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Table of contents: Part I Research Purpose & Methodology
I. Continuous Research Purpose & Significance
II. Introduction to the Resident Mobility Index System
Table Index System for 2007 Foton Chinese Index for Mobility (Horizon Group Copyright © 2007）
III. Introduction to the Weight Index of the Resident Mobility Index
Figure Weight System of 2007 Foton Chinese Index for Mobility
IV. Calculation Method of the Resident Mobility Index
Part II 2007 Foton Chinese Index for Mobility: Overall Result
I. Total score on the index: 61.42 points
II. Difference Between the Scores of Different Demographics
(I) Difference Between the Scores of People from Different Regions
(II) Difference Between the Scores of Men & Women
(III) Difference Between the Scores of People of Different Ages
Figure Scores of People of Different Ages on the Mobility Index
(IV) Difference Between the Scores of People with Different Educational Backgrounds
Figure Scores of People with Different Educational Backgrounds
(V) Difference Between the Scores of People with Different Income Levels
Figure Scores of Urban Residents with Different Monthly Household Income Levels
Figure Scores of Rural Residents with Different Annual Household Income Levels
(VI) Difference Between the Scores of Urban People with Different Occupations
Figure Scores of People with Different Occupations on the Mobility Index
III. Comparison of Scores in 2005 &
Table Comparison of Scores on Foton Chinese Index for Mobility in 2005 &
Part III Results & Findings of the 2007 Mobility Index Study
Findings (1): There is still great development space for urban and rural residents’ mobility level
I. The structural characteristics of high ownership rate and low utilization rate of mobility tools remains unchanged
Table Scores & Contribution Rates of Level-1 Indexes of Mobility in
Table Scores on Level-1 Indexes of Mobility in
Table Comparison of Scores of Level-1 Indexes for Chinese Resident Mobility in 2005 &
II. Residents travel with mobility tools – low frequency, short distances
Table Scores of Foton Chinese Index for Mobility & Improvement Rate in
III. Residents utilize more public mobility tools, especially in rural areas
Table Comparison of Standardized Scores of Urban and Rural Residents on Level-2 Index of “Mobility Tool Ownership” in 2005 &
Figure Comparison of Standardized Scores of Urban and Rural Residents on “Public Mobility Tool Ownership” in 2005 &
IV. Residents’ ownership of private mobility tools: high ownership rate, low grade
Figure Ownership & Use Frequency of Private Mobility Tools with High Ownership Among City Dwellers (time/week)
Figure Ownership & Use Frequency of Private Mobility Tools with High Ownership Among Town Dwellers (time/week)
Figure Ownership & Use Frequency of Private Mobility Tools with High Ownership Among Rural Residents (time/week)
V. Four Typical User Groups
Figure Multiple Correspondence Analysis of Four Typical User Groups of Mobility Tools
Findings (2): Mobility tools are used more for work than for life
I. Urban and rural residents rely increasingly heavily on mobility tools
(I) People rely on mobility tools in work than in life
Figure Scores of Residents’ Reliance on Mobility Tools in Engaging in Various Activities
Figure Scores of Residents’ Reliance on Mobility Tools in Engaging in Specific Activities
(II) Rural Residents rely more on mobility tools in production
Figure Reliance of Residents from Different Regions on Mobility Tools
Figure Scores of Reliance of Residents from Different Regions on Mobility Tools in Daily Lives
II. Mobility tools improve residents’ work efficiency than the quality of life
(I) Mobility tools are of greater help to work
Figure Improvement of Daily Work, Daily Life and Social Intercourse with Mobility Tools
Figure Improvement of Various Activities with Mobility Tools
(II) City dwellers benefit the most from the utilization of mobility tools
Figure Comparison of Urban and Rural Residents in Overall Improvement with Mobility Tools
Figure Improvement of the Quality of Work, Life and Social Intercourse with Mobility Tools in Various Regions
III. Car Owners’ Pain & Happiness
(I) Car Owners’ Happiness: High Satisfaction with Life, High Sense of Security in Traveling
Figure Life Satisfaction Scores of Car Owners and Non-Car Owners in Cities and Towns
Figure Comparison of Scores of Car Owners and Non-Car Owners in Cities and Towns on Sense of Security in Traveling
(II) Car Owners’ Pain: Impact on Emotions and Health
Figure Private Cars’ Impact on People
Figure Private Cars’ Impact on Men and Women
(III) Bad Habits in Cars
Figure Residents’ Bad Habits of Driving Cars
(IV) Men like smoking; women like snacks
