The built environment, travel attitude, and travel behavior: Residential self-selection or residential determination?

Lin, T., Wang, D., Guan, X., 2017, in Journal of Transport Geography

doi:10.1016/j.jtrangeo.2017.10.004
Location Beijing, China
Population General
Sample size 467
Factor analysis type unknown (probably exploratory), unknown rotation
Stepwise regression no
Removal of insignificant variables no
Reviewed by LCM

Abstract

In examining the impacts of the built environment on travel behavior, studies focused on residential self-selection mostly assume that people self-select residential built environment based on their travel preferences. However, the residential self-selection hypothesis is challenged for a number of reasons including the arguments that that at least in some societies a large percentage of people do not have the privilege to self-select their residence and the built environment may have a significant influence on a person's travel attitude. To shed some light on this debate, this paper makes use of data from a household activity-diary survey conducted in Beijing, China, in 2011–2012 to examine both the hypothesis of residential self-selection and that of residential environment determination. We adopt the natural experimental approach and divide the sample into two groups based on whether or not the respondents had much freedom in regard to choosing where to live: one with the possibility of self-selection and the other one without this possibility. We found reciprocal influences between residential built environment and travel attitude/preference for the first group and influence of residential built environment on travel preferences for the second group. We argue that the complex relationships between the built environment, travel attitude, and travel behavior are featured by both residential self-selection and residential determination. Failing to acknowledge the effects of the built environment on travel attitude may lead to the overestimation of the influence of residential self-selection on the link between the built environment and travel behavior and underestimation of the influence of the built environment on travel behavior. © 2017 Elsevier Ltd

Factors

Variable Pattern loading
Perceived access to public transit (Convenience) nan
Reverse-coded walking time to nearest metro station (Convenience) nan
Reverse-coded walking time to nearest bus stop (Convenience) nan

Models

Source variable Target variable Effect p-value Effect type
Preference for private car Residential location 0.235 <0.01 standardized_direct_effect
Preference for private car Home-work distance 0.032 nan standardized_direct_effect
Preference for private car Access to public transit -0.237 <0.01 standardized_direct_effect
Preference for private car Walkable street 0.077 nan standardized_direct_effect
Preference for private car Motorized travel time -0.031 nan standardized_direct_effect
Preference for private car Share of private car travel time 0.543 <0.01 standardized_direct_effect
Preference for walking/biking Residential location -0.055 nan standardized_direct_effect
Preference for walking/biking Home-work distance -0.121 <0.01 standardized_direct_effect
Preference for walking/biking Access to public transit -0.132 <0.1 standardized_direct_effect
Preference for walking/biking Walkable street -0.116 <0.1 standardized_direct_effect
Preference for walking/biking Motorized travel time -0.133 <0.05 standardized_direct_effect
Preference for walking/biking Share of private car travel time 0.064 nan standardized_direct_effect
Residential location Motorized travel time -0.139 <0.1 standardized_direct_effect
Residential location Share of private car travel time -0.005 nan standardized_direct_effect
Home-work distance Motorized travel time 0.545 <0.05 standardized_direct_effect
Home-work distance Share of private car travel time 0.037 nan standardized_direct_effect
Access to public transit Motorized travel time -0.205 <0.1 standardized_direct_effect
Access to public transit Share of private car travel time -0.094 nan standardized_direct_effect
Walkable street Motorized travel time -0.012 nan standardized_direct_effect
Walkable street Share of private car travel time 0.078 <0.1 standardized_direct_effect
Age Residential location 0.064 nan standardized_direct_effect
Age Home-work distance -0.001 nan standardized_direct_effect
Age Access to public transit -0.247 <0.05 standardized_direct_effect
Age Walkable street 0.009 nan standardized_direct_effect
Age Preference for private car -0.053 nan standardized_direct_effect
Age Preference for walking/biking 0.12 <0.1 standardized_direct_effect
Age Motorized travel time -0.169 <0.01 standardized_direct_effect
