Examining the impacts of residential self-selection on travel behavior: A focus on methodologies

Mokhtarian, Patricia L.; Cao, Xinyu

doi:10.1016/j.trb.2007.07.006

Cited by 655 publications

(436 citation statements)

References 70 publications

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“…people's tendency to make residential choices based on travel behaviour, abilities, needs and preferences (e.g. Mokhtarian and Cao, 2008;Van Wee, 2009). Nevertheless, the study by Nijland et al (2007) found no proof that the number of noise sensitive people was lower in high compared to low noise exposure areas.…”

Section: A Literature Review: Factors Influencing Nuisance Perceptionmentioning

confidence: 99%

The development of highway nuisance perception

Hamersma

Heinen

Tillema³

et al. 2017

Land Use Policy

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The perception of highway nuisance i.e. noises, air pollution and barrier-effects, is associated with negative effects on health and quality of life. This study aims to gain a deeper understanding of the development of highway nuisance perception among residents. Interviews were conducted with residents in 32 households living along the Southern Ring Road, a highway which crosses various neighbourhoods in the city of Groningen, the Netherlands.Various themes emerged from the interviews which were important in the development of residents' perceptions of highway nuisance. For example, our interviews showed that residents who had not explicitly chosen to live next to a highway were more acutely affected by the negative externalities of that highway later. Perceived environmental changes, often due to governmental actions such as new/extended noise barriers, removal of trees and newly constructed buildings causing noise reflection, also played a role in the interviewees' development of nuisance perception. In addition, the interviewees indicated that expectations about future highway developments influenced their current perception of highway nuisance: described as anticipation effects. Interviewees also indicated that recent information about the potentially harmful effects of air pollution increased their concerns about living near the highway. A final theme discussed were differences in the extent to which residents were able to develop coping strategies to reduce the amount of highway nuisance perception.The participants' experiences indicate the importance of further integration between the planning of highway infrastructure and the broader environment in order to reduce nuisance perceptions and improve residential quality near highways.

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Section: A Literature Review: Factors Influencing Nuisance Perceptionmentioning

confidence: 99%

The development of highway nuisance perception

Hamersma

Heinen

Tillema³

et al. 2017

Land Use Policy

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“…Concepts such as New Urbanism (in the USA) and the Compact City (in Europe) aim to reduce car use and travel distances by creating neighborhoods with a high density, a high diversity and a design oriented toward public transit and non-motorized travel (Cervero, 1996;Friedman et al, 1994;Schwanen and Mokhtarian, 2005a). The popularity of these concepts resulted in numerous empirical studies investigating the influence of the built environment on travel behavior, thereby statistically controlling for differences in socio-economic factors such as income, car ownership and household composition (Bagley and Mokhtarian, 2002;Chen et al, 2008;Mokhtarian and Cao, 2008;Van Acker et al, 2011a;van Wee et al, 2002). However, more recent research has shown that within homogeneous socio-economic groups different travel behavior can still be observed, indicating that not only 'objective' (or hard) variables, like the built environment and socio-economic factors, influence travel behavior, but that 'Subjective' (or soft) variables should also be included in the analysis (Mokhtarian and Cao, 2008;Van Acker et al, 2011b;van Wee et al, 2002).…”

Section: Introductionmentioning

confidence: 99%

“…The popularity of these concepts resulted in numerous empirical studies investigating the influence of the built environment on travel behavior, thereby statistically controlling for differences in socio-economic factors such as income, car ownership and household composition (Bagley and Mokhtarian, 2002;Chen et al, 2008;Mokhtarian and Cao, 2008;Van Acker et al, 2011a;van Wee et al, 2002). However, more recent research has shown that within homogeneous socio-economic groups different travel behavior can still be observed, indicating that not only 'objective' (or hard) variables, like the built environment and socio-economic factors, influence travel behavior, but that 'Subjective' (or soft) variables should also be included in the analysis (Mokhtarian and Cao, 2008;Van Acker et al, 2011b;van Wee et al, 2002). According to various studies, personal lifestyles and attitudes have an important impact on travel behavior (Anable, 2005;Bagley and Mokhtarian, 2002;Kitamura et al, 1997;Mokhtarian, 2005a, 2005b;Steg, 2005;Steg et al, 2001).…”

Section: Introductionmentioning

confidence: 99%

Reducing car use: changing attitudes or relocating? The influence of residential dissonance on travel behavior

Vos

Derudder

Acker

et al. 2012

Journal of Transport Geography

174

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Recent empirical studies have shown that attitudes and lifestyles are important determinants of travel behavior and modal choice. Less obvious and documented is that these 'soft variables' also influence other, non-travel related aspects such as residential choice. The result is that preferred residential neighborhoods not always match with the actual residential neighborhood. This residential dissonance (or mismatch) also has its influence on travel behavior since the preferred travel modes of dissonant residents may not be ideally available in their actual neighborhood. The main aim of this paper is to investigate the effect of residential dissonance on travel mode choice in Flanders, Belgium. Residential dissonance clearly affects the ability of people in realizing their preferred travel behavior, albeit in different ways for urban and rural residents.

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“…Many studies have found associations between attitudes and travel choices as evidence of residential self-selection (Cao, Mokhtarian and Handy, 2009;Mokhtarian and Cao, 2008;Handy, 2004). Thus, individuals' attitudes may confound the relationship between the TOD-type urban form and travel choices, and in turn the effect of the built environment on travel may be overestimated (Ewing, Hamidi and Grace, 2016).…”

Section: Tod and Travel Outcomesmentioning

confidence: 99%

How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas

Scheer¹,

Ewing²,

Park³

et al. 2017

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Type of Report and Period CoveredFinal Report 14. Sponsoring Agency Code Supplementary Notes AbstractTransit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors-density, diversity, and walkability-in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation.17.

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Examining the impacts of residential self-selection on travel behavior: A focus on methodologies

Cited by 655 publications

References 70 publications

The development of highway nuisance perception

The development of highway nuisance perception

Reducing car use: changing attitudes or relocating? The influence of residential dissonance on travel behavior

How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas

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