Figure Bad Driving Habits of Men & Women
Findings (3): The mobility gap still exists but is narrowing
I. Distribution of resident mobility has evolved from “disk shape” into “spindle shape”; population with medium mobility are growing
Figure Comparison of Percentages of Residents in Different Score Segments of Mobility Index in 2005 &
II. The mobility gap is widening in towns but narrowing in rural areas
Figure Comparison of Residents from Different Regions in Mobility Gap in 2005 &
III. Three Groups Divided by Mobility Level – Active Group, Sober Group and Comfortable-Living Group
Figure Division of Groups by Mobility Level
Findings (4): Drawbacks loom large in the development of public transport
I. Public transport holds broad prospects; residents utilize public transport more
(I) Thanks to the strategy of giving priority to public transport, conditions for public mobility tools have improved
Figure Comparison of Scores on Level-2 Index of Ownership of Public Mobility Tools
1. Frequency and distances of travels with public mobility tools are growing
Table Comparison of Standardized Scores of the Frequency and Distances of Residents Traveling with Public Mobility Tools in 2005 &
Table Comparison of the Frequency and Distances of Residents Traveling with Public Mobility Tools in 2005 &
2. City dwellers utilize public mobility tools more frequently than those living in towns and rural areas
Figure Comparison of the Frequency and Distances of Urban and Rural Residents Traveling with Public Mobility Tools (time/month)
(II) Expected use of public mobility tools gradually improves
Figure Standardized Scores of Residents from Different Regions in the Expected Use of Public Mobility Tools
II. Public transport has good “seamless connection”, but there are many problems with bus stop signs
(I) “Seamless connection” is satisfactory
Figure Comparison of Scores of Interchanging Convenience of Public Mobility Tools in Various Regions
Figure Comparison of Scores of Interchanging Convenience of Public Mobility Tools in Major Cities Across China
(II) Humanized facilities are provided in buses, but there are many problems with bus stop signs
1. Facilities inside buses are very satisfactory, especially among city dwellers
Figure Scores of Satisfaction of Facilities in Buses
Figure Scores of Satisfaction of Facilities in Buses in Various Regions
2. There are many problems with bus stop signs
Figure Major Problems with Bus Stop Signs
III. Fare is the key to the development of buses equipped with air-conditioners
(I) Fare is a barrier to nearly 20% of residents
Figure Percentages of Residents with Different Choice of Vehicles
(II) With the disappearance of the fare barrier, “inhalation effect” exceeds “extrusion effect”
Figure Percentages of Residents Who Start to Take Buses Equipped with Air-Conditioners and Those Who Stop Doing So after Fares of Such Buses Drop
IV. Drivers’ image in the eyes of the public varies greatly; motorcycle drivers have the poorest image
(I) Drivers with the poorest image: motorcycle, truck and taxi drivers
Figure Drivers with the Poorest Image in the Eyes of the Public
(II) Drivers’ image in the eyes of city, town and rural residents vary greatly
Figure Drivers with the Poorest Image in the Eyes of Residents from Different Regions
V. High-speed trains draw eyeballs; fare becomes a crucial factor
(I) Nearly 50% of residents consider taking high-speed trains; fare is the biggest barrier
Figure Whether Residents Consider Taking High-Speed Trains
Figure Reasons Why Residents Do Not Take High-Speed Trains
(II) Priority is given to high-speed trains, causing both hope and worry
Figure Residents’ Viewpoints towards the Policy of Prioritizing High-Speed Trains
VI. Development Model of Urbanization in China
Findings (5): Cars and electric bicycles take up a large percentage in the demand for private mobility tools
I. There is strong demand for private mobility tools in cities and towns, showing the trend of upgrading
(I) Cars are popular in cities and towns; rural residents like electric bicycles
Figure Percentage of Residents Planning to Buy Private Mobility Tools in the Next Year
Figure Urban Households Planning to Buy Private Mobility Tools in the Next Year
Figure Town Households Planning to Buy Private Mobility Tools in the Next Year
Figure Rural Households Planning to Buy Private Mobility Tools in the Next Year
(II) In the first purchase, urban residents select cars, town and rural residents select electric bicycles
Figure Percentages of First-Time Buyers and Repeat Buyers among Those Purchasing Private Mobility Tools in the Next Year
Figure Percentages of Various Types of Private Mobility Tools Selected by First-Time Buyers