Age Share of private car travel time -0.066 nan standardized_direct_effect
Gender (male) Residential location 0.035 nan standardized_direct_effect
Gender (male) Home-work distance 0.083 nan standardized_direct_effect
Gender (male) Access to public transit 0.105 nan standardized_direct_effect
Gender (male) Walkable street 0.013 nan standardized_direct_effect
Gender (male) Preference for private car 0.246 <0.01 standardized_direct_effect
Gender (male) Preference for walking/biking -0.075 <0.1 standardized_direct_effect
Gender (male) Motorized travel time 0.006 nan standardized_direct_effect
Gender (male) Share of private car travel time 0.11 <0.05 standardized_direct_effect
Child Residential location 0.08 nan standardized_direct_effect
Child Home-work distance 0.001 nan standardized_direct_effect
Child Access to public transit 0.106 nan standardized_direct_effect
Child Walkable street 0.063 nan standardized_direct_effect
Child Preference for private car -0.104 <0.05 standardized_direct_effect
Child Preference for walking/biking 0.109 <0.1 standardized_direct_effect
Child Motorized travel time 0.138 <0.01 standardized_direct_effect
Child Share of private car travel time 0.008 nan standardized_direct_effect
Employed Residential location 0.022 nan standardized_direct_effect
Employed Home-work distance 0.362 <0.01 standardized_direct_effect
Employed Access to public transit -0.116 nan standardized_direct_effect
Employed Walkable street -0.16 <0.05 standardized_direct_effect
Employed Preference for private car 0.095 nan standardized_direct_effect
Employed Preference for walking/biking -0.142 nan standardized_direct_effect
Employed Motorized travel time -0.001 nan standardized_direct_effect
Employed Share of private car travel time 0.051 nan standardized_direct_effect
HH income Residential location -0.145 <0.05 standardized_direct_effect
HH income Home-work distance -0.071 nan standardized_direct_effect
HH income Access to public transit 0.332 <0.01 standardized_direct_effect
HH income Walkable street -0.095 nan standardized_direct_effect
HH income Preference for private car -0.196 <0.01 standardized_direct_effect
HH income Preference for walking/biking -0.026 nan standardized_direct_effect
HH income Motorized travel time -0.022 nan standardized_direct_effect
HH income Share of private car travel time 0.033 nan standardized_direct_effect
Car ownership Residential location 0.012 nan standardized_direct_effect
Car ownership Home-work distance 0.266 <0.01 standardized_direct_effect
Car ownership Access to public transit -0.037 nan standardized_direct_effect
Car ownership Walkable street -0.03 nan standardized_direct_effect
Car ownership Preference for private car 0.545 <0.01 standardized_direct_effect
Car ownership Preference for walking/biking -0.071 nan standardized_direct_effect
Car ownership Motorized travel time 0.076 nan standardized_direct_effect
Car ownership Share of private car travel time 0.222 <0.01 standardized_direct_effect
Source variable Target variable Effect p-value Effect type
Preference for private car Motorized travel time -0.03 nan standardized_direct_effect
Preference for private car Share of private car travel time 0.544 <0.01 standardized_direct_effect
Preference for walking/biking Motorized travel time -0.134 <0.05 standardized_direct_effect
Preference for walking/biking Share of private car travel time 0.063 nan standardized_direct_effect
Residential location Preference for private car 0.125 nan standardized_direct_effect
Residential location Preference for walking/biking -0.14 <0.1 standardized_direct_effect
Residential location Motorized travel time -0.138 <0.1 standardized_direct_effect
Residential location Share of private car travel time 0.004 nan standardized_direct_effect
Home-work distance Preference for private car 0.013 nan standardized_direct_effect
Home-work distance Preference for walking/biking -0.11 <0.1 standardized_direct_effect
Home-work distance Motorized travel time 0.543 <0.01 standardized_direct_effect
Home-work distance Share of private car travel time 0.036 nan standardized_direct_effect
Access to public transit Preference for private car -0.084 <0.1 standardized_direct_effect
Access to public transit Preference for walking/biking -0.108 <0.1 standardized_direct_effect
Access to public transit Motorized travel time -0.204 <0.1 standardized_direct_effect
Access to public transit Share of private car travel time -0.092 nan standardized_direct_effect
Walkable street Preference for private car 0.035 nan standardized_direct_effect
Walkable street Preference for walking/biking -0.097 <0.1 standardized_direct_effect
Walkable street Motorized travel time -0.012 nan standardized_direct_effect
Walkable street Share of private car travel time 0.078 <0.1 standardized_direct_effect
