Built environment, travel behavior, and residential self-selection: a study based on panel data from Beijing, China

Wang, Donggen; Lin, Tao

doi:10.1007/s11116-017-9783-1

Cited by 87 publications

(66 citation statements)

References 76 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…These results can be partly explained by changes in household car possession (Aditjandra et al, 2016;Scheiner & Holz-Rau, 2013;Woods & Ferguson, 2014). Some studies found that people often change their travel mode after a relocation, independent from the type of previous and new neighbourhood (Fatmi & Habib, 2017;Klinger & Lanzendorf, 2016;Scheiner, 2006), while Wang and Lin (2018) found that people mostly maintain their travel behaviour after residential relocation.…”

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

“…However, the concept of residential self-selection has frequently been questioned. Recently, Wang and Lin (2018) − analysing travel behaviour and attitudes before and after a residential relocation in Beijing − found no significant effects of pre-move travel preferences on post-move built environment, suggesting that the role of travel attitudes on the residential location choice is limited or at least not uniform across different geographical contexts. Other studies found that travel-related preferences often do not match with the chosen residential neighbourhood.…”

Section: Travel and Residential Location 21 Effect Of Travel Preferementioning

confidence: 99%

“…Only one study has analysed travel attitudes before and after a residential relocation took place. Wang and Lin (2018) -using panel data from Beijing (China) − found that preferences towards travel modes significantly changed after respondents moved. 1 The influence of the built environment on travel-related attitudes is referred to as the 'reverse causality' hypothesis by van de Coevering et al (2016).…”

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

“…Therefore, it can be expected that people's attitudes are − when relocating − not in line with the new residential environment, and a residential dissonance occurs. However, it can be assumed that people will change their attitudes according to the new environment (Lin et al, 2017;Naess, 2009;Wang & Lin, 2018). Changes in mode choice after the relocation will partly depend on the previous place of residence.…”

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

“…-it is possible that a modal shift will not occur easily as the residents' travel attitudes might not match with the travel behaviour stimulated by the new neighbourhood (De Vos et al, 2014;Kamruzzaman et al, 2013). On the other hand, it is also possible that people change their travel attitudes based on their new residential environment and accompanying travel patterns (Lin et al, 2017;Naess, 2009;Wang & Lin, 2018). Up till now, it remains rather unclear how travel attitudes and travel mode choices evolve after a residential relocation has taken place.…”

Section: Introductionmentioning

confidence: 99%

See 4 more Smart Citations

Changing travel behaviour and attitudes following a residential relocation

Vos

Ettema

Witlox

2018

Journal of Transport Geography

112

View full text Add to dashboard Cite

A considerable amount of studies have indicated that people to some extent select themselves in specific neighbourhoods allowing them to travel in their desired way. Although a lot of studies analysed the degree to which travel preferences affect the residential location choice, few studies looked at the effect of a residential relocation on people's travel behaviour and attitudes. A new residential context has the potential to disrupt previous travel choices and could potentially change people's attitudes. This study -using 1,539 recently relocated residents in the city of Ghent (Belgium) − analyses self-reported changes in mode frequency and travel attitudes after a relocation, and uses a cohort approach to look at mode frequency and attitudes at different times after the relocation took place. Results suggest that (i) travel attitudes often influence the residential location choice, and (ii) both travel attitudes and travel mode choice change after a relocation, albeit in different ways depending on the current (urban versus suburban) and previous residential neighbourhood (more/equally/less urbanised). This study also suggests that a (possible) dissonance between travel attitudes and the residential neighbourhood is partly a temporal situation, as attitudes can gradually change in accordance with the new residential environment.

show abstract

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

Section: Travel and Residential Location 21 Effect Of Travel Preferementioning

confidence: 99%

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

Section: Potential Effects Of a Residential Relocation On Travel Behamentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Changing travel behaviour and attitudes following a residential relocation

Vos

Ettema

Witlox

2018

Journal of Transport Geography

112

View full text Add to dashboard Cite

show abstract

Studies of the effectiveness of transport sector interventions in low‐ and middle‐income countries: An evidence and gap map

