The growing population in the Netherlands is straining the accessibility and liveability of cities. To address these issues, new mobility policies prioritize quiet, low-emission, and space-efficient modes of transport, creating a conflict with the characteristics of private fuel-engine cars, which are noisy, polluting, and space-inefficient. For example, a private car trip in Amsterdam requires about 95m² of public space, including 15m² for parking. Consequently, Dutch cities are considering measures to reduce car mobility, with parking regulations viewed as a potential tool to decrease car ownership and enhance urban liveability. However, there is a lack of evidence supporting the effectiveness of these policies, as car ownership research typically focuses on sociodemographic and household factors.

This study aims to fill this knowledge gap and assist municipalities in balancing car accessibility with urban liveability. It begins by defining urban parking availability, influenced not only by the number of parking spaces but also by various regulations. Two main types of parking are identified: private parking on premises and public on-street parking. Additionally, parking permits, which subsidize parking costs for residents, are considered.

To understand the influence of parking availability on household car ownership, a multinomial logistic regression (MNL) model was used. Data from 80,527 urban households over three years from the Dutch National Traffic Survey (ODiN) was analyzed. The study operationalized the number of on-street parking bays per household, parking places on premises per household, and maximum parking costs in the municipality.

The results showed that parking availability in a neighborhood does affect car ownership. Both types of parking were positively related to car ownership, while higher permit costs in a municipality decreased the likelihood of car ownership. However, household composition and income were the most influential factors. The number of driving licenses in a household, closely linked to the number of adults, and disposable income were the strongest predictors of car ownership.

The study also examined the combined influence of multiple parking availability dimensions. It compared car ownership probabilities in three neighborhoods for average households and predicted car ownership levels for a potential new neighborhood under different parking availability scenarios. The findings indicated significant increases in car ownership with higher parking availability, emphasizing the need for balanced parking strategies.

The relationship between parking availability and car ownership is crucial for policymakers, as it supports the formulation of parking regulations aimed at reducing car ownership. Municipalities are advised to develop parking policies that consider the identified dimensions of parking availability to optimize public space use.

Future research should focus on proving causality, improving spatial data, and exploring additional factors of car ownership and parking availability. The study's limitations include the inability to establish causality and the need for more reliable parking data. Further research should also consider attitudinal factors towards car ownership and investigate the relationship between parking availability and car ownership in rural areas.