Figure Percentages of Various Types of Private Mobility Tools Selected by First-Time Buyers in Cities, Towns and Countryside
(III) Repeat buyers show the trend of upgrade
Figure Mobility Tools that Existing Owners of Electric Bicycles, Two-Wheel Motorcycles and Cars Plan to Purchase in the Next Year
II. There is notable difference between the brands selected by first-time buyers and repeat buyers
(I) Self-employed people, white-collars and managers are main car buyers in the next year
Figure Occupational Distribution among Residents Planning to Purchase Cars in the Next Year
Figure Income Distribution among Residents Planning to Purchase Cars in the Next Year
(II) First-time buyers favor domestic brands, while repeat buyers like foreign brands
Figure Car Brands that First-time Buyers and Repeat Buyers Want to Select
Figure Types of Car Brands that First-Time Buyers from Various Regions Plan to Select
(III) First-time buyers prefer low and medium prices, while repeat buyers prefer high and medium prices
Figure Percentages of First-Time Buyers and Repeat Buyers Selecting Cars at Different Prices
III. Domestic brands and low/middle-priced cars are popular with buyers
(I) Competing with JV and foreign brands, domestic brands are especially popular with town dwellers
Figure Comparison of Types of Car Brands that Residents Want to Select
Figure Comparison of Types of Car Brands that City and Town Dwellers Want to Select
(II) Cars with standard configuration replace economy cars with small displacements to become mainstream products
1. Nearly half of potential buyers plan to select cars with standard configuration
Figure Percentages of Prices Selected by Residents Planning to Buy Cars in the Next Year
2. Due to various reasons, economy cars with small displacements are not popular
(III) The secondhand car market is immature; new cars are still first choice for buyers
Figure Percentages of Residents Planning to Purchase New Cars and Secondhand Cars in the Next Year
Figure Reasons Why Residents Planning to Buy Cars in the Next Year Do Not Select Secondhand Cars
Figure Reasons Why Residents Planning to Buy Cars in the Next Year Do Not Select Secondhand Cars
(IV) As prices keep falling in the automotive market, people adopt a wait-and-see attitude
1. Car owners are more concerned with price reductions
Figure Attention Paid by Different Groups to the Reductions of Car Prices
2. Price reductions are a “double-edged sword”
Figure Three Groups’ Viewpoints on the Reductions of Car Prices
3. Price reductions make consumers more rational
Figure Impact of Price Reductions on the Purchase Behavior of Car Owners Planning to Purchase Cars in the Next Year
Figure Impact of Price Reductions on the Purchase Behavior of Non-Car Owners Planning to Purchase Cars in the Next Year
IV. It is necessary to further improve residents’ awareness of hybrid vehicles and car replacement
(I) Except oil prices and fuel tax, conditions have grown ripe for the development of hybrid vehicles
1. Residents do not know hybrid vehicles very well
Figure Understanding of Hybrid Vehicles
Figure Understanding of Hybrid Vehicles of Residents from Different Cities
2. Potential buyers are largely concerned with prices
3. Acceptable price range of hybrid vehicles: 10,000-30,000 yuan above non-hybrid vehicles
(II) Barriers to car replacement: lack of understanding, not selecting, mistrust
1. Not selecting: only 2.4% of respondents replace cars at 4S stores
Figure Channels through Which People Dispose of Used Cars
2. Lack of understanding: only 5.6% of respondents know the business
Figure Percentage of Residents Who Know Car Replacement
3. mistrust
Figure Residents’ Attitude towards Car Replacement Business
Figure Viewpoints of Residents Who Dispose of Used Cars through Replacement on Car Replacement
(III) Auto recall system – low awareness, good reputation
1. Nearly 90% of residents do not know the system
Figure Residents’ Understanding of Auto Recall System
2. Auto recall system has good reputation
Figure Residents’ Viewpoints of Auto Recall System
V. “Car grooms” appear; car owners have strong environmental awareness
(I) It is not easy to bear car expenses, but road conditions become difficult
1. Private car owners living in towns find it easy to bear car expenses
Figure Comparison of Residents from Different Regions in Car Expenses
2. While car service improves, driving conditions worsen
Figure Comparison of Convenience of Maintenance and Fuel Adding for Private Cars in Different Regions
Figure Comparison of Road Conditions and Volume of Traffic for Private Cars in Cities and Towns
(II) Nearly 10% of car owners become “car grooms”
Figure Reasons Why Car Owners Become “Car Grooms”
