Car-less or car-free? Socioeconomic and mobility differences among zero-car households
Car-less or car-free? Socioeconomic and mobility differences among zero-car households
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DOI：
10.1016/j.tranpol.2017.09.016
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发表时间：
2017-11-01
期刊：
影响因子：
6.8
通讯作者：
Brown, Anne E.
中科院分区：
文献类型：
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作者：
Brown, Anne E.
交通运输专业人士早就发现了在模式决策中选择和约束之间的重要区别。然而，尽管一些交通方式群体（如公交乘客）的异质性得到了充分的记录，但其他群体的群体内部差异在很大程度上被忽视了。特别是在零车家庭中，存在显著的异质性，他们可能由于选择（无车）或约束（无车）而不拥有汽车。认识到无车家庭内部的异质性，对于城市考虑如何投资日益宝贵和有限的交通资源具有政策意义。利用2012年加州家庭旅行调查的活动日记数据，我调查了两个研究问题：首先，在社会经济特征和零车家庭的相对份额方面，无车家庭与无车家庭相比如何？其次，不买车背后的动机如何转化为出行差异——包括每日出行次数和行驶里程？我发现，与媒体报道的无车家庭（即选择不拥有汽车的家庭）的数量正在“蓬勃发展”相反，79%的零车家庭由于经济或物质上的限制而没有汽车。无车家庭在很多方面反映了被困的交通人口，因为他们的家庭收入明显较低，受教育程度较低，而且与无车家庭相比，不成比例的非白人家庭。观察到的社会经济差异转化为流动性差异，无车旅行者每天出行次数更多，行驶里程更多。政策制定者应该考虑扩大汽车共享服务的范围，这与无车和无车家庭的出行次数和行驶里程呈正相关。
Transportation professionals have long identified the important division between choice and constraint in modal decision-making. However, while heterogeneity within some modal groups such as transit riders is well documented, intragroup differences in other groups have been largely ignored. In particular, significant heterogeneity exists among zero-car households, who may not own a car due to choice (car-free) or constraint (car-less). Recognition of intragroup heterogeneity among zero-car households yields policy implications as cities consider where to invest their ever more precious and more limited transportation resources. Using activity diary data from the 2012 California Household Travel Survey, I investigate two research questions: first, how do car-less households compare to car-free households in terms of both their socioeconomic characteristics and their relative share of zero-car households? Second, how do motivations behind not owning a car translate into mobility differences - including daily trip counts and miles traveled? I find that, contrary to media reports that the number of car-free households that is, households that choose not to own a car is "booming", 79 percent of zero-car households do not own a car because of economic or physical constraints. Car-less households in many ways mirror the captive transit population, in that they have significantly lower household incomes, lower educational attainments, and are disproportionately non-white compared to car-free households. Observed socioeconomic variations translate into mobility differences, with car-free travelers taking more trips and traveling more miles per day. Policy makers should consider extending access to carshare services, which are positively associated with more trips and miles traveled among both car-free and car-less households.