‘Forced Car Ownership’ in the UK and Germany: Socio-Spatial Patterns and Potential Economic Stress Impacts

The notion of ‘forced car ownership’ (FCO), born out of transport research on UK rural areas, is used to define households who own cars, despite limited economic resources. FCO is thought to result in households cutting expenditure on other necessities and/or reducing travel activity to the bare minimum, both of which may result in social exclusion. Social exclusion research, on the other hand, has paid much attention to ‘material deprivation’, i.e., the economic strain and enforced lack of durable goods arising from low income. However, the FCO phenomenon suggests that, among households with limited resources, the enforced possession and use of a durable good can be the cause of material deprivation, economic stress and vulnerability to fuel price increases. In this study, we use 2012 EU ‘Income and Living Conditions’ data (EU-SILC) to shed light on FCO in two European countries (UK and Germany). Through secondary data analysis we are able to show: the social and spatial patterns of FCO; key differences between FCO and ‘car deprived’ households; the intensity of social exclusion, material deprivation, and economic strain among FCO households; and overlaps between FCO and economic stress in other life domains (domestic fuel poverty, housing cost overburden). The results also show contrasting spatial patterns of FCO in Germany (higher incidence in rural areas) and UK (similar incidence in urban and rural areas), which can be explained in light of the different socio-spatial configurations prevalent in the two countries. We conclude by discussing implications for future research and policy-making

Does a high level of multimodality mean less car use? An exploration of multimodality trends in England

Some existing studies have suggested that a higher level of multimodality—the use of more than one transport mode within a given period of time—may be desirable to achieve societies less dependent on cars. The aim of this study was to investigate the trends in individual multimodality in England. In addition, we explored whether these trends were homogenous, i.e. similar between socio-economic characteristics, and whether changes in multimodality corresponded with changes in car use and the use of other transport modes. Our analyses showed that in contrast to reported trends in existing research, the level of multimodality in England decreased between 1995 and 2015. These trends stratified by income were diverging, which may imply that inequality in transport opportunities may be increasing. In contrast, the trends for age and gender were converging. In addition, we found that the car mode share remained fairly stable and absolute car use decreased since 2004, whilst multimodality decreased. This suggests that there is no necessary relationship between aggregate levels of car use and the average individual level of multimodality. Moreover, our analyses showed that these trends were very similarly independent of which indicator was applied. This indicates that for analysing trends in multimodality, the choice of indicator may not be that important, and indicators that are elementary to calculate and easy to interpret, e.g. number of modes used, highlight trends that are highly consistent with more sophisticated metrics. This paper finishes with a discussion of the implications of these findings

Exploring the Expectations of Transport Professionals Concerning the Future Automobility System: Visions, challenges and transitions

A mixture of potentially significant changes in technology, commercial structures and social practices are currently entering the automobility system. These changes have the potential to combine together and lead to a substantial shift in the manner in which society fuels, owns and makes use of its cars. This paper reports a research project which made use of focus groups to examine the narratives of British transport professionals concerning forthcoming developments in the automobility system. Specific attention was given to what the expectations for future change in automobility are, if these changes will likely lead to a transition towards a more sustainable system and the manner in which a transition of this nature could be facilitated. The oral testimony offered during the focus groups has been assessed qualitatively using thematic analysis. The results suggest that there is a commonly held view that the automobility system is entering a stage of flux which may lead to considerable changes in system configuration. However, the attainment of a sustainable transition for the system will likely be inhibited by a series of institutional, societal and physical barriers which may restrict system developments

The craft settings in Kainua-Marzabotto: places and archaeological issues

Excavations in the Etruscan city of Marzabotto, the ancient Kainua, have brought to light a well-developed production structure over time which, especially for the Etruscan world, makes Marzabotto an especially favourable, paradigmatic context for the study of this particular aspect. Thanks to the contributions from the most recent investigations, together with the revision of older excavation data, this theme has in recent years benefitted from a series of updated considerations. The quality and variety of the data collected permits analyses from multiple points of view, not only on an architectural and urban planning level, but also on social, economic and political-institutional levels

Did Neoliberalizing West African Forests Produce a New Niche for Ebola?

A recent study introduced a vaccine that controls Ebola Makona, the Zaire ebolavirus variant that has infected 28,000 people in West Africa. We propose that even such successful advances are insufficient for many emergent diseases. We review work hypothesizing that Makona, phenotypically similar to much smaller outbreaks, emerged out of shifts in land use brought about by neoliberal economics. The epidemiological consequences demand a new science that explicitly addresses the foundational processes underlying multispecies health, including the deep-time histories, cultural infrastructure, and global economic geographies driving disease emergence. The approach, for instance, reverses the standard public health practice of segregating emergency responses and the structural context from which outbreaks originate. In Ebola's case, regional neoliberalism may affix the stochastic "friction" of ecological relationships imposed by the forest across populations, which, when above a threshold, keeps the virus from lining up transmission above replacement. Export-led logging, mining, and intensive agriculture may depress such functional noise, permitting novel spillovers larger forces of infection. Mature outbreaks, meanwhile, can continue to circulate even in the face of efficient vaccines. More research on these integral explanations is required, but the narrow albeit welcome success of the vaccine may be used to limit support of such a program.SCOPUS: re.jinfo:eu-repo/semantics/publishe

Developing an index of vulnerability to motor fuel price increases in England

As the outlook for oil prices remains uncertain, this paper develops a method to assess which areas of England would be most vulnerable to future motor fuel price increases. Building on previous research, we define and operationalise three dimensions of vulnerability: exposure (the cost burden of motor fuel), sensitivity (income) and adaptive capacity (accessibility with modes alternative to the car). We exploit unique data sets available in England, including the ‘MOT’ vehicle inspection data and DfT Accessibility Statistics. This allows us to map vulnerability to fuel price increases at a spatially disaggregated level (Lower-layer Super Output Areas), taking into account motor-fuel expenditure for all travel purposes, and the ability of households to shift to other modes of travel. This is an advancement on the ‘oil vulnerability’ indices developed in previous international research