The built environment is an important determinant of travel demand and mode choice. Establishing the relationship between the built environment and transit use using direct models can help planners predict the impact of neighborhood-level changes, that are otherwise overlooked. However, limited research has compared the impacts of the built environment for different networks and for individual transit modes.

This paper addresses this gap by developing built environment and transit use models for three multimodal networks, Amsterdam, Boston and Melbourne, using a consistent methodology. A sample of train, tram and bus sites with similar station-area built environments are selected and tested to establish if impacts differ by mode. It is the first study that develops neighborhood-level indicators for multiple locations using a consistent approach.

This study compares results for ordinary least squares regression and two-stage least squares (2SLS) regression to examine the impact of transit supply endogeneity on results. Instrumented values are derived for bus and tram frequency in Melbourne and bus frequency in Boston. For other mode and city combinations, the 2SLS approach is less effective at removing endogeneity.

Results confirm that different associations exist between the built environment and transit modes, after accounting for mode location bias, and that this is true in multiple networks. Local access and pedestrian connectivity are more important for bus use than other modes. Tram is related to commercial density. This finding is consistent for all samples. Land use mix and bicycle connectivity also tend to be associated with higher tram use. Train use is highest where opportunities exist to transfer with bus. Population density is commonly linked to ridership, but its significance varies by mode and network.

More research is needed to understand the behavioral factors driving modal differences to help planners target interventions that result in optimal integration of land use with transit modes.

建筑环境是出行需求和出行方式选择的重要决定因素。使用直接模型建立建筑环境和交通使用之间的关系可以帮助规划者预测邻里变化的影响，否则会被忽视。然而，有限的研究比较了建筑环境对不同网络和个别交通方式的影响。

本文通过使用一致的方法为阿姆斯特丹、波士顿和墨尔本这三个多模式网络开发建筑环境和交通使用模型来解决这一差距。选择并测试了具有类似车站区建筑环境的火车、电车和公共汽车站点的样本，以确定影响是否因模式而异。这是第一项使用一致方法为多个地点开发邻里级别指标的研究。

本研究比较了普通最小二乘回归和两阶段最小二乘 (2SLS) 回归的结果，以检验交通供应内生性对结果的影响。测量值来自墨尔本的公共汽车和有轨电车频率以及波士顿的公共汽车频率。对于其他模式和城市组合，2SLS 方法在消除内生性方面效果较差。

结果证实，在考虑了模式位置偏差后，建筑环境和交通模式之间存在不同的关联，并且在多个网络中也是如此。与其他模式相比，本地通道和行人连接对于公交车的使用更为重要。电车与商业密度有关。这一发现对于所有样品都是一致的。土地使用组合和自行车连接也往往与更高的电车使用相关。在有机会换乘巴士的地方，火车使用率最高。人口密度通常与乘客量有关，但其重要性因模式和网络而异。

需要更多的研究来了解导致模式差异的行为因素，以帮助规划者针对导致土地利用与交通方式最佳整合的干预措施。