Recently, several big cities have been planning to ban private cars from city centers to reduce car use and ownership in urban areas. As an alternative, mobility services are expected to provide residents and visitors with the benefits of mobility beyond private cars. However, the development of mobility services has not led to a decrease in car ownership. In such a period of transformation, structurally understanding the essential factors affecting car ownership becomes an important research theme.

In this study, several important findings were obtained by analyzing the motive structure of car ownership in 23 wards of Tokyo using structural equation modelling. The results showed that the strength of the emotional factor as a utility of owning a car was more than twice that of the convenience factor. Moreover, in the case that the focus was only on the convenience factor, the secondary utility of the car was considered to be more important than the primary utility of the means of transportation.

These findings explained why the current mobility services have not appealed to private car users. Furthermore, since these results are output of structural relationship with social attributes and the economic awareness of respondents, this framework can be effectively used for policy design and alternative mobility service planning to reconstruct the urban transportation system.

最近，一些大城市已经计划禁止私家车进入市中心，以减少城市地区的汽车使用和拥有量。作为替代方案，出行服务有望为居民和游客提供超越私家车的出行优势。然而，移动服务的发展并没有导致汽车保有量的减少。在这样一个转型时期，从结构上理解影响汽车保有量的基本因素成为一个重要的研究主题。

在这项研究中，通过使用结构方程模型分析东京 23 区汽车拥有的动机结构，获得了几个重要的发现。结果表明，情感因素作为拥有汽车的效用的强度是便利因素的两倍多。而且，在只关注便利因素的情况下，汽车的次要效用被认为比交通工具的主要效用更重要。

这些发现解释了为什么当前的移动服务对私家车用户没有吸引力。此外，由于这些结果是与社会属性和受访者经济意识的结构关系的输出，因此该框架可以有效地用于政策设计和替代出行服务规划，以重建城市交通系统。