国关注。尽管对公交服务的大部分投资都集中在人口密集的中心城市，大多数公交用户（包括低收入人群）都居住在这些城市，但贫困分散的趋势在许多大都市地区已经变得明显，并凸显了改善郊区公交服务的必要性。许多有关公交乘客量的研究都集中在车站的物理特征、服务区域以及低收入乘客的公平问题上，特别是在中心城市，而没有考虑到所服务的社区不断变化的社会经济特征。为了解决这个问题，本文根据不断变化的社会经济和空间特征对 TRN 进行分类，并使用多元回归来研究亚特兰大大都市区 TRN 类型与公交乘客量之间的关系，重点关注贫困的分散化。结果显示，2000年至2009年间，郊区TRN在收入和种族方面变得更加多样化，这表明对通勤轨道交通的投资对区域层面的社会和经济平等做出了重要贡献。此外，与市中心和内城对应的 TRN 相比，郊区的贫困率对公交乘客的百分比产生积极影响。郊区交通服务使用的增加表明潜在需求可能会增加，而贫困的分散进一步支持了这一点。
The concept of transit-rich neighborhoods (TRNs) has become a focus of more interest as it relates to rapidly growing and congested communities, and it has received national attention because of its contribution to smart growth in the United States. Although most investment in transit services has been concentrated in denser central cities, where most transit users, including those of low income, reside, the trend toward the decentralization of poverty has become evident in many metropolitan areas and underscored the need to improve suburban transit services. Many studies pertaining to transit ridership have focused on the physical characteristics of stations, their catchment areas, and equity issues for low-income riders, particularly in central cities, without accounting for the evolving socioeconomic characteristics of the neighborhoods being served. To address this issue, this paper categorizes TRNs based on changing socioeconomic and spatial characteristics and uses multiple regression to examine the relationship between types of TRNs and transit ridership in the Atlanta metropolitan area, focusing on the decentralization of poverty. The results show that suburban TRNs became more diverse in terms of income and race between 2000 and 2009, which suggests that investment in commuter rail transit is an important contribution to social and economic equality at the regional level. Furthermore, poverty rates in suburban areas, compared to those in their downtown and inner-city counterpart TRNs, positively influence the percentage of transit ridership. The increased use of suburban transit services suggests the potential presence of increased latent demand, which is further supported by the decentralization of poverty.