Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs)
Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs)
复制标题
波特兰地区公共交通导向开发项目 (TOD) 的出行和公共交通使用
DOI：
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发表时间：
2006
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影响因子：
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通讯作者：
Jennifer Dill
中科院分区：
文献类型：
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作者：
Jennifer Dill
近年来，人们越来越有兴趣利用土地利用规划来减少对汽车的长期依赖，通过智能增长，新城市主义，行人口袋和交通导向发展（TOD）等想法。美国许多发展中的地区正在转向这些概念，以解决交通拥堵和郊区扩张的问题。然而，这些政策在减少汽车出行和改善宜居性方面的有效性在很大程度上是未知的。波特兰是早期采用者之一，经常被认为是其他地区的榜样。该地区的2040年增长概念，由大都会地区政府采用，包括许多智能增长的概念。麦德龙采用了一系列计划和政策来实施2040年增长概念，包括对以公交为导向的发展提供补贴。这项研究调查了波特兰地区的TOD居民，以帮助回答以下问题：·与其他社区的居民相比，以公共交通为导向的开发项目（TOD）的居民是否更少开车，更多地使用公共交通，和/或更多地步行和骑自行车？·TODs能在多大程度上增加公交客流量？·TOD的特征如何影响出行选择？·旅行时间的特征是否会促使人们改变他们的旅行行为？或者，搬到这些社区的人是否已经是活跃的交通使用者、步行者或骑自行车者，即他们正在寻找一个环境来实践他们喜欢的旅行行为？这些问题是理解建筑环境和旅行行为之间因果关系的关键。·人们对旅行的态度和他们的邻居如何影响旅行行为？这项调查收集了波特兰地区四个不同轻轨站附近300多名居民的大量数据。选择的社区代表了一系列类型的TOD，同时控制了收入（通过住房风格和价格）以及区域和交通可达性。没有一个社区完全满足公认的良好TOD标准：更高的密度，良好的土地使用组合，行人友好，靠近交通。几个关键的发现包括。·社区中的响应家庭往往较小，没有孩子。·一些TOD似乎吸引了老年人。·被调查的TOD的居民不依赖交通。·受访者乘坐交通工具上班或上学的比例高于全市居民。每个社区约有30%或更多的受访者每周至少乘坐MAX通勤一次，23-33%的受访者将公交作为他们的主要通勤方式。相比之下，希尔斯伯勒和比弗顿的工人不到10%，波特兰的工人不到15%。·TOD的不同物理特征似乎不会影响公交通勤。但是，工作或学校的停车定价是通勤方式选择的重要因素。上班需要付费停车的工人和学生更有可能使用公共交通。
In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented development (TODs). Many growing regions throughout the United States, are turning to these concepts to address problems of traffic congestion and suburban sprawl. However, the effectiveness of such policies in reducing automobile travel and improving livability is largely unknown. Portland was one of the early adopters and is often pointed to as a model for other regions. The Region's 2040 Growth Concept, adopted by the Metro regional government, includes many smart growth concepts. Metro uses a number of programs and policies to implement the 2040 Growth Concept, including subsidies to transit-oriented developments. This research surveyed residents of TODs in the Portland area to help answer the following questions: • Do residents of transit-oriented developments (TODs) drive vehicles less, use transit more, and/or walk and bicycle more than residents of other neighborhoods? • To what extent can TODs increase transit ridership? • How do the features of the TOD influence travel choices? • Do the features of TODs induce people to change their travel behavior? Alternatively, are people who move to these neighborhoods already active transit users, walkers, or cyclists, i.e. they are seeking an environment in which to practice their preferred travel behaviors? These questions are key to understanding the cause-effect relationship between the built environment and travel behavior. • How do people's attitudes towards travel and their neighborhood influence travel behavior? The survey collected a large amount of data from over 300 residents near four different light rail stations in the Portland region. The neighborhoods were selected to represent a range of types of TODs, while controlling somewhat for income (through housing styles and prices) and regional and transit accessibility. None of the neighborhoods completely satisfies generally agreed upon standards for good TODs: higher density, good land use mix, pedestrian friendly, and close to transit. Several key findings include. • Responding households in the neighborhoods tend to be smaller, without children. • Some of the TODs appear to be attracting older adults. • The residents of the surveyed TODs are not transit dependent. • Respondents take transit to work or school at a higher rate than residents citywide. About 30% or more of the respondents in each neighborhood commuted by MAX at least once a week and 23-33% used transit as their primary commute mode. This compares to less than 10% of workers in Hillsboro and Beaverton and 15% of Portland workers. • The varying physical features of the TODs does not appear to affect transit commuting. But, parking pricing at work or school is an important factor in commute mode choice. Workers and students who would have to pay to park at work were far more likely to use transit.