Car ownership and access to jobs in Spain

This study analyses the impact that job accessibility in public transport has on car ownership. An ordered probit explaining the number of cars per household is estimated as a function of head of household characteristics, household characteristics and job accessibility. The data used in the analysis come from the Microcensus of year 2001 of the Spanish Institute of Statistics for the areas of Barcelona and Madrid. Our results show a significant effect of accessibility on car ownership. Additionally, we carried out simulation exercises in which the expected number of vehicles decreases as accessibility improves. For instance, in the case of households living outside the central city, an improvement of accessibility up to the average level of the central city would offset the effect of the number of working adults on the expected number of vehicles.car ownership, job accessibility, public transport.

Computer Ownership Up Sharply in the 1990s

[Excerpt] Graphical user interfaces, multimedia CD-ROMs, and the Internet have increased accessibility and people’s understanding of computers. And greater understanding has brought substantially greater ownership. Between 1990 and 1997, the percentage of households1 owning computers increased from 15 percent to 35 percent. During this time, the amount spent by the average household on computers and associated hardware more than tripled. This report briefly examines the demographics of computer ownership (also see table ) as reported by households participating in the interview component of the Bureau’s Consumer Expenditure survey

Car ownership and access to jobs in Spain

This study analyses the impact that job accessibility in public transport has on car ownership. An ordered probit explaining the number of cars per household is estimated as a function of head of household characteristics, household characteristics and job accessibility. The data used in the analysis come from the Microcensus of year 2001 of the Spanish Institute of Statistics for the areas of Barcelona and Madrid. Our results show a significant effect of accessibility on car ownership. Additionally, we carried out simulation exercises in which the expected number of vehicles decreases as accessibility improves. For instance, in the case of households living outside the central city, an improvement of accessibility up to the average level of the central city would offset the effect of the number of working adults on the expected number of vehicles

Land use and mobility

This paper analyses the effects of land use characteristics on mode choice and carownership. The study is based on a large sample of individuals from the National TravelSurvey of Great Britain for the years 1989-91 and 1999-2001. Land use characteristics aredefined as population density, size of the municipality, accessibility to public transport andlocal amenities, such as shops and services. Mode choice (shares of total travel by car,public transport and walking) and car ownership are modelled using multinomial andbinomial logit models respectively, which include a large number of socio-economicfactors (income, age, gender, household structure and employment status) as well as landuse indicators. The estimation results strongly support the importance of the land usefactors considered on mode choice and car ownership

Public Versus Private Mobility for the Poor: Transit Improvements Versus Increased Car Ownership in the Sacramento Region, MTI Research Report 08-02

Whether to aid welfare recipients in overcoming transportation barriers with increased car ownership or better transit became an issue after the Personal Responsibility and Work Opportunity Reconciliation Act of 1996 was signed into law. Empirical studies pointed out that welfare recipients owning a car had a high probability of moving from welfare to work. In this study, the authors examined the impacts of car ownership promotion versus transit improvements on job accessibility, work trips, and traveler´s economic welfare by running a travel demand model adopted by the Sacramento Area Council of Governments (SACOG). In the car scenario, the zero-car households who were assigned a car had higher job accessibility and larger traveler benefits than in the Base Case scenario. The other households had lower traveler benefits, compared to the Base Case, due to slight increases in congestion. In the transit scenario, all households had gains in traveler benefits and the households without a car gained more than those with a car. The households without a car gained more in traveler benefits in the transit scenario than in the car scenario. The total gain in traveler benefits was higher in the transit scenario. In both scenarios, the changes in total travel time, congestion, and vehicle miles traveled (VMT) were small, but mode shares changed substantially

ePortfolios: models and implementation

This paper explores the use of ePortfolio tools to support teaching, learning and the personal and professional development of postgraduate students at the Institute of Education, University of London (IOE). The needs of tutors and students are considered alongside the affordances and limitations of specific tools in relation to these needs. The study involved five areas of postgraduate study at the IOE, one at PhD level, two at Masters level (MA in ICT in Education and MTeach) and two PGCE courses (PGCE in ICT and Post-Compulsory PGCE). Preliminary discussions with IOE staff revealed five common themes relating to the perceived purpose of an ePortfolio: model, ownership, collaboration, accessibility and support. The first theme relates to the definition of the ePortfolio, whilst the remaining themes address questions relating to ownership, control, use and user needs/development. In this paper, each of the themes and the questions raised within those areas are addressed in detail and a cross-comparative table of responses across each of five teaching scenarios is provided with levels of importance measured on a scale of 1 (low) to 4 (high)

Pengaruh Asuransi Kesehatan Dan Ekonomi Terhadap Aksesabilitas Layanan Kesehatan Penyandang Disabilitas Di Indonesia

Health insurance is one of social health guarantees programs provided to the society in accessing health services in Indonesia. This program is implemented as a solution of equality problems on health services. This paper aims to analyze effect of health insurance ownership on accessibility health services to people with disabilities who included as vulnerable communities. This research have 1.288 respondents of people with disabilities from Indonesia Family Life Survey that analyzed by multinomial logit regression models. The results show that health insurance ownership of disabilities are not effective enough in accessibility of disabilities health services. To access health service, people with disabilities have main obstacle factor namely physical mobiltity services. Furthermore head of household, chronic disease, transportation costs, and years education variables have significant effect on preventive and curative health services to people with disabilities. Whereas sex and unemployed status significant effect on preventive health services. Keywords :  People with Disabilities1, Health Insurance2, Accessibility3, Health Service4

Worker Experiences of Accessibility in Post-Katrina New Orleans

Existing research has identified transportation challenges that low-income workers face, including a spatial mismatch between suburban entry level-jobs and urban low-income workers. These studies rely on travel models and secondary data and thus may not capture the temporal or other constraints that low-income workers experience. To better understand mobility patterns and accessibility as experienced, this analysis considers commute choices and perceptions of accessibility. Findings are based on open-ended surveys with 50 low-income workers in New Orleans and its inner suburbs. According to a sizable share of respondents (40%), transportation problems do not preclude applying to jobs. Black and centrally located respondents most commonly did not perceive transportation as a limitation to job opportunities. On the other hand, many respondents did describe an inability to get to suburban job opportunities. Even when missed job opportunities were not reported, almost all respondents cited transportation problems for some locations or activities, especially shopping. Losing a functional automobile was a common reason to change commute mode after Hurricane Katrina, indicating that low-income workers may shift in and out of car ownership, as well change home and job locations. A few respondents — mostly active mode users—were highly satisfied with their journey to work. Interviewees most commonly desired increased frequency and reliability as critical transit improvements. The mixed findings on perceived job accessibility demonstrate the need to better integrate transportation and workforce research and policy. In addition, more transportation research work on perceptions and actual challenges is needed, including the role of time in workplace demands and physical accessibility. Finally, given dynamic auto ownership status, jobs, and residential patterns, longitudinal study is needed

Does improving public transport decrease car ownership? Evidence from a residential sorting model for the Copenhagen metropolitan area

Car ownership is lower in urban areas, where public transport is of high quality. This suggests that better public transport offers the possibility to relieve the many problems (congestion, pollution, and parking) associated with the presence of cars in urban areas. To investigate this issue, we develop a model for the simultaneous choice of residential location and car ownership by households, and estimate it on Danish data, paying special attention to accessibility of the metro network. We use the estimated model to simulate the impact of an extension of the metro network. We show that for the Greater Copenhagen Area an extension of the metro network decreases car ownership by 2–3%, while the average compensating variation is approximately 3% of household income