10 Understanding of Individuals’ Intention Toward Car Sharing …
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previous studies with the income and education levels, it seems difficult to make a
general conclusion that a certain level is a critical driver for the car sharing adoption.
Different income levels may define different motivations to use car sharing services
(Burkhardt and Millard-Ball 2006). Several studies show that people with a graduate
level of education in the regions of North America and developed cities are more
likely to choose a car sharing option (Burkhardt and Millard-Ball 2006; Prieto et al.
2017; Clewlow 2016). However, in developing countries such as India, individuals
who are qualified at or above post-graduation levels are likely to buy a car soon
(Verma et al. 2016) and little is known toward car sharing.
Household size and family structure are related to the probability of owning cars
(Oakil et al. 2016; Ding et al. 2017) and using shared vehicle services (Le Vine et al.
2014) and membership (Coll et al. 2014). Individuals who have experienced carowning via families show a higher propensity to own a car (Verma et al. 2016) while
they are also more likely to be potential users of car sharing (Fukuda et al. 2005;
Coll et al. 2014).
The car sharing model tends to work better in metropolitan cities, where higher
population density and limited resources such as parking lots lead to more efficient
deployment of shared vehicles (Clewlow 2016). Many authors have observed a high
population density as an important parameter related to the vehicle owned by residents while insisting that a higher population density is conducive to an increase in
car sharing activities as well (Burkhardt and Millard-Ball 2006; Costain et al. 2012).
10.3.2 Psychological Factors
Psychological factors indicate people’s perceptions, attitudes, or habits (Ajzen
1991; Fujii and Kitamura 2003). Transportation researchers intuitively assumed that
knowing more about travelers’ attitudes would help to illustrate how they make transportation behavioral decisions related to trip choice, route choice, and mode choice
(Parkany et al. 2004). As a result, psychological factors have been found at least as
much influence as demographic factors on the transport mode choice (Parkany et al.
2004; Kuppam et al. 1999).
Recent studies have increasingly emphasized the importance of psychosocial
factors in determining car ownership and choice of transport mode (Verma et al.
2016; Anable 2005; Handy 1996; Steg et al. 2001; Verma 2015). For instance, one’s
motives for value- and convenience-seeking can be a highly influential factor for
accepting car sharing (Schaefers 2013). Several studies also showed that the behavioral intent to own a car was driven primarily by the perceived psychosocial values of
car ownership (Verma et al. 2016; Verma 2015; Cullinane 2002; Line et al. 2010; Zhu
et al. 2012). For example, the car ownership-desire among young adults was much
influenced by the psychosocial valuation of cars especially those related to identity,
self-image, and societal status (Verma et al. 2016; Cullinane 2002; Zhu et al. 2012).
The environmental motive was not critical, but the altruistic environmental motive
could influence consumers’ adoption and usage of car sharing (Schaefers 2013). One
151
previous studies with the income and education levels, it seems difficult to make a
general conclusion that a certain level is a critical driver for the car sharing adoption.
Different income levels may define different motivations to use car sharing services
(Burkhardt and Millard-Ball 2006). Several studies show that people with a graduate
level of education in the regions of North America and developed cities are more
likely to choose a car sharing option (Burkhardt and Millard-Ball 2006; Prieto et al.
2017; Clewlow 2016). However, in developing countries such as India, individuals
who are qualified at or above post-graduation levels are likely to buy a car soon
(Verma et al. 2016) and little is known toward car sharing.
Household size and family structure are related to the probability of owning cars
(Oakil et al. 2016; Ding et al. 2017) and using shared vehicle services (Le Vine et al.
2014) and membership (Coll et al. 2014). Individuals who have experienced carowning via families show a higher propensity to own a car (Verma et al. 2016) while
they are also more likely to be potential users of car sharing (Fukuda et al. 2005;
Coll et al. 2014).
The car sharing model tends to work better in metropolitan cities, where higher
population density and limited resources such as parking lots lead to more efficient
deployment of shared vehicles (Clewlow 2016). Many authors have observed a high
population density as an important parameter related to the vehicle owned by residents while insisting that a higher population density is conducive to an increase in
car sharing activities as well (Burkhardt and Millard-Ball 2006; Costain et al. 2012).
10.3.2 Psychological Factors
Psychological factors indicate people’s perceptions, attitudes, or habits (Ajzen
1991; Fujii and Kitamura 2003). Transportation researchers intuitively assumed that
knowing more about travelers’ attitudes would help to illustrate how they make transportation behavioral decisions related to trip choice, route choice, and mode choice
(Parkany et al. 2004). As a result, psychological factors have been found at least as
much influence as demographic factors on the transport mode choice (Parkany et al.
2004; Kuppam et al. 1999).
Recent studies have increasingly emphasized the importance of psychosocial
factors in determining car ownership and choice of transport mode (Verma et al.
2016; Anable 2005; Handy 1996; Steg et al. 2001; Verma 2015). For instance, one’s
motives for value- and convenience-seeking can be a highly influential factor for
accepting car sharing (Schaefers 2013). Several studies also showed that the behavioral intent to own a car was driven primarily by the perceived psychosocial values of
car ownership (Verma et al. 2016; Verma 2015; Cullinane 2002; Line et al. 2010; Zhu
et al. 2012). For example, the car ownership-desire among young adults was much
influenced by the psychosocial valuation of cars especially those related to identity,
self-image, and societal status (Verma et al. 2016; Cullinane 2002; Zhu et al. 2012).
The environmental motive was not critical, but the altruistic environmental motive
could influence consumers’ adoption and usage of car sharing (Schaefers 2013). One