Light Rail Leads to More Walking Around Station Areas.
Light Rail Leads to More Walking Around Station Areas.
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DOI：
10.1016/j.jth.2017.02.002
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发表时间：
2017-09
影响因子：
3.6
通讯作者：
Saelens BE
中科院分区：
文献类型：
--
作者：
Huang R;Moudon AV;Zhou C;Stewart OT;Saelens BE
轻轨交通 (LRT) 车站周边地区为交通导向型开发 (TOD) 提供了理想的条件。相对密集的混合用途社区可以对附近居民的流动性、健康和社区安全认知产生积极影响，主要是通过出于交通和其他目的的步行活动。为了研究车站区域如何吸引新的活动，本研究分析了新交通系统开通前后居住在轻轨车站附近的人们在车站区域步行的变化。这项研究调查了住在西雅图 13 个轻轨站之一一英里范围内的 214 名参与者的步行行为，这些参与者来自居住在西雅图新轻轨线附近或较远的居民样本。他们在西雅图地区轻轨开通之前（2008 年）和之后（2010 年）完成了一项调查和旅行日志，并佩戴了加速度计和 GPS 7 天。步行回合是使用先前开发的算法得出的。主要结果是个人层面每日在轻轨站四分之一欧几里得英里内步行的比例的变化。总体步行量从轻轨开通前到开通后有所减少，而车站区域步行量没有显着变化，表明轻轨开通后步行活动已转向车站区域。车站区域步行比例的增加与参与者从家到最近的轻轨站之间的距离呈负相关，在 <0.25 英里时达到峰值，超过 >0.75 英里则下降。男性、大学教育程度、正常体重状况、较少使用汽车和频繁使用轻轨也与车站区域步行比例的较大积极变化显着相关。轻轨建成后，步行到车站区域的转变证明了当地邻近人口被吸引到车站区域，这可能有利于公交使用和 TOD 区域经济活动。轻轨区域步行转移的住宅区距轻轨站 < 0.75 英里。
Areas around Light Rail Transit (LRT) stations offer ideal conditions for Transit-Oriented Development (TOD). Relatively dense, mixed-use neighborhoods can have positive impacts on mobility, health, and perceptions of neighborhood safety among nearby residents, primarily through walking activity for both transit and other purposes. To examine how station areas may attract new activity, this study analyzed changes in walking around station areas among people living close to an LRT station before and after the opening of a new transit system. This study examined walking behavior among the subset of 214 participants living within one mile of one of 13 LRT stations from among a sample of residents living close or further away from a new LRT line in Seattle. They completed a survey and a travel log and wore an accelerometer and a GPS for 7 days both before (2008) and after the opening of the Seattle area LRT (2010). Walking bouts were derived using a previously developed algorithm. The main outcome was the individual-level change in the proportion of daily walking within one quarter Euclidean mile of an LRT station. Overall walking decreased from before to after the LRT opening while station area walking did not change significantly, indicating a shift in walking activity to the station areas after the introduction of LRT. Increases in the proportion of station area walking were negatively related to participants’ distance between home and the nearest LRT station, peaking at <0.25 mile and decaying beyond >0.75 mile. Male gender, college education, normal weight status, less access to cars, and frequent LRT use were also significantly associated with greater positive changes in the proportion of station area walking. The shift in walking to station areas after the completion of light rail provides evidence that the local proximate population is attracted to station areas, which may potentially benefit both transit use and TOD area economic activity. The residential catchment area for the shift in LRT area walking was < 0.75 mile of the LRT stations.
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