Residential self-selection in the built environment-travel behavior connection: Whose self-selection?

Guan, Wang, 2019, in Transportation Research Part D: Transport and Environment

doi:10.1016/j.trd.2018.10.015
Location Beijing, China
Population General
Sample size 557
Factor analysis type principal components, unknown rotation
Stepwise regression no
Removal of insignificant variables yes
Reviewed by LCM

Factors

Variable Pattern loading
Easy access to shopping malls (Res preference/perception) 0.547
Easy access to public transit stations (Res preference/perception) 0.633
Easy access to recreation facilities (Res preference/perception) 0.684
Easy access to high-quality schools (Res preference/perception) 0.603
Neighborhood with good green area (Res preference/perception) 0.643
Low crime rate within neighborhood (Safety) 0.158
Low level of car traffic on neighborhood streets (Res preference/perception) 0.206
Safe neighborhood for walking (Safety) 0.199
Safe neighborhood for kids to play outdoors (Res preference/perception) 0.214
Good street lighting (Safety) 0.202
Quite neighborhood (sic) (Res preference/perception) 0.483
Variable Pattern loading
Easy access to shopping malls (Res preference/perception) 0.424
Easy access to public transit stations (Res preference/perception) 0.088
Easy access to recreation facilities (Res preference/perception) 0.106
Easy access to high-quality schools (Res preference/perception) 0.268
Neighborhood with good green area (Res preference/perception) 0.187
Low crime rate within neighborhood (Safety) 0.794
Low level of car traffic on neighborhood streets (Res preference/perception) 0.726
Safe neighborhood for walking (Safety) 0.756
Safe neighborhood for kids to play outdoors (Res preference/perception) 0.704
Good street lighting (Safety) 0.742
Quite neighborhood (sic) (Res preference/perception) 0.475
Variable Pattern loading
I like driving (Mode-liking) 0.349
I need a car to do some of the things I like to do (Convenience) 0.309
Getting to work without a car is a hassle (Convenience) -0.08
Traveling by car is safer overall than walking (Safety) 0.223
Traveling by car is safer overall than taking transit (Safety) -0.065
Traveling by car is safer overall than cycling (Safety) -0.045
I like to drive just for fun (Mode-liking) 0.058
I prefer to bike rather than drive whenever possible (Mode-liking) 0.197
I prefer to walk rather than drive whenever possible (Mode-liking) 0.22
I prefer to take transit rather than drive whenever possible (Mode-liking) 0.278
I like travelling by public transit (Mode-liking) 0.579
I like riding a bike (Mode-liking) 0.667
I like walking (Mode-liking) 0.716
It does not matter to me which type of car I drive (Mode-liking) 0.282
The car is nothing more than a convenient way to get around for me (Convenience) -0.069
The car is a symbol of status to me (Social norms) 0.133
I feel free and independent when I drive (Mode-liking) 0.09
Variable Pattern loading
I like driving (Mode-liking) 0.037
I need a car to do some of the things I like to do (Convenience) 0.175
Getting to work without a car is a hassle (Convenience) 0.048
Traveling by car is safer overall than walking (Safety) 0.119
Traveling by car is safer overall than taking transit (Safety) 0.073
Traveling by car is safer overall than cycling (Safety) 0.061
I like to drive just for fun (Mode-liking) 0.11
I prefer to bike rather than drive whenever possible (Mode-liking) 0.253
I prefer to walk rather than drive whenever possible (Mode-liking) 0.112
I prefer to take transit rather than drive whenever possible (Mode-liking) 0.088
I like travelling by public transit (Mode-liking) 0.419
I like riding a bike (Mode-liking) 0.051
I like walking (Mode-liking) 0.02
It does not matter to me which type of car I drive (Mode-liking) 0.743
The car is nothing more than a convenient way to get around for me (Convenience) 0.805
The car is a symbol of status to me (Social norms) -0.087