Malhotra

White

Cruz³

et al. 2021

Campbell Systematic Reviews

View full text Add to dashboard Cite

Background There are great disparities in the quantity and quality of infrastructure. European countries such as Denmark, Germany, Switzerland, and the UK have close to 200 km of road per 100 km2, and the Netherlands over 300 km per 100 km2. By contrast, Kenya and Indonesia have <30, Laos and Morocco <20, Tanzania and Bolivia <10, and Mauritania only 1 km per 100 km2. As these figures show, there is a significant backlog of transport infrastructure investment in both rural and urban areas, especially in sub‐Saharan Africa. This situation is often exacerbated by weak governance and an inadequate regulatory framework with poor enforcement which lead to high costs and defective construction. The wellbeing of many poor people is constrained by lack of transport, which is called “transport poverty”. Lucas et al. suggest that up to 90% of the world's population are transport poor when defined as meeting at least one of the following criteria: (1) lack of available suitable transport, (2) lack of transport to necessary destinations, (3) cost of necessary transport puts household below the income poverty line, (4) excessive travel time, or (5) unsafe or unhealthy travel conditions. Objectives The aim of this evidence and gap map (EGM) is to identify, map, and describe existing evidence from studies reporting the quantitative effects of transport sector interventions related to all means of transport (roads, rail, trams and monorail, ports, shipping, and inland waterways, and air transport). Methods The intervention framework of this EGM reframes Berg et al's three categories (infrastructure, prices, and regulations) broadly as infrastructure, incentives, and institutions as subcategories for each intervention category which are each mode of transport (road, rail trams and monorail, ports, shipping, and inlands waterways, and air transport). This EGM identifies the area where intervention studies have been conducted as well as the current gaps in the evidence base. This EGM includes ongoing and completed impact evaluations and systematic reviews (SRs) of the effectiveness of transport sector interventions. This is a map of effectiveness studies (impact evaluations). The impact evaluations include experimental designs, nonexperimental designs, and regression designs. We have not included the before versus after studies and qualitative studies in this map. The search strategies included both academic and grey literature search on organisational websites, bibliographic searches and hand search of journals. An EGM is a table or matrix which provides a visual presentation of the evidence in a particular sector or a subsector. The map is presented as a matrix in which rows are intervention categories (e.g., roads) and subcategories (e.g., infrastructure) and the column outcome domains (e.g., environment) and subcategories as (e.g., air quality). Each cell contains studies of the corresponding intervention for the relevant outcome, with links to the available studies. Included studies were coded according to the interve...

show abstract

Do changes in the residential location lead to changes in travel attitudes? A structural equation modeling approach

2020

View full text Add to dashboard Cite

Numerous studies have found that travel attitudes might not only affect travel behavior, but also the residential location choice as people might choose a residential location based on their travel preferences and needs (i.e. transport-related residential self-selection). However, it might also be possible that the residential location and travel behavior influence attitudes towards travel. In this study-using quasi-longitudinal data-we analyze how a change in the residential environment affects attitudes towards specific modes, both directly and indirectly through changes in mode frequency (of commute and leisure trips). Using a structural equation modeling approach on 1650 recently relocated residents in the city of Ghent, Belgium, this study indicates that moving to a more urban type of neighborhood improves attitudes towards public transport and active travel. Especially for leisure trips the effects from changes in the built environment on attitudes are partly indirect through changes in mode frequency. This study offers new insights into the links between the built environment, travel behavior and attitudes. We provide further evidence that the built environment influences travel attitudes, but also indicate that these effects are partly mediated by travel mode frequency.

show abstract

Built environment, travel behavior, and residential self-selection: a study based on panel data from Beijing, China

Cited by 87 publications

References 76 publications

Changing travel behaviour and attitudes following a residential relocation

Changing travel behaviour and attitudes following a residential relocation

Studies of the effectiveness of transport sector interventions in low‐ and middle‐income countries: An evidence and gap map

Do changes in the residential location lead to changes in travel attitudes? A structural equation modeling approach

Contact Info

Product

Resources

About