Beyond their functional purpose, cars are often considered a status symbol. There may exist a certain level of pride associated with owning and using cars, particularly in regions where motorization is rapidly growing. However, there is little empirical evidence in terms of how car pride is related to different behavioral aspects, such as car ownership and use, especially in the context of developing countries. This paper presents an exploration of car pride and its association with car-related behavior. In this work, car pride is defined as the self-conscious emotion derived from the appraisal of owning and using cars as a positive self-representation. It pertains to both the symbolic and affective functions of the car. Using survey data (n?=?1389) from Shanghai, China, we empirically measure car pride as a latent variable based on five Likert-scale statements and test the association of car pride with car use, vehicle preferences, and car ownership. Based on two structural equation models, we show that: (1) car pride is positively correlated with car use; (2) car pride correlates significantly with owning newer, more expensive, and luxury cars, and Shanghai’s more expensive local car licenses; (3) car owners in general have higher car pride than non-owners; and (4) car pride is largely independent of one’s socio-economic characteristics. Although the analysis focuses on Shanghai, the findings of the positive correlation between car pride and behavior are consistent with prior studies in developed countries. These findings highlight the importance of car pride regarding multiple behavioral aspects of car ownership and use and its potential impact on mobility management.
Surveys of behavior could benefit from information about people’s relative ranking of choice alternatives. Rank ordered data are often collected in stated preference surveys where respondents are asked to rank hypothetical alternatives (rather than choose a single alternative) to better understand their relative preferences. Despite the widespread interest in collecting data on and modeling people’s preferences for choice alternatives, rank-ordered data are rarely collected in travel surveys and very little progress has been made in the ability to rigorously model such data and obtain reliable parameter estimates. This paper presents a rank ordered probit modeling approach that overcomes limitations associated with prior approaches in analyzing rank ordered data. The efficacy of the rank ordered probit modeling methodology is demonstrated through an application of the model to understand preferences for alternative configurations of autonomous vehicles (AV) using the 2015 Puget Sound Regional Travel Study survey data set. The methodology offers behaviorally intuitive model results with a variety of socio-economic and demographic characteristics, including age, gender, household income, education, employment and household structure, significantly influencing preference for alternative configurations of AV adoption, ownership, and shared usage. The ability to estimate rank ordered probit models offers a pathway for better utilizing rank ordered data to understand preferences and recognize that choices may not be absolute in many instances. 相似文献
The continued growth and evolution of the offshore wind industry, and the emergence of other novel marine uses such as wave and tidal generators, have upped the ante for spatial planners, as well as consenting and approval authorities in various coastal states. These stakeholders rely on processes such as navigational risk assessments (NRAs) to balance safety and efficiency requirements and to make optimal decisions over use of space. Given the increasingly complex and crowded seascape, however, there are some apprehensions about potential shortcomings in these NRA processes. There is also some concern that these inadequacies may lead to unsafe or inefficient marine spatial use. To understand how NRA processes can be improved further, a literature review is conducted, followed by a survey of respondents who are involved in the planning, consenting and/or approval of offshore wind farms across seven different countries. A summary of the NRA processes in these seven countries is presented, and several shortcomings are identified. Based on the findings of the survey, a list of recommendations is presented to enhance existing NRA processes—and to improve the coexistence of shipping and offshore wind farms (OWFs). 相似文献