I feel free and independent when I drive (Mode-liking) 0.212
Variable Pattern loading
I like driving (Mode-liking) 0.206
I need a car to do some of the things I like to do (Convenience) 0.302
Getting to work without a car is a hassle (Convenience) 0.209
Traveling by car is safer overall than walking (Safety) -0.102
Traveling by car is safer overall than taking transit (Safety) 0.09
Traveling by car is safer overall than cycling (Safety) 0.298
I like to drive just for fun (Mode-liking) 0.168
I prefer to bike rather than drive whenever possible (Mode-liking) 0.116
I prefer to walk rather than drive whenever possible (Mode-liking) 0.065
I prefer to take transit rather than drive whenever possible (Mode-liking) 0.13
I like travelling by public transit (Mode-liking) -0.027
I like riding a bike (Mode-liking) -0.011
I like walking (Mode-liking) 0.257
It does not matter to me which type of car I drive (Mode-liking) -0.03
The car is nothing more than a convenient way to get around for me (Convenience) 0.16
The car is a symbol of status to me (Social norms) 0.736
I feel free and independent when I drive (Mode-liking) 0.731
Variable Pattern loading
I like driving (Mode-liking) -0.024
I need a car to do some of the things I like to do (Convenience) -0.32
Getting to work without a car is a hassle (Convenience) 0.008
Traveling by car is safer overall than walking (Safety) 0.142
Traveling by car is safer overall than taking transit (Safety) 0.423
Traveling by car is safer overall than cycling (Safety) 0.349
I like to drive just for fun (Mode-liking) 0.527
I prefer to bike rather than drive whenever possible (Mode-liking) 0.7
I prefer to walk rather than drive whenever possible (Mode-liking) 0.761
I prefer to take transit rather than drive whenever possible (Mode-liking) 0.739
I like travelling by public transit (Mode-liking) 0.271
I like riding a bike (Mode-liking) 0.27
I like walking (Mode-liking) 0.173
It does not matter to me which type of car I drive (Mode-liking) 0.105
The car is nothing more than a convenient way to get around for me (Convenience) 0.229
The car is a symbol of status to me (Social norms) 0.282
I feel free and independent when I drive (Mode-liking) 0.072
Variable Pattern loading
I like driving (Mode-liking) 0.601
I need a car to do some of the things I like to do (Convenience) 0.581
Getting to work without a car is a hassle (Convenience) 0.667
Traveling by car is safer overall than walking (Safety) 0.731
Traveling by car is safer overall than taking transit (Safety) 0.66
Traveling by car is safer overall than cycling (Safety) 0.555
I like to drive just for fun (Mode-liking) 0.437
I prefer to bike rather than drive whenever possible (Mode-liking) 0.039
I prefer to walk rather than drive whenever possible (Mode-liking) 0.079
I prefer to take transit rather than drive whenever possible (Mode-liking) 0.081
I like travelling by public transit (Mode-liking) 0.034
I like riding a bike (Mode-liking) 0.145
I like walking (Mode-liking) 0.04
It does not matter to me which type of car I drive (Mode-liking) 0.178
The car is nothing more than a convenient way to get around for me (Convenience) 0.083
The car is a symbol of status to me (Social norms) 0.185
I feel free and independent when I drive (Mode-liking) 0.252

Models

Source variable Target variable Effect p-value Effect type
Pro-driving (male head) Distance to the city center 0.111 <0.05 direct_effect
Pro-driving (male head) Non-work destination accessibility 0.109 <0.1 direct_effect
Pro-driving (male head) Isolated bicycle lane 0.121 <0.05 direct_effect
Pro-driving (male head) Car ownership 0.073 <0.1 direct_effect
Pro-driving (male head) Share of travel by non-motorized modes (male head) -0.094 nan direct_effect
Pro-alternatives (male head) Distance to transit -0.074 <0.1 direct_effect
Pro-alternatives (male head) Isolated bicycle lane 0.154 <0.05 direct_effect
