Clark, B., Lyons, G. and Chatterjee, K. (2012) - UWE Research ...

UTSG
January 2012
Aberdeen
CLARK, LYONS, CHATTERJEE: Car ownership
transitions and life events
However, there was evidence of differing patterns of travel behaviour adaptation following a
move to either the inner-urban or outer-urban neighbourhood. As expected, cars were used
less frequently and other modes used proportionately more in the inner-urban
neighbourhood. Bradley Stoke residents reported a 13 per cent higher car use modal share
than Bishopston residents. This was counter-balanced by Bishopston residents on average
reporting higher walking, cycling and public transport modal shares (these differences were
statistically significant). In the case of the survey neighbourhoods then, the built
environment influenced car use more strongly than car ownership.
Table 3: Household car ownership in the survey neighbourhoods
No. of cars
Bishopston Bradley Stoke Total Sample
No. of
households %
No. of
households %
No. of
households %
Zero 12 12.5 7 8.0 19 10.3
One 50 52.1 54 61.4 104 56.5
Two 28 29.2 21 23.9 49 26.6
Three or more 6 6.3 6 6.8 12 6.5
Total 96 100.0 88 100.0 184 100.0
Average car
ownership rate
1.31 cars per household 1.31 cars per household 1.31 cars per household
Chi-square test: χ 2 = 2.126, df=3, p=0.547
Investigating the prevalence of car access imbalances and prospects for future changes
An important feature of the survey was establishing whether the concept of non-equilibrium
car ownership states (labelled a car access imbalance in the theoretical framework) was first
meaningful and second detectable. To reiterate, this concept had been operationalised in the
survey by asking respondents to consider whether they felt they owned too few, too many or
just the right number of cars for their needs.
The majority of the sample, nearly three quarters of respondents, reported that they had just
the right number of cars for their needs – most people were satisfied with their current car
ownership level (Table 4). However, this also implied that one quarter, a significant minority,
felt that they had either too few or too many cars for their needs. This confirms that the car
ownership level can represent a non-equilibrium position at a given point in time.
A statistically significant relationship was also detected between prevalence of household car
access imbalances and neighbourhood (χ 2 = 8.447, df=2, p=0.015). The majority of
respondents reporting ownership of too many cars resided in the inner-urban
neighbourhood. Given also the lower car use modal share, this indicated a greater
unrealised potential for car ownership reductions in the inner-urban than in the outer urban
neighbourhood.
Table 4: Car access imbalance by neighbourhood
Car access imbalance No. of
h’holds
Bishopston Bradley Stoke Sample
This paper is produced and circulated privately and its inclusion
in the conference does not constitute publication. 9
%
No. of
h’holds
%
No. of
h’holds
Too few vehicles 18 18.9 15 17.0 33 18.0
Too many vehicles 13 13.7 2 2.3 15 8.2
Just the right number of vehicles 64 67.4 71 80.7 135 73.8
Total 95 100.0 88 100.0 183 100.0
Chi-square test: χ 2 = 8.447, df=2, p=0.015
The relationship between car access imbalance and expectations for the next car ownership
change was also in line with expectations. Reporting ownership of too few cars was
associated with also reporting an expectation to increase car ownership level. Conversely
reporting ownership of too many cars was associated with reporting an expectation to
decrease car ownership level. Nevertheless, it was also apparent that not all respondents
%