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Traditional neighborhoods and commuting in the San Francisco Bay Area

机译：旧金山湾区的传统社区和通勤

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Neo-traditional designs, proponents argue, reduce dependency on the automobile and provide attractive environments for walking, bicycling, and transit riding. This paper explores the extent to which this proposition holds for seven traditional neighborhoods in the San Francisco Bay Area that evolved around early streetcar services. Matched-pair comparisons of modal shares and trip generation rates for work trips are made between these neighborhoods and newer auto-oriented suburbs, controlling for the effects of income and, to a lesser extent, existing bus service levels. Pedestrian/bicycle modal shares and trip rates tended to be considerably higher, in some cases five time as high, in transit-oriented than in the paired auto-oriented neighborhood. Transit neighborhoods also averaged around 70 more daily transit work trips per 1,000 households than auto-oriented neighborhoods, though trip rates varied considerably among neighborhood pairs. Higher residential densities were also found to have a proportionately greater impact on transit commuting in transit-oriented than in auto-oriented neighborhoods. The paper concludes that in order to yield significant transportation benefits, neo-traditional development must be coordinated with larger regional planning efforts and public policy initiatives to reduce automobile dependency.
机译：支持者认为，新传统设计减少了对汽车的依赖，并为步行，骑自行车和过境骑行提供了诱人的环境。本文探讨了这一主张在旧金山湾地区围绕早期有轨电车服务发展的七个传统街区中的适用范围。在这些街区和较新的面向汽车的郊区之间进行工作旅行的模态份额和出行率的配对配对比较，以控制收入的影响，并在较小程度上控制现有公交服务水平。在以公交为导向的地区，行人/自行车的交通方式所占份额和出行率往往要高得多，在某些情况下要高出五倍。与自动驾驶社区相比，过境社区平均每千户家庭每天有70多个日常过境工作旅行，尽管在成对社区中出行率差异很大。人们还发现，较高的居住密度对以公交为导向的社区的通勤通勤比在以汽车为导向的社区的通勤交通成比例的影响更大。本文的结论是，为了产生重大的交通利益，新传统发展必须与更大的区域规划工作和公共政策举措相协调，以减少对汽车的依赖。

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