Pro-alternatives (male head) Total travel time (male head) -0.146 <0.01 direct_effect
Pro-alternatives (male head) Total travel time (female head) -0.161 <0.01 direct_effect
Pro-accessibility (male head) Distance to the city center -0.112 <0.05 direct_effect
Pro-accessibility (male head) Non-work destination accessibility -0.199 <0.01 direct_effect
Pro-accessibility (male head) Commute distance (female head) 0.07 nan direct_effect
Pro-driving (female head) Distance to the city center 0.098 <0.1 direct_effect
Pro-driving (female head) Distance to transit 0.089 <0.1 direct_effect
Pro-driving (female head) Commute distance (male head) 0.091 <0.1 direct_effect
Pro-driving (female head) Commute distance (female head) 0.12 <0.01 direct_effect
Pro-driving (female head) Share of travel by car (male head) -0.107 <0.1 direct_effect
Pro-driving (female head) Share of travel by car (female head) 0.073 nan direct_effect
Pro-alternatives (female head) Isolated bicycle lane -0.152 <0.05 direct_effect
Pro-alternatives (female head) Household VMT -0.05 nan direct_effect
Pro-alternatives (female head) Share of travel by car (male head) 0.068 nan direct_effect
Pro-accessibility (female head) Distance to the city center -0.09 <0.05 direct_effect
Pro-accessibility (female head) Distance to transit -0.079 nan direct_effect
Family income Pro-driving (male head) -0.097 <0.1 direct_effect
Family income Pro-driving (female head) -0.099 <0.05 direct_effect
Family income Pro-accessibility (male head) -0.131 <0.01 direct_effect
Family income Pro-accessibility (female head) -0.066 nan direct_effect
Family income Distance to the city center -0.121 <0.01 direct_effect
Family income Non-work destination accessibility -0.124 <0.01 direct_effect
Family income Car ownership 0.256 <0.01 direct_effect
Family income Share of travel by non-motorized modes (female head) -0.077 nan direct_effect
Family size Pro-alternatives (female head) -0.104 <0.05 direct_effect
Family size Distance to transit 0.069 nan direct_effect
Family size Isolated bicycle lane -0.114 <0.05 direct_effect
Family size Car ownership 0.107 <0.01 direct_effect
Family size Share of travel by car (female head) -0.086 <0.05 direct_effect
Family size Share of travel by non-motorized modes (female head) 0.102 <0.05 direct_effect
Male education level Pro-driving (male head) 0.097 <0.05 direct_effect
Male education level Pro-accessibility (male head) 0.149 <0.01 direct_effect
Male education level Non-work destination accessibility 0.088 <0.1 direct_effect
Male education level Total travel time (male head) 0.121 <0.05 direct_effect
Female education level Pro-accessibility (female head) 0.153 <0.01 direct_effect
Female education level Distance to the city center -0.085 <0.1 direct_effect
Female education level Distance to transit -0.127 <0.1 direct_effect
Female education level Total travel time (female head) 0.085 nan direct_effect
Female education level Share of travel by non-motorized modes (male head) 0.096 <0.1 direct_effect
Male work type Pro-alternatives (male head) 0.06 <0.1 direct_effect
Male work type Distance to the city center -0.09 <0.1 direct_effect
Male work type Distance to transit -0.101 <0.1 direct_effect
Male work type Isolated bicycle lane 0.148 nan direct_effect
Male work type Car ownership 0.065 <0.1 direct_effect
Male work type Total travel time (female head) -0.129 nan direct_effect
Male work type Share of travel by car (male head) 0.072 <0.05 direct_effect
Female work type Distance to transit -0.134 <0.05 direct_effect
Male driver's license Pro-alternatives (male head) -0.075 <0.1 direct_effect
Male driver's license Isolated bicycle lane 0.105 <0.01 direct_effect
Male driver's license Car ownership 0.123 <0.01 direct_effect
Male driver's license Total travel time (female head) 0.077 <0.05 direct_effect
Male driver's license Share of travel by car (female head) -0.045 <0.1 direct_effect
Female driver's license Distance to the city center 0.125 <0.05 direct_effect
