Projections of automobile ownership and use based on household lifestyle factors. [To year 2025]

Sharp, D

doi:10.2172/6276293

Cited by 6 publications

(5 citation statements)

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“…Early empirical frameworks operationalized the concept of lifestyles with socio-economic variables and life stages as indictors for lifestyle [26]. Sharp [27] defines lifestyle in terms of household size, age and the social roles as a concept for broad characterization of households. In general, the existing literature provides evidence that life stages have an influence on behavior.…”

Section: Mobility Style Typologiesmentioning

confidence: 99%

Mobility Styles and Car Ownership—Potentials for a Sustainable Urban Transport

et al. 2021

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Decision-makers in cities worldwide have the responsibility to contribute to the reduction of greenhouse gas emissions in urban transport. Therefore, effective measures and policies that allow for a change in people’s mobility towards sustainable mobility must be derived. To understand how different people respond to measures and policies, and to increase the effectiveness of such policies, individual mobility needs and mobility determinants have to be considered. For this, the definition of individual mobility styles as holistic descriptions considering travel behavior, attitudes, as well as life stages is useful. This study presents a segmentation approach that identifies eight urban mobility styles by using data from a multidimensional survey conducted in Berlin and San Francisco. We applied a cluster analysis with both behavioral and attitudinal characteristics as segmentation criteria. By analyzing the characteristics, we identified a mobility style—the Environmentally Oriented Multimodals—that is environmentally oriented, but not yet all people in this cluster are sustainable in their mobility. Thus, they are the group with the highest potential to accept and use sustainable mobility. Additionally, we found that within the Environmentally Oriented Multimodals, the change from one life stage to another is also likely to be accompanied by a car acquisition.

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Section: Mobility Style Typologiesmentioning

confidence: 99%

Mobility Styles and Car Ownership—Potentials for a Sustainable Urban Transport

et al. 2021

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“…Viewing life-style as a concept for broad characterization of households, Sharp (1979) defines life-style in terms of ''a household's size and age, the social roles contained within it, the resources available to it, and the density and variety of activities open to it.'' This leads to a quite practical definition of life-style using life-cycle stage, income, and residential location.…”

Section: What Is Life-style?mentioning

confidence: 99%

“…Recent examples include the ongoing Dutch National Mobility Panel survey, which also employs a stratified sampling scheme using life-cycle stages (Golob et al 1986). Extensive efforts were made in the late 1970s to early 1980s to investigate the relationship between the life-cycle stage of a household and the travel behavior of its members (Allaman et al 1982;Chapin 1978;McGinnis 1978;Chicoine and Boyle 1984;Damm 1983;de La Morsangliere andRaux 1983: Golob andZondag 1983;Hanson and Hanson 1981a;Jones et al 1983;Kitamura 1983;Kostyniuk and Cleveland 1978;Kostyniuk and Kitamura 1982Pas 1984;Sharp 1979;Simonsen and Neveu 1985;Skinner 1984;Stopher and Ergun 1979;Zimmerman 1982). Behind this historical use of life-cycle variables is the fact that life-cycle stages provide ''a convenient base for empirical analysis, a composite variable combining imperfectly, but adequately many of the major sources of variation among households'' (Jones et al 1983).…”

Section: Life-cycle Stagementioning

confidence: 99%

Life-style and travel demand

Kitamura

2009

Transportation

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(Added to the original text) A fundamental solution to the issue of congestion cannot be reached without addressing the question of life-style. This paper reviews the definitions of life-style found in the literature, and identifies variables that have been commonly associated with life-style. Using US consumer expenditure data, life-styles are analyzed longitudinally (examining trends during the 1953-1983 time frame) and crosssectionally (comparing segments of the population stratified by income, life-cycle stage, and age), and likely relationships to travel behavior are noted. The usefulness of existing empirical findings to long-range forecasting is explored by speculating on shifts of behavioral units across life-style segments, and on shifts in the behavioral patterns within each life-style segment.

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“…In a review of behavioral science concepts, Fried et al,, (1977) posed a number of hypotheses relating life-cycle stage to travel, and in recent empirical studies of urban travel, life-cycle stage has appeared prominently (e.g. Sharp, 1979;Jones et al, 1980;Salomon, 1980;Charles River Associates Inc., 1981 ;Clarke and Dix, 1981 ;Hanson and Hanson, 1981).…”

Section: Life-cycle Concept In Studies Of Travel Behaviormentioning

confidence: 99%

“…However, in the case of travel research, the diversity of life-cycle categorizations indicates divergent views on appropriate "break points" separating life-cycle stages. For example, not only does the number of stages in the family life cycle vary from six (Hanson and Hanson, 1981) to eight (Jones et al, 1980) to nine (Sharp, 1979), but the ages of adults and children used to define the stages differ as well. Better theoretical justifications for the selection of life-cycle stages in travel research than have been made to date are necessary.…”

Section: Life-cycle Concept In Studies Of Travel Behaviormentioning

confidence: 99%

The life cycle concept as a tool for travel research

Zimmerman

1982

Transportation

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For understanding individual and household travel behavior, the concept of the life cycle holds promise. The history of this concept is presented, and the theoretical and methodological issues surrounding its use are examined.In travel research, the life-cycle concept tends to be adopted uncritically. Utilizing the 1977 Nationwide Personal Transportation Study, an analysis of travel behavior is presented in an attempt to address some of these inadequacies. A set of five houshold types and their life-cycle stages are identified: the typical (nuclear) family, the single parent family, the childless married couple, the single person household, and households of unrelated individuals. The average daffy trip frequencies of households at each life cycle stage are reported.Comparison of trip-making by life-cycle stage for the five household types points to the presence of a life-cycle effect in travel, but the effect appears to consist of two separate components: household structure (the relationships among household members) and the age of household members. Also discussed, but not examined in this study, are other factors potentially contributing to the observed life-cycle patterns.It is concluded that further efforts to deal with the complexities of the life-cycle concept in travel research will be worthwhile. These efforts will provide a framework for viewing travel behavior over the human life span and this will be especially useful in assessing the impact of demographic change for transportation system planning.

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Projections of automobile ownership and use based on household lifestyle factors. [To year 2025]

Cited by 6 publications

References 0 publications

Mobility Styles and Car Ownership—Potentials for a Sustainable Urban Transport

Mobility Styles and Car Ownership—Potentials for a Sustainable Urban Transport

Life-style and travel demand

The life cycle concept as a tool for travel research

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