(III) Car owners have strong environmental awareness, especially white-collars, young and middle-aged people
Figure Percentage of Residents Willing to Drive One Day Less Every Month for the Sake of Environment Protection
Figure Occupational Distribution among Car Owners Willing to Drive One Day Less Every Month for the Sake of Environment Protection
Figure Age Distribution among Car Owners Willing to Drive One Day Less Every Month for the Sake of Environment Protection
(IV) 80s youth and rich residents replace cars frequently
Figure Average Service Life of Cars Expected by Residents with Different Monthly Household Income Levels (unit: year)
Figure Average Service Life of Cars Expected by Residents in Various Age Groups (unit: year)
VI. Electric bicycle becomes a widely used mobility tool for ordinary households
(I) There is robust demand in the rural market
Figure Percentages of Urban and Rural Residents Planning to Purchase Electric Bicycles in the Next Year
(II) Electric bicycles selling at low/middle prices are most popular
Figure Percentages of Different Types of Electric Bicycles that Residents Want to Purchase
Figure Prices at Which Urban and Rural Residents Plan to Purchase Electric Bicycles
Figure Comparison of Prices at Which Urban and Rural Residents Plan to Purchase Electric Bicycles
(III) Main use of electric bicycles – means of transportation for work and daily life
Figure Use of Buying Electric Bicycles among Urban and Rural Residents
(IV) Residents plan to use electric bicycles in short distances at a high speed
Figure Daily Distances that Urban and Rural Residents Want to Use Electric Bicycles
Figure Range of Speed in Which Residents Plan to Use Electric Bicycles
VII. Public transport is experiencing development in rural areas
(I) Rural residents do not spend much on public mobility tools
Figure Comparison of Residents from Different Regions in the Expenditure on Public Mobility Tools
(II) Public transport tools encounter less traffic jams in rural areas
Figure Comparison of Residents from Different Regions in the Volume of Traffic and Riding Convenience of Public Mobility Tools
Findings (6): Residents’ radius of mobility varies greatly; they utilize different mobility tools
I. Residents’ radius of mobility varies greatly
(I) There is a notable gap between urban and rural residents in the radius of mobility
Figure Comparison of Residents from Different Regions in the Radius of Mobility (unit: km)
Figure Comparison of Residents from Different Cities in the Radius of Mobility (unit: km)
(II) Polarization of the radius of mobility
Figure Longest Average Distance Traveled by Urban and Rural Residents in the Past Six Months
Figure Comparison of Longest Average Distance Traveled by Urban and Rural Residents in the Past Six Months
(III) White-collars, young people and males have large radius of mobility
Figure Comparison of Different Occupational Groups in the Radius of Mobility (unit: km)
Figure Comparison of Different Age Groups in the Radius of Mobility (unit: km)
Figure Comparison of Men and Women in the Radius of Mobility (unit: km)
II. There is great difference in commuting between residents from different cities
(I) Xi’an residents have the shortest average distance of commuting
Figure Comparison of City and Town Dwellers in the Average Distance of Commuting (One-Way Trip) (unit: km)
Figure Comparison of Residents from Various Cities in the Average Distance of Commuting (One-Way Trip) (unit: km)
(II) City dwellers find traffic congestion intolerable
Figure Comparison of Residents from Various Cities in the Time Spent on Traffic Congestion in Commuting and Tolerable Duration (unit: minute)
(III) JEC (jam economic cost) is higher in Chongqing than in Chengdu
Figure Comparison of City and Town Dwellers in the Average Time Spent on Commuting (unit: minute)
Figure Comparison of Residents from Various Cities in the Average Time Spent on Commuting (unit: minute)
Figure Comparison of Various Cities in JEC
(IV) Beijing residents have the highest JEC
Figure Comparison of Average Speed of Motor Vehicles during Rush Hours in Various Cities (unit: km/hour)
Figure Comparison of City and Town Dwellers in JEC (unit: yuan/month)
Figure Comparison of Residents from Various Cities in JEC (unit: yuan/month)
Figure Percentage of JEC in the Income of Residents from Various Cities
(V) Beijing residents have the highest interchange efficiency in commuting, while Xi’an residents have the lowest
Figure Average Interchange Times of City and Town Dwellers in Commuting (unit: time)
Figure Times that Residents from Various Cities Need to Change Public Mobility Tools in Commuting (unit: time)
Figure Average Distance Covered When Residents from Various Cities Change Public Mobility Tools Once in Commuting