Female driver's license Non-work destination accessibility -0.147 <0.01 direct_effect
Female driver's license Commute distance (male head) 0.062 <0.1 direct_effect
Female driver's license Car ownership 0.329 <0.01 direct_effect
Female driver's license Household VMT 0.046 nan direct_effect
Female driver's license Total travel time (male head) -0.07 nan direct_effect
Female driver's license Share of travel by car (male head) 0.174 <0.01 direct_effect
Female driver's license Share of travel by car (female head) 0.343 <0.01 direct_effect
Male age Pro-accessibility (male head) 0.099 <0.05 direct_effect
Male age Share of travel by car (male head) 0.087 nan direct_effect
Male age Share of travel by car (female head) -0.142 <0.1 direct_effect
Male age Share of travel by non-motorized modes (male head) -0.195 <0.01 direct_effect
Female age Pro-alternatives (female head) 0.145 <0.01 direct_effect
Female age Pro-accessibility (female head) 0.065 nan direct_effect
Female age Car ownership 0.18 <0.05 direct_effect
Female age Share of travel by car (male head) -0.148 <0.01 direct_effect
Female age Share of travel by car (female head) 0.134 <0.05 direct_effect
Female age Share of travel by non-motorized modes (male head) 0.173 <0.05 direct_effect
Distance to the city center Commute distance (male head) 0.206 <0.01 direct_effect
Distance to the city center Commute distance (female head) 0.172 <0.01 direct_effect
Distance to the city center Car ownership 0.052 nan direct_effect
Distance to the city center Household VMT 0.098 <0.01 direct_effect
Distance to the city center Total travel time (male head) 0.087 <0.1 direct_effect
Distance to the city center Total travel time (female head) 0.12 <0.01 direct_effect
Distance to the city center Share of travel by car (male head) 0.062 nan direct_effect
Distance to the city center Share of travel by non-motorized modes (male head) -0.094 <0.1 direct_effect
Distance to transit Total travel time (male head) -0.095 <0.1 direct_effect
Distance to transit Total travel time (female head) -0.077 <0.1 direct_effect
Distance to transit Share of travel by non-motorized modes (male head) 0.072 nan direct_effect
Non-work destination accessibility Total travel time (male head) -0.072 nan direct_effect
Non-work destination accessibility Total travel time (female head) -0.107 <0.05 direct_effect
Non-work destination accessibility Share of travel by car (male head) 0.09 <0.05 direct_effect
Non-work destination accessibility Share of travel by non-motorized modes (male head) 0.079 <0.1 direct_effect
Isolated bicycle lane Share of travel by car (female head) 0.064 nan direct_effect
Isolated bicycle lane Share of travel by non-motorized modes (male head) -0.075 nan direct_effect
Car ownership Household VMT 0.349 <0.01 direct_effect
Car ownership Share of travel by car (male head) 0.494 <0.01 direct_effect
Car ownership Share of travel by car (female head) 0.351 <0.01 direct_effect
Car ownership Share of travel by non-motorized modes (male head) -0.187 <0.01 direct_effect
Car ownership Share of travel by non-motorized modes (female head) -0.212 <0.01 direct_effect
Commute distance (male head) Household VMT 0.159 <0.1 direct_effect
Commute distance (male head) Total travel time (male head) 0.202 <0.01 direct_effect
Commute distance (male head) Share of travel by car (male head) 0.075 <0.05 direct_effect
Commute distance (male head) Share of travel by non-motorized modes (male head) -0.146 <0.01 direct_effect
Commute distance (female head) Total travel time (female head) 0.135 <0.01 direct_effect
Commute distance (female head) Share of travel by car (female head) 0.065 <0.05 direct_effect
Commute distance (female head) Share of travel by non-motorized modes (female head) -0.122 <0.01 direct_effect
Source variable Target variable Effect p-value Effect type
Pro-driving (male head) Distance to the city center 0.111 <0.05 direct_effect
