Travel demand and the 3Ds: Density, diversity, and design
Travel demand and the 3Ds: Density, diversity, and design
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DOI：
10.1016/s1361-9209(97)00009-6
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发表时间：
1997-09-01
影响因子：
7.6
通讯作者：
Kockelman, K
中科院分区：
文献类型：
--
作者：
Cervero, R;Kockelman, K
建筑环境被认为影响交通需求沿着三个主要方面-密度，多样性和设计。本文通过研究“3D”如何影响旧金山弗朗西斯科湾区居民的出行率和出行方式选择来检验这一命题。使用1990年的旅行日记数据和土地使用记录从美国获得人口普查，区域库存，实地调查，模型估计，相关功能的建成环境的变化，车辆行驶里程每户和模式的选择，主要是非工作旅行。因子分析用于线性联合收割机变量组合成建筑环境的密度和设计尺寸。研究发现，密度、土地使用多样性和以城市为导向的设计通常会降低出行率，并以统计学上显著的方式鼓励非汽车出行，尽管它们的影响似乎相当有限。以绝对值表示，反映3D和各种出行需求指标的变量和因素之间的弹性一般在0.06至0.18之间。紧凑的发展被认为对个人商务旅行的影响最大。另一方面，社区内的零售商店与工作旅行的模式选择最密切相关。虽然捕捉“步行质量”的因素与非工作旅行的模式选择只有适度的相关性，但那些居住在网格铁街道设计和限制商业停车的社区的人仍然被发现平均行驶里程显着减少，并且较少依赖于单人车辆进行非工作旅行。总的来说，这项研究表明，建筑环境和旅行需求的每个维度之间的弹性是适度的，虽然肯定不是无关紧要的。因此，它支持了新城市主义者和其他人的论点，即创造更紧凑，多样化和以城市为导向的社区，结合起来，可以有意义地影响美国人的旅行方式。(C)1997 Elsevier Science Ltd.
The built environment is thought to influence travel demand along three principal dimensions-density, diversity, and design. This paper tests this proposition by examining how the '3Ds' affect trip rates and mode choice of residents in the San Francisco Bay Area. Using 1990 travel diary data and land-use records obtained from the U.S. census, regional inventories, and field surveys, models are estimated that relate features of the built environment to variations in vehicle miles traveled per household and mode choice, mainly for non-work trips. Factor analysis is used to linearly combine variables into the density and design dimensions of the built environment. The research finds that density, land-use diversity, and pedestrian-oriented designs generally reduce trip rates and encourage non-auto travel in statistically significant ways, though their influences appear to be fairly marginal. Elasticities between variables and factors that capture the 3Ds and various measures of travel demand are generally in the 0.06 to 0.18 range, expressed in absolute terms. Compact development was found to exert the strongest influence on personal business trips. Within-neighborhood retail shops, on the other hand, were most strongly associated with mode choice for work trips. And while a factor capturing 'walking quality' was only moderately related to mode choice for non-work trips, those living in neighborhoods with grid-iron street designs and restricted commercial parking were nonetheless found to average significantly less vehicle miles of travel and rely less on single-occupant vehicles for non-work trips. Overall, this research shows that the elasticities between each dimension of the built environment and travel demand are modest to moderate, though certainly not inconsequential. Thus it supports the contention of new urbanists and others that creating more compact, diverse, and pedestrian-orientated neighborhoods, in combination, can meaningfully influence how Americans travel. (C) 1997 Elsevier Science Ltd.