First/last mile transit access as an equity planning issue
First/last mile transit access as an equity planning issue
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DOI：
10.1016/j.tra.2017.06.011
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发表时间：
2017-09-01
影响因子：
6.4
通讯作者：
Shin, Eun Jin
中科院分区：
文献类型：
--
作者：
Boarnet, Marlon G.;Giuliano, Genevieve;Shin, Eun Jin
之前的研究已经证实，主要大都市地区低收入社区的居民开车比乘坐公共交通获得的工作要多得多。在这篇文章中，我们重新审视了这个问题，并提出了证据，证明在圣地亚哥地区，公交站点的进出方式(步行、骑自行车或驾车)如何显著影响汽车和交通可达性之间的差距。我们构建了两个可达性指标来分析通过交通获得低工资工作的机会：(1)通勤30分钟内可获得的低工资工作的数量和(2)通勤30分钟内可获得的低工资工作的数量被居住在30分钟内的潜在竞争工人的数量调整。然后，我们模拟了几个政策变化，这些变化可能会缩小交通工具与汽车可达性的差异。例如，使用更快的进站/出站方式，如骑自行车和开车往返中转站，以及减少公交服务的等待时间。我们的结果表明，在圣地亚哥地区，如果交通乘客步行往返于交通站点，那么乘坐汽车的低工资工作可及性几乎是乘坐公共交通的低工资工作可及性的30倍。我们发现，与减少过境等待时间或改善服务间隔的政策相比，改变进出车站的方式在改善低工资工作的过境机会方面更有效。鉴于交通运输正在向“服务”或“共享”经济转型，这些结果对如何改善低收入社区的就业机会具有重要影响。(C)2017爱思唯尔有限公司。保留所有权利。
Previous studies have established that residents of low-income neighborhoods in major metropolitan areas have access to many more jobs by car than by transit. In this paper, we revisit this question and present evidence on how the mode of transit station access/ egress (by walking, bicycling, or driving) can importantly influence the gap between car and transit accessibility in the San Diego region. We construct two accessibility measures to analyze low-wage job access by transit: (1) the number of low-wage jobs accessible within a 30-min commute and (2) the number of low-wage jobs within a 30-min commute adjusted by the number of potentially competing workers who live within 30 min. We then simulate several policy changes that could reduce the difference in transit vs car accessibility. Examples include using faster station access/egress modes such as bicycling and driving to or from transit stations and reducing transit service wait time. Our results demonstrate that in the San Diego region, if transit riders walk to/from transit stops, low-wage job accessibility by car is almost 30 times larger than low-wage job accessibility by public transit. We find that changing the mode of access and egress to and from stations is more effective at improving transit access to low-wage jobs than policies that reduce transit wait time or improve service headway. Given the transition of transportation to a "service" or "sharing" economy, these results have important implications for how to improve access to employment in low income neighborhoods. (c) 2017 Elsevier Ltd. All rights reserved.