Pro-driving (male head) Non-work destination accessibility 0.109 <0.1 direct_effect
Pro-driving (male head) Isolated bicycle lane 0.121 <0.05 direct_effect
Pro-driving (male head) Car ownership 0.073 <0.1 direct_effect
Pro-driving (male head) Share of travel by non-motorized modes (female head) -0.083 <0.1 direct_effect
Pro-alternatives (male head) Distance to transit -0.074 <0.1 direct_effect
Pro-alternatives (male head) Isolated bicycle lane 0.154 <0.05 direct_effect
Pro-alternatives (male head) Share of travel by non-motorized modes (male head) -0.141 <0.01 direct_effect
Pro-alternatives (male head) Share of travel by non-motorized modes (female head) -0.101 <0.05 direct_effect
Pro-accessibility (male head) Distance to the city center -0.112 <0.05 direct_effect
Pro-accessibility (male head) Non-work destination accessibility -0.199 <0.01 direct_effect
Pro-accessibility (male head) Commute distance (female head) 0.07 nan direct_effect
Pro-accessibility (male head) Total travel time (male head) -0.139 <0.05 direct_effect
Pro-accessibility (male head) Share of travel by non-motorized modes (male head) 0.09 <0.1 direct_effect
Pro-accessibility (female head) Share of travel by non-motorized modes (female head) 0.121 <0.05 direct_effect
Pro-driving (female head) Distance to the city center 0.098 <0.1 direct_effect
Pro-driving (female head) Distance to transit 0.089 <0.1 direct_effect
Pro-driving (female head) Commute distance (male head) 0.091 <0.1 direct_effect
Pro-driving (female head) Commute distance (female head) 0.12 <0.01 direct_effect
Pro-driving (female head) Share of travel by non-motorized modes (male head) -0.123 <0.05 direct_effect
Pro-alternatives (female head) Isolated bicycle lane -0.152 <0.05 direct_effect
Pro-alternatives (female head) Household VMT -0.05 nan direct_effect
Pro-accessibility (female head) Distance to the city center -0.09 <0.05 direct_effect
Pro-accessibility (female head) Distance to transit -0.079 nan direct_effect
Pro-accessibility (female head) Share of travel by non-motorized modes (male head) 0.117 <0.05 direct_effect
Family income Pro-driving (male head) -0.097 <0.1 direct_effect
Family income Pro-driving (female head) -0.099 <0.05 direct_effect
Family income Pro-accessibility (male head) -0.131 <0.01 direct_effect
Family income Pro-accessibility (female head) -0.066 nan direct_effect
Family income Distance to the city center -0.121 <0.01 direct_effect
Family income Non-work destination accessibility -0.124 <0.01 direct_effect
Family income Car ownership 0.256 <0.01 direct_effect
Family income Total travel time (male head) -0.106 <0.05 direct_effect
Family income Total travel time (female head) -0.123 <0.01 direct_effect
Family size Pro-alternatives (female head) -0.104 <0.05 direct_effect
Family size Distance to transit 0.069 nan direct_effect
Family size Isolated bicycle lane -0.114 <0.05 direct_effect
Family size Car ownership 0.107 <0.01 direct_effect
Family size Share of travel by car (female head) -0.057 nan direct_effect
Male education level Pro-driving (male head) 0.097 <0.05 direct_effect
Male education level Pro-accessibility (male head) 0.149 <0.01 direct_effect
Male education level Non-work destination accessibility 0.088 <0.1 direct_effect
Male education level Total travel time (male head) 0.15 <0.01 direct_effect
Male education level Total travel time (female head) 0.088 <0.1 direct_effect
Female education level Pro-accessibility (female head) 0.153 <0.01 direct_effect
Female education level Distance to the city center -0.085 <0.1 direct_effect
Female education level Distance to transit -0.127 <0.1 direct_effect
Female education level Share of travel by car (male head) -0.059 nan direct_effect
Male work type Pro-alternatives (male head) 0.06 <0.1 direct_effect
Male work type Distance to the city center -0.09 <0.1 direct_effect
Male work type Distance to transit -0.101 <0.1 direct_effect
Male work type Isolated bicycle lane 0.148 nan direct_effect