Age Residential location 0.045 nan standardized_direct_effect
Age Home-work distance -0.017 nan standardized_direct_effect
Age Access to public transit -0.25 <0.01 standardized_direct_effect
Age Walkable street -0.008 nan standardized_direct_effect
Age Preference for private car -0.08 nan standardized_direct_effect
Age Preference for walking/biking 0.079 nan standardized_direct_effect
Age Motorized travel time -0.168 <0.01 standardized_direct_effect
Age Share of private car travel time -0.066 nan standardized_direct_effect
Gender (male) Residential location 0.097 nan standardized_direct_effect
Gender (male) Home-work distance 0.1 nan standardized_direct_effect
Gender (male) Access to public transit 0.056 nan standardized_direct_effect
Gender (male) Walkable street 0.041 nan standardized_direct_effect
Gender (male) Preference for private car 0.236 <0.01 standardized_direct_effect
Gender (male) Preference for walking/biking -0.036 nan standardized_direct_effect
Gender (male) Motorized travel time 0.005 nan standardized_direct_effect
Gender (male) Share of private car travel time 0.11 <0.05 standardized_direct_effect
Child Residential location 0.049 nan standardized_direct_effect
Child Home-work distance -0.016 nan standardized_direct_effect
Child Access to public transit 0.117 nan standardized_direct_effect
Child Walkable street 0.042 nan standardized_direct_effect
Child Preference for private car -0.102 <0.1 standardized_direct_effect
Child Preference for walking/biking 0.14 <0.05 standardized_direct_effect
Child Motorized travel time 0.139 <0.01 standardized_direct_effect
Child Share of private car travel time 0.008 nan standardized_direct_effect
Employed Residential location 0.053 nan standardized_direct_effect
Employed Home-work distance 0.382 <0.01 standardized_direct_effect
Employed Access to public transit -0.12 nan standardized_direct_effect
Employed Walkable street -0.135 <0.1 standardized_direct_effect
Employed Preference for private car 0.077 nan standardized_direct_effect
Employed Preference for walking/biking -0.126 nan standardized_direct_effect
Employed Motorized travel time 0.0 nan standardized_direct_effect
Employed Share of private car travel time 0.052 nan standardized_direct_effect
HH income Residential location -0.19 <0.01 standardized_direct_effect
HH income Home-work distance -0.074 nan standardized_direct_effect
HH income Access to public transit 0.379 <0.01 standardized_direct_effect
HH income Walkable street -0.107 <0.1 standardized_direct_effect
HH income Preference for private car -0.136 <0.05 standardized_direct_effect
HH income Preference for walking/biking 0.0 nan standardized_direct_effect
HH income Motorized travel time -0.022 nan standardized_direct_effect
HH income Share of private car travel time 0.033 nan standardized_direct_effect
Car ownership Residential location 0.145 <0.05 standardized_direct_effect
Car ownership Home-work distance 0.291 <0.01 standardized_direct_effect
Car ownership Access to public transit -0.158 <0.1 standardized_direct_effect
Car ownership Walkable street 0.021 nan standardized_direct_effect
Car ownership Preference for private car 0.51 <0.01 standardized_direct_effect
Car ownership Preference for walking/biking -0.046 nan standardized_direct_effect
Car ownership Motorized travel time 0.075 nan standardized_direct_effect
Car ownership Share of private car travel time 0.222 <0.01 standardized_direct_effect
Source variable Target variable Effect p-value Effect type
Preference for private car Residential location 0.484 <0.05 standardized_direct_effect
Preference for private car Home-work distance 0.322 <0.1 standardized_direct_effect
Preference for private car Access to public transit 0.303 <0.1 standardized_direct_effect
Preference for private car Walkable street 0.04 nan standardized_direct_effect
Preference for private car Motorized travel time -0.032 nan standardized_direct_effect
Preference for private car Share of private car travel time 0.543 <0.1 standardized_direct_effect
Preference for walking/biking Residential location 0.373 nan standardized_direct_effect
Preference for walking/biking Home-work distance 0.097 nan standardized_direct_effect
Preference for walking/biking Access to public transit -0.173 nan standardized_direct_effect
Preference for walking/biking Walkable street -0.635 <0.01 standardized_direct_effect
Preference for walking/biking Motorized travel time -0.135 <0.01 standardized_direct_effect
Preference for walking/biking Share of private car travel time 0.062 <0.1 standardized_direct_effect
Residential location Preference for private car -0.256 nan standardized_direct_effect
Residential location Preference for walking/biking -0.484 nan standardized_direct_effect
