In Chinese megacity centers, substandard housing is being removed. The inhabitants are relocated to peripheral large-scale residential areas, and we call them “relocatees”. After the relocation, their housing quality is improved but travel quality may worsen. Little attention has been paid to the change in travel equity over time for shopping-related trips of relocatees and non-relocatees in these areas in rapidly developing countries, especially for the change before and after the major built environment development, such as a shopping plaza’s opening. To fill this research gap, we conducted two surveys before and after Wanda Shopping Plaza’s opening. We used statistical analysis, estimated discrete choice models focusing on mode choice, and calculated consumer surplus as a measurement of travel equity. Results show a relocatee has a lower travel quality for shopping-related trips. Travel equity between relocatees and non-relocatees for shopping-related trips becomes worse after Wanda’s opening. Differences in consumer surplus between relocatees and non-relocatees provide a reference for the travel subsidy policy.

Shanghai is in the process of urban redevelopment. In order to reform old downtown and improve living conditions, poor houses are demolished and the government relocates the residents. Usually they are relocated in large-scale residential areas in the periphery of Shanghai. Jinhexincheng is one of them. Data was collected through a random sampling survey. The study is conducted with two main social groups: workers (representing commuters) and the elderly (representing non-commuters). Results show that a large proportion of workers commute across districts while the elderly often travel inside the district. Our logistic regression model is suggesting the most important factor that causes cross-district commuting is education. Mode choice and morning departure time are different between the workers and the aged. Compared to the world average commuting time (40 minutes), Jinhexincheng's commuting time is quite long. The results suggest that transportation planning must consider travel needs of different social groups.

Introduction: The oldest olds (aged 85 and over) are the fastest-growing age segment. However, our understanding of their mobility is limited. To address this gap, we invited 19 U.S. and 30 Chinese “oldest old” to take part in focus groups and complete a mobility questionnaire. We focus on travel mode choice, which includes changes in travel modes, frequency of usage, and perceptions of comfort.Methods: Older adults’ familiarity and acceptance of new mobility technologies (e.g., ridesharing, carsharing, and autonomous vehicles) were measured by questionnaire and focus group. Word clouds were also used to illustrate people’s reasons for choosing their primary mode of transportation.Results and discussion: The results show that both panels of older adults similarly feel some extent of travel limitations. But the responses among the two groups differ: 18 American participants chose “drive myself” as their primary option a decade ago, while 11 chose it now; no Chinese participants selected it either a decade ago or now. Both currently and 10 years ago, there was a significant difference in mode choice between participants in China and the United States. However, this gap has narrowed over the past decade. Participants in China have significantly changed their transportation preferences compared to 10 years ago, while participants in the US have remained nearly unchanged. American respondents consider “ease” as an important factor, while Chinese respondents pay more attention to “safety” and “no other option to get around” when making travel mode choices. Compared to Chinese participants, American participants were more comfortable with driving an autonomous vehicle. These differences may result from the various developmental stages and transportation policies of the two countries. This study supports the development of new mobility technologies for the oldest old to improve their quality of life.

In order to reform old downtown and improve living conditions, poor houses in Shanghai are demolished and the government relocates the residents. Usually they are relocated in large scale residential areas in the periphery of the city. Jinhexincheng is one of them. Previous studies usually focused on travel behaviors in the developed countries. Few studies looked into mode choices and preferences in large scale residential areas in the suburbs in the developing countries. In order to fill the gap, this study analyzes three groups’ (overall samples, city-center-old-house-demolition movers, and non-movers) mode choices, preferences, and predicts mode shares in different policy scenarios. It can provide a deeper understanding of this issue and support transportation planning in large Chinese cities. 320 valid samples are collected. Three groups are different in age, Hukou, apartment ownership, and years living in Shanghai. Mode-choice-multinomial-logit models are generated separately for three groups. All models show that males tend to travel by car. For overall and mover samples, for longtime residents, the less likely a person will uses a bike, motorcycle/moped, or transit. For non-mover samples it is not significant. The movers have a higher value of time (1.61 RMB/minute) compared to other groups. For travel time and cost, only the overall model has an acceptably significant travel time coefficient, this model is used to predict mode shares in 4 sets of travel-time-related-policy scenarios. Results suggest that “make bikes available to movers/all residents”, “make shopping shuttle bus more efficient” and “improve transit service” are good policies and can be accepted in transportation planning.