Study on the Ownership of Motorized and Non-motorized Vehicles in Suburban Metro Station Areas: A Structural Equation Approach

• Published in: Urban rail transit Vol. 2; no. 2; pp. 47 - 58
• Main Authors: Pan, Haixiao, Li, Jing, Chen, Peng
• Format: Journal Article
• Language: English
• Published: Berlin/Heidelberg Springer Berlin Heidelberg 01.06.2016
• Subjects: Automotive Engineering; Computational Intelligence; Engineering; Foundations; Geoengineering; Hydraulics; Original Research Papers; Family composition; Ownership of motorized and non-motorized vehicles; Built environment; Mode preferences; Structural equation model; Suburban metro station areas
• ISSN: 2199-6687; 2199-6679
• DOI: 10.1007/s40864-016-0037-x

As Chinese megacities are experiencing a large-scale motorization and suburbanization, an ever greater number of households are relocated to suburban towns. The increasing average travel distance surely encourages car growth. China is now the world’s largest car consumer, resulting in a series of unforeseen environmental and public health issues. On the other hand, scooters, electric bikes, and motorcycles become attractive options to substitute non-motorized bicycles. The ongoing demographic changes should also be taken in account. China has a rapidly aging population and a higher birth rate following reforms to the one-child policy allowing couples to have a second child. These changes will lead to a dramatic alteration of the household composition in the near future. Under above emerging contexts, this study aims to understand what implies the ownership of motorized and non-motorized vehicles in suburban metro station areas by means of a structural equation model. The data employed in this study are based on a household survey collected from three neighborhoods in Shanghai suburban metro station areas in 2010. The major findings include: (1) Income is a decisive element in car ownership. Specifically, high-income households have higher propensity to own a car, while middle and poor income families tend to own scooters, electric bikes, motorcycles, or bicycles. (2) Workplace built environment features or mode preferences are not essential to understanding vehicle ownership in Chinese context. (3) Stem families are more likely to own cars; the presence of a child or a senior family member increases the probability of owning a car by enlarging the household. (4) The results estimated for core family and DINK (couple with no child) family are highly consistent, and these families are less likely to own cars. Therefore, transport policies may focus more on households. Providing safe, pleasant, and efficient pedestrian and bicycle paths for children and seniors may decrease the attractiveness of owning cars.