III. Measures for tackling traffic congestion: improving road infrastructure and giving priority to public transport
Figure Measures for Alleviating Traffic Jams
IV. It does not take a long time to wait for the red light to turn green
(I) Red light running is common – Residents’ poor quality and poor traffic control are main causes
Figure Main Reasons of Red Light Running – According to Residents
(II) The time it takes to wait for the red light to turn green is below residents’ tolerance limit
Figure Comparison of Residents from Different Regions in the Time Spent Waiting for a Red Light to Turn Green and the Tolerance Limit for a Red Light (unit: second)
(III) Beijing residents spend the longest time waiting for a red light to turn green, while Guangzhou spend the shortest time
Figure Comparison of Residents from Various Cities in the Time Spent Waiting for a Red Light to Turn Green and the Tolerance Limit for a Red Light (unit: second)
Figure Tolerance Limit of Men and Women for a Red Light unit: second)
V. “Car sharing” is in its infantile period; it is difficult to draw conclusions on its benefits and drawbacks yet
(I) “Car sharing” is widely known, but residents do not generally take part
Figure Percentages of City and Town Dwellers Who Know “Car Sharing”
Figure Percentage of Residents Taking Part in “Car Sharing” among Those Who Knowing it
(II) “Car sharing” is residents’ last resort
Figure Reasons Why Residents Take Part in “Car Sharing”
(III) Remarkable characteristics of seeking partners for “car sharing” – a small world
Figure Main Channels for Seeking Partner for “Car Sharing”
Figure With Whom Residents Often Share Cars
(IV) “Car sharing” is instrumental to protecting the environment and easing traffic congestion, but there is lack of safety assurance
Figure Percentages of Residents Adopting Different Attitudes towards “Car Sharing”
VI. There is still market for private taxis
Figure Whether Residents Ever Took Private Taxis in the Past Year
Figure Reasons Why Residents Take Private Taxis
VII. There are many problems with roads in rural areas, and farmers urgently want the problems tackled
(I) Two major problems with roads in rural areas – poor road infrastructure, lack of maintenance
Figure Problems with Roads in Rural Areas
(II) To solve the problems with roads in rural areas – nearly 80% of rural residents are willing to work as volunteers
Figure Methods through which Rural Residents Are Willing to Help Improve Road Conditions
Appendix I Research Framework for the Index
I. Definition of the Index
II. Connotation of Score on the Index
III. Content of the Index
Appendix II Score on the Index
Table Weight & Score on the Index
Appendix III Technical Report
I. Design of Sampling
1. Design of Survey Areas & Sample Sizes
2. Respondents
3. Sampling Method
II. Field Work
1. Time of Implementation
2. Survey Method
3. Actual Distribution of Samples
Table Distribution of Total Samples for Cities, Towns and Rural Areas
Table Distribution of Samples among the Regions
Table Distribution of Sex among Respondents
Table Distribution of Age among Respondents
Table Distribution of Respondents’ Educational Background
Table Distribution of Monthly Household Income of Respondents Living in Cities and Towns
Table Distribution of Annual Household Income of Rural Respondents
Table Occupational Distribution of Respondents Living in Cities and Towns
Table Occupational Distribution of Rural Respondents
4. Data Processing & Analytical Methods
5. Notes on Weighting
6. Check
III. Additional Remarks
1. Remarks on Special Conditions in the Report
2. Remarks on the Representativeness of the Result of the Study
3. Remarks on the Division of Groups
报告简介
In the past two decades, China has experienced rapid development in its automotive market, railway and air transportation, and road infrastructure. This improves Chinese residents’ mobility. Taking the form of index, the study looks into the development of mobility of Chinese residents in cities, towns and rural areas. As a follow-up tracker after the first study in 2005, the study primarily measures three aspects: 1. Growth of Chinese urban residents’ car ownership. 2. The quality of Chinese urban residents’ automotive lives. 3. Chinese urban residents’ quality of civilized driving. To an extent, the index can be used to measure the development of China’s automotive society. It reveals the degree to which Chinese residents can utilize mobility tools in engaging in social and economic activities, exhibit, in a quantifiable manner, the extent and ways that mobility tools affect residents’ lives. It can serve as an industry indicator.
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