Although complete street policies are proliferating, little is known about how nearby residents perceive and act on their new active transportation opportunities. We survey the same neighborhood residents before and after they receive a new complete street renovation with five new light rail stops. We compare Time-1 expectations to use rail with Time-2 evidence of rail use, based on both self-reported and objective GPS/accelerometer measures of ridership. We examine neighborhood perceptions of four groups, created by combining Time-1 expectations to ride with Time-2 ridership: No expect/no ride, no expect/ride, expect/no ride, and expect/ride. The strongest differences were between the no expect/no ride and expect/ride groups. The riders had more positive expectations for light rail’s impact on the neighborhood than non-riders; these broad expectations were more powerfully associated with rail ridership than individual barriers to use, such as time constraints or weather. More positive perceptions of the route to rail stops (pleasantness, traffic safety, and crime safety) were also held by riders. Some of the more positive perceptions helped distinguish between the expect/ride group and the expect/no ride group. These results underscore that increasing positive neighborhood perceptions might help convert expected riders into actual riders.

中文翻译：

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居民对新火车站的期望：乐观的邻里看法与随后的公交乘客量有关

尽管完整的街道政策正在激增，但人们对附近居民如何看待新的主动交通机会并采取行动知之甚少。我们对相同的社区居民进行了调查，他们接受了新的完整街道改造前后，以及五个新的轻轨站。我们基于自我报告和客观的 GPS/加速度计乘客量测量，将使用铁路的时间 1 期望与使用铁路的时间 2 证据进行比较。我们检查了四个群体的邻里感知，这些群体是通过将时间 1 的骑行期望与时间 2 的乘客人数相结合而创建的：不期望/不乘坐、不期望/乘坐、期望/不乘坐和期望/乘坐。最大的差异是在不期望/不骑行和期望/骑行组之间。与非骑手相比，骑手对轻轨对社区的影响有着更积极的期望；这些广泛的期望与铁路客流量的联系比使用时间限制或天气等个人障碍更紧密。乘客也对通往火车站的路线（舒适度、交通安全和犯罪安全）持更积极的看法。一些更积极的看法有助于区分期望/乘车组和期望/不乘车组。这些结果强调，增加积极的邻里感知可能有助于将预期的骑手转化为实际的骑手。一些更积极的看法有助于区分期望/乘车组和期望/不乘车组。这些结果强调，增加积极的邻里感知可能有助于将预期的骑手转化为实际的骑手。一些更积极的看法有助于区分期望/乘车组和期望/不乘车组。这些结果强调，增加积极的邻里感知可能有助于将预期的骑手转化为实际的骑手。