• 主题
高级搜索  >
历史搜索 清空历史
首页> 外文学位 >Evaluation of the Effect of Rail Intra-Urban Transit Stations on Neighborhood Change
【24h】

Evaluation of the Effect of Rail Intra-Urban Transit Stations on Neighborhood Change

机译：城市轨道交通中转站对社区变化的影响评估

获取原文
获取原文并翻译 | 示例
页面导航
  • 摘要
  • 著录项
  • 相似文献
  • 相关主题

摘要

Development of heavy rail intra-urban public transportation systems is an economically expensive policy tool for State and Local Governments that is often justified with the promise of economic development and neighborhood revitalization around station areas. However, the literature on the effects of rail intra-urban transit stations on neighborhoods is relatively thin, particularly on the socioeconomic effects. This quasi-experimental study evaluated the effect of heavy rail intra-urban transit stations on surrounding neighborhoods, using Atlanta, Georgia and its transit authority, the Metropolitan Atlanta Rapid Transit Authority (MARTA), as a case study. Atlanta is an expansive American city, with a large public transportation system, but low population density and no large-scale policies promoting growth around MARTA rail stations. The study period, 1970 to 2014, covers the entire period of MARTA's existence -- stations opened between 1979 and 2000. Neighborhood change was operationalized with a neighborhood change index (NCI), built on the Neighborhood Life-Cycle framework, with an adaptation that incorporates both the filtering (negative NCI) and gentrification (positive NCI) models of neighborhood change. The study differentiates between an initial effect of new MARTA rail stations, and a long-term effect. Control groups were formed using one and three mile buffers, as well as a matching strategy. Difference-in-difference (DID) models find very little evidence of a positive relationship of NCI with the opening of new MARTA rail stations. The economic recovery that began in 2010 is of special interest for housing research. To address this time-period this study utilized two models, with mixed results. The DID model suggested a negative effect of stations on the NCI. To control for selection bias in the 2010 to 2014 economic time-period, this study utilized propensity score matching to balance the treatment and control group on observed characteristics. A time and tract fixed effects model using the matched treatment and control groups found a significant positive effect of stations on neighborhood change. To test the long-term effect, a time and tract fixed effects model (1970-2014) with the NCI as the dependent variable found a positive NCI effect of MARTA stations on neighborhoods. Therefore, overall, positive neighborhood change (on the NCI scale) can be attributed to MARTA transit stations. Since 2002 MARTA ridership has slightly declined; therefore, the study concludes that given stagnant ridership, lack of supporting policy, and the finding of a positive relationship between MARTA transit stations and gentrification, the stations are a positive amenity, and are a significant contributor to neighborhood change. However, neighborhoods are heterogeneous on many dimensions, and the effect of rail intra-urban transit stations on neighborhoods may depend on the tract's location, service characteristics, accessibility, and many other unobserved characteristics. Future research will supplement this methodology with additional data and compare the effect of intra-urban transit stations on neighborhood change in other cities to better address potential neighborhood heterogeneity.
机译：对于州和地方政府而言，重型铁路城内公共交通系统的发展是一项经济上昂贵的政策工具，通常可以通过承诺实现经济发展和站区周边社区振兴而得到证明。但是，有关城市轨道交通中转站对社区影响的文献相对较少，特别是在社会经济影响方面。这项准实验研究以佐治亚州亚特兰大市及其交通运输当局亚特兰大都市快速交通管理局（MARTA）为例，评估了城市郊区重型轨道交通车站对周边社区的影响。亚特兰大是一个广阔的美国城市，拥有庞大的公共交通系统，但人口密度低，并且没有大规模的政策来促进MARTA火车站周围的增长。研究期间为1970年至2014年，涵盖了MARTA的整个生存阶段-站点在1979年至2000年之间开放。邻里变化通过邻里变化指数（NCI）在邻里生命周期框架的基础上进行操作，结合了邻域变化的过滤（负NCI）和高级化（正NCI）模型。这项研究区分了新的MARTA火车站的初期效果和长期效果。对照组是使用1英里和3英里的缓冲区以及匹配策略组成的。差异差异（DID）模型几乎没有证据表明NCI与新的MARTA火车站的启用有着积极的关系。 2010年开始的经济复苏对住房研究特别感兴趣。为了解决这个问题，本研究使用了两种模型，得出了不同的结果。 DID模型表明了电台对NCI的负面影响。为了控制2010年至2014年经济时期的选择偏见，本研究利用倾向得分匹配来平衡治疗组和对照组的观察特征。使用治疗和对照组匹配的时间和路段固定效应模型，发现车站对邻里变化具有明显的积极影响。为了检验长期效应，以NCI为因变量的时间和区域固定效应模型（1970-2014）发现了MARTA站点对社区的正NCI效应。因此，总体而言，积极的邻里变化（在NCI规模上）可以归因于MARTA过境站。自2002年以来，MARTA的载客量略有下降。因此，研究得出的结论是，由于乘客数量停滞，缺乏支持政策以及在MARTA过境车站与高档化之间发现正相关关系，车站是一个积极的便利设施，并且是邻里变化的重要因素。但是，社区在许多方面都是异质的，城市轨道交通站点对社区的影响可能取决于该区域的位置，服务特征，可及性以及许多其他未观察到的特征。未来的研究将通过其他数据补充这种方法，并比较城市内公交站点对其他城市邻里变化的影响，以更好地解决潜在的邻里异质性。

著录项

  • 作者

    Wyczalkowski, Christopher K.;

  • 作者单位

    Georgia State University.;

  • 授予单位 Georgia State University.;
  • 学科 Public policy.;Transportation.;Urban planning.
  • 学位 Ph.D.
  • 年度 2017
  • 页码 216 p.
  • 总页数 216
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类
  • 关键词

相似文献

  • 外文文献
  • 中文文献
  • 专利
获取原文

客服邮箱：kefu@zhangqiaokeyan.com

京公网安备：11010802029741号 ICP备案号：京ICP备15016152号-6 六维联合信息科技 (北京) 有限公司©版权所有

  • 客服微信

  • 服务号