Recent studies that estimated the land use–travel relationship while controlling for residential self-selection mostly acknowledged the potential for the self-selection in the reverse direction according to learning and self-justification over time. Thus, this study empirically tests how the relationship varies by the length of time after residential move in Seoul, South Korea. Analytical results show that population density encourages the choice of automobile alternatives in extreme cases, that is, for newly moved first-year residents who decided to tolerate congestion and for longtime residents of 4 years or more who had a due chance to learn and appreciate neighborhood travel options and also, it extends commuting time for these short and longtime residents. Employment density reduces commuting time for all but longtime residents because of better jobs–housing balance while it is not necessarily accompanied by mode choice variations. Street intersection density is associated with commuting time variations in all cases. Land use balance entropy is unrelated to the time variations, but consistently related to the alternative mode choice, and possibly beneficial to trip-chaining. While public transit densities are classified into subway and bus densities, the former turns out to be significant regarding commuting time and mode choice for most residents, but the latter only for first-year residents. Particularly on the mode choice, the gradual learning effect is associated with subway density (significant after 1 year), whereas the self-justification effect by bus density is rather quick, but not lasting (significant only for 1 year).

最近在控制住宅自我选择的同时估计土地使用 - 旅行关系的研究大多承认，随着时间的推移，根据学习和自我辩护，自我选择有可能发生相反的方向。因此，本研究实证检验了这种关系如何随韩国首尔住宅搬迁后的时间长度而变化。分析结果表明，人口密度鼓励在极端情况下选择汽车替代品，即决定容忍拥堵的新搬家第一年居民和有适当机会学习和欣赏邻里的 4 年或以上的长期居民旅行选择，而且，它延长了这些短期和长期居民的通勤时间。就业密度减少了除了长期居民之外的所有人的通勤时间，因为更好的工作 - 住房平衡，虽然它不一定伴随着模式选择的变化。在所有情况下，街道交叉口密度都与通勤时间变化有关。土地利用平衡熵与时间变化无关​​，但始终与替代模式选择相关，并且可能有益于行程链。虽然公共交通密度分为地铁和公交车密度，但前者对大多数居民的通勤时间和方式选择意义重大，而后者仅对第一年居民而言。特别是在模式选择上，逐渐学习效应与地铁密度相关（1年后显着），而公交密度的自我调整效应则相当快，