Residential location Motorized travel time -0.144 <0.1 standardized_direct_effect
Residential location Share of private car travel time -0.007 nan standardized_direct_effect
Home-work distance Preference for private car -0.103 nan standardized_direct_effect
Home-work distance Preference for walking/biking -0.122 nan standardized_direct_effect
Home-work distance Motorized travel time 0.536 <0.01 standardized_direct_effect
Home-work distance Share of private car travel time 0.034 nan standardized_direct_effect
Access to public transit Preference for private car -0.657 <0.05 standardized_direct_effect
Access to public transit Preference for walking/biking -0.035 nan standardized_direct_effect
Access to public transit Motorized travel time -0.211 <0.1 standardized_direct_effect
Access to public transit Share of private car travel time -0.096 nan standardized_direct_effect
Walkable street Preference for private car -0.172 nan standardized_direct_effect
Walkable street Preference for walking/biking 0.597 <0.01 standardized_direct_effect
Walkable street Motorized travel time -0.014 nan standardized_direct_effect
Walkable street Share of private car travel time 0.076 <0.1 standardized_direct_effect
Age Residential location 0.026 nan standardized_direct_effect
Age Home-work distance -0.007 nan standardized_direct_effect
Age Access to public transit -0.228 <0.05 standardized_direct_effect
Age Walkable street 0.084 nan standardized_direct_effect
Age Preference for private car -0.23 <0.05 standardized_direct_effect
Age Preference for walking/biking 0.127 nan standardized_direct_effect
Age Motorized travel time -0.172 <0.01 standardized_direct_effect
Age Share of private car travel time -0.068 nan standardized_direct_effect
Gender (male) Preference for private car 0.342 <0.05 standardized_direct_effect
Gender (male) Preference for walking/biking -0.039 nan standardized_direct_effect
Gender (male) Motorized travel time 0.011 nan standardized_direct_effect
Gender (male) Share of private car travel time 0.113 <0.05 standardized_direct_effect
Child Residential location 0.058 nan standardized_direct_effect
Child Home-work distance 0.006 nan standardized_direct_effect
Child Access to public transit 0.169 nan standardized_direct_effect
Child Walkable street 0.117 <0.1 standardized_direct_effect
Child Preference for private car -0.007 nan standardized_direct_effect
Child Preference for walking/biking 0.11 nan standardized_direct_effect
Child Motorized travel time 0.14 <0.01 standardized_direct_effect
Child Share of private car travel time 0.008 nan standardized_direct_effect
Employed Residential location 0.06 nan standardized_direct_effect
Employed Home-work distance 0.373 <0.01 standardized_direct_effect
Employed Access to public transit -0.116 nan standardized_direct_effect
Employed Walkable street -0.198 <0.01 standardized_direct_effect
Employed Motorized travel time -0.004 nan standardized_direct_effect
Employed Share of private car travel time 0.05 nan standardized_direct_effect
HH income Residential location -0.084 nan standardized_direct_effect
HH income Home-work distance -0.012 nan standardized_direct_effect
HH income Access to public transit 0.445 <0.01 standardized_direct_effect
HH income Walkable street -0.113 nan standardized_direct_effect
HH income Preference for private car -0.009 nan standardized_direct_effect
HH income Preference for walking/biking -0.049 nan standardized_direct_effect
HH income Motorized travel time -0.02 nan standardized_direct_effect
HH income Share of private car travel time 0.034 nan standardized_direct_effect
Car ownership Residential location -0.095 nan standardized_direct_effect
Car ownership Home-work distance 0.122 nan standardized_direct_effect
Car ownership Access to public transit -0.333 <0.05 standardized_direct_effect
Car ownership Walkable street -0.043 nan standardized_direct_effect
Car ownership Preference for private car 0.516 <0.05 standardized_direct_effect
Car ownership Preference for walking/biking -0.014 nan standardized_direct_effect
Car ownership Motorized travel time 0.078 nan standardized_direct_effect
Car ownership Share of private car travel time 0.223 <0.01 standardized_direct_effect
Source variable Target variable Effect p-value Effect type
Residential location Preference for private car -0.084 nan standardized_direct_effect
Residential location Preference for walking/biking -0.076 nan standardized_direct_effect
Residential location Motorized travel time -0.141 nan standardized_direct_effect
Residential location Share of private car travel time 0.13 nan standardized_direct_effect
Home-work distance Preference for private car 0.152 <0.1 standardized_direct_effect
Home-work distance Preference for walking/biking -0.133 <0.1 standardized_direct_effect