Male work type Car ownership 0.065 <0.1 direct_effect
Male work type Total travel time (male head) 0.071 nan direct_effect
Female work type Distance to transit -0.134 <0.05 direct_effect
Female work type Total travel time (female head) 0.087 <0.05 direct_effect
Male driver's license Pro-alternatives (male head) -0.075 <0.1 direct_effect
Male driver's license Isolated bicycle lane 0.105 <0.01 direct_effect
Male driver's license Car ownership 0.123 <0.01 direct_effect
Male driver's license Share of travel by car (female head) 0.038 <0.05 direct_effect
Male driver's license Share of travel by non-motorized modes (female head) 0.085 <0.1 direct_effect
Female driver's license Distance to the city center 0.125 <0.05 direct_effect
Female driver's license Non-work destination accessibility -0.147 <0.01 direct_effect
Female driver's license Commute distance (male head) 0.062 <0.1 direct_effect
Female driver's license Car ownership 0.329 <0.01 direct_effect
Female driver's license Household VMT 0.046 nan direct_effect
Female driver's license Total travel time (male head) 0.148 <0.01 direct_effect
Female driver's license Total travel time (female head) 0.187 <0.01 direct_effect
Female driver's license Share of travel by non-motorized modes (male head) -0.107 <0.05 direct_effect
Female driver's license Share of travel by non-motorized modes (female head) -0.183 <0.01 direct_effect
Male age Pro-accessibility (male head) 0.099 <0.05 direct_effect
Female age Pro-alternatives (female head) 0.145 <0.01 direct_effect
Female age Pro-accessibility (female head) 0.065 nan direct_effect
Female age Car ownership 0.18 <0.05 direct_effect
Distance to the city center Commute distance (male head) 0.206 <0.01 direct_effect
Distance to the city center Commute distance (female head) 0.172 <0.01 direct_effect
Distance to the city center Car ownership 0.052 nan direct_effect
Distance to the city center Household VMT 0.098 <0.01 direct_effect
Distance to the city center Total travel time (male head) -0.217 <0.01 direct_effect
Distance to the city center Total travel time (female head) -0.211 <0.01 direct_effect
Distance to the city center Share of travel by car (male head) -0.076 <0.1 direct_effect
Distance to the city center Share of travel by car (female head) -0.073 <0.1 direct_effect
Distance to transit Total travel time (M) 0.052 nan direct_effect
Distance to transit Share of travel by non-motorized modes (male head) 0.146 <0.05 direct_effect
Distance to transit Share of travel by non-motorized modes (female head) 0.106 <0.05 direct_effect
Non-work destination accessibility Share of travel by non-motorized modes (male head) 0.116 <0.05 direct_effect
Non-work destination accessibility Share of travel by non-motorized modes (female head) 0.086 <0.05 direct_effect
Isolated bicycle lane Share of travel by car (male head) -0.106 <0.05 direct_effect
Isolated bicycle lane Share of travel by car (female head) -0.103 <0.01 direct_effect
Isolated bicycle lane Share of travel by non-motorized modes (male head) 0.085 <0.05 direct_effect
Car ownership Household VMT 0.349 <0.01 direct_effect
Car ownership Share of travel by car (male head) 0.426 <0.01 direct_effect
Car ownership Share of travel by car (female head) 0.462 <0.01 direct_effect
Car ownership Share of travel by non-motorized modes (male head) -0.195 <0.01 direct_effect
Car ownership Share of travel by non-motorized modes (female head) -0.236 <0.01 direct_effect
Commute distance (male head) Household VMT 0.159 <0.1 direct_effect
Commute distance (male head) Share of travel by car (male head) -0.064 <0.1 direct_effect

The Attitudes and Travel Database is produced with support from the Center for Teaching Old Models New Tricks at Arizona State University, a University Transportation Center sponsored by the US Department of Transportation through Grant No. 69A3551747116.

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