Home-work distance Motorized travel time 0.542 <0.01 standardized_direct_effect
Home-work distance Share of private car travel time -0.027 nan standardized_direct_effect
Access to public transit Preference for private car -0.181 <0.1 standardized_direct_effect
Access to public transit Preference for walking/biking -0.075 nan standardized_direct_effect
Access to public transit Motorized travel time -0.093 nan standardized_direct_effect
Access to public transit Share of private car travel time 0.053 nan standardized_direct_effect
Walkable streets Preference for private car 0.002 nan standardized_direct_effect
Walkable streets Preference for walking/biking 0.011 nan standardized_direct_effect
Walkable streets Motorized travel time -0.047 nan standardized_direct_effect
Walkable streets Share of private car travel time 0.013 nan standardized_direct_effect
Preference for private car Motorized travel time -0.022 nan standardized_direct_effect
Preference for private car Share of private car travel time 0.53 <0.01 standardized_direct_effect
Preference for walking/biking Motorized travel time -0.105 <0.1 standardized_direct_effect
Preference for walking/biking Share of private car travel time 0.049 nan standardized_direct_effect
Age Residential location -0.05 nan standardized_direct_effect
Age Home-work distance -0.137 <0.1 standardized_direct_effect
Age Access to public transit 0.032 nan standardized_direct_effect
Age Walkable street 0.186 <0.05 standardized_direct_effect
Age Preference for private car 0.116 nan standardized_direct_effect
Age Preference for walking/biking 0.144 <0.1 standardized_direct_effect
Age Motorized travel time -0.124 <0.1 standardized_direct_effect
Age Share of private car travel time 0.106 <0.1 standardized_direct_effect
Gender (male) Residential location 0.119 <0.1 standardized_direct_effect
Gender (male) Home-work distance 0.138 <0.05 standardized_direct_effect
Gender (male) Access to public transit -0.122 nan standardized_direct_effect
Gender (male) Walkable street -0.008 nan standardized_direct_effect
Gender (male) Preference for private car 0.369 <0.01 standardized_direct_effect
Gender (male) Preference for walking/biking -0.141 <0.1 standardized_direct_effect
Gender (male) Motorized travel time 0.034 nan standardized_direct_effect
Gender (male) Share of private car travel time 0.065 nan standardized_direct_effect
Child Residential location -0.06 nan standardized_direct_effect
Child Home-work distance 0.06 nan standardized_direct_effect
Child Access to public transit 0.025 nan standardized_direct_effect
Child Walkable street -0.044 nan standardized_direct_effect
Child Preference for private car 0.007 nan standardized_direct_effect
Child Preference for walking/biking 0.026 nan standardized_direct_effect
Child Motorized travel time -0.023 nan standardized_direct_effect
Child Share of private car travel time -0.064 nan standardized_direct_effect
Employed Residential location -0.112 nan standardized_direct_effect
Employed Home-work distance 0.296 <0.01 standardized_direct_effect
Employed Access to public transit 0.092 nan standardized_direct_effect
Employed Walkable street 0.002 nan standardized_direct_effect
Employed Preference for private car 0.008 nan standardized_direct_effect
Employed Preference for walking/biking -0.089 nan standardized_direct_effect
Employed Motorized travel time 0.083 nan standardized_direct_effect
Employed Share of private car travel time 0.227 <0.01 standardized_direct_effect
HH income Residential location -0.273 <0.01 standardized_direct_effect
HH income Home-work distance -0.074 nan standardized_direct_effect
HH income Access to public transit 0.296 <0.01 standardized_direct_effect
HH income Walkable street 0.027 nan standardized_direct_effect
HH income Preference for private car -0.034 nan standardized_direct_effect
HH income Preference for walking/biking 0.02 nan standardized_direct_effect
HH income Motorized travel time -0.083 nan standardized_direct_effect
HH income Share of private car travel time 0.01 nan standardized_direct_effect
Car ownership Residential location 0.013 nan standardized_direct_effect
Car ownership Home-work distance 0.077 nan standardized_direct_effect
Car ownership Access to public transit 0.007 nan standardized_direct_effect
Car ownership Walkable street -0.034 nan standardized_direct_effect
Car ownership Preference for private car 0.265 <0.01 standardized_direct_effect
Car ownership Preference for walking/biking -0.102 nan standardized_direct_effect
Car ownership Motorized travel time 0.047 nan standardized_direct_effect
Car ownership Share of private car travel time 0.239 <0.01 standardized_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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