452 research outputs found
The effect of prices and income on car travel in the UK
The objective of this paper is to analyse the factors determining household car travel,
and specifically the effects of household income and the prices of cars and motor fuels, and
to explore the intertemporal pattern of adjustment. The question of asymmetry in the
response to rising and falling income is also addressed. Such asymmetry may be caused by
habit or resistance to change or the tendency to acquire habits to consume more easily than
to abandon them. The impact of prices, the speed of adjustment and the resistance to
change will be important in determining the possibility of influencing travel behaviour and
specifically car use. The study utilises repeated cross-section data from the annual UK
Family Expenditure Surveys and employs a pseudo-panel methodology. The results are
compared with those for car ownership estimated on the basis of similar models
Determinants of car ownership in rural and urban areas: a pseudo-panel analysis
This paper examines the factors determining car ownership for households living in rural and urban areas. A dynamic car ownership model is estimated using a pseudo-panel approach, based on data from Family Expenditure Surveys in the UK for 1982 to 1995. The results show that rural households' car ownership is far less sensitive to motoring costs than that of their urban counterparts. The implication of these results is that general increases in the costs of car transport would pose a considerable economic burden for rural households, and that other area-specific transport measures may be more suitable, particularly from an equity point of view
The demand for local bus services in England
This paper examines the demand for local bus services in England. The study is based on a
dynamic model relating per capita bus patronage to bus fares, income, and service level,
and is estimated using a combination of time-series and cross-section data for English
counties. The results indicate that patronage is relatively fare-sensitive, with a wide
variation in the elasticities
Volatility of car ownership, commutingmode and time in the UK
This paper has two objectives: to examine the volatility of travel behaviour over timeand consider the factors explaining this volatility; and to estimate the factors determiningcar ownership and commuting by car. The analysis is based on observations of individualsand households over a period of up to eleven years obtained from the British HouseholdPanel Survey (BHPS). Changes in car ownership, commuting mode and commuting timeover a period of years for the same individuals/households are examined to determine theextent to which these change from year to year. This volatility of individual behaviour is ameasure of the ease of change or adaptation. If behaviour changes easily, policy measuresare likely to have a stronger and more rapid effect than if there is more resistance tochange. The changes are ?explained? in terms of factors such as moving house, changingjob and employment status. The factors determining car ownership and commuting by carare analysed using a dynamic panel-data models
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
The optimal choice of commuting speed: consequences for commuting time, distance and costs
In this paper, we derive a structural model for commuting speed. We presume that
commuting speed is chosen to minimise commuting costs, which encompass both
monetary and time costs. At faster speed levels, the monetary costs increase, but the time
costs fall. Using data from Great Britain, we demonstrate that the income elasticity of
commuting speed is approximately 0.13. The ratio of variable monetary costs to travel
time costs is estimated to be about 0.14. An implication of this is that as incomes rise
commuters choose faster modes, despite their higher monetary costs. This has been an
important factor in the growth of commuting by car in the past decades (for example,
during the 90s the percentage of work trips made by car in Britain increased from 65 per
cent to 70 per cent) and is anticipated to be relevant in the next decades for developing
countries such as China and India. With increasing congestion, the time-advantage of car
travel will decline, but unless faster public transport modes are available, there will be
little incentive to switch to public transport (unless the monetary costs decline
substantially in relation to car travel)
Income's Effect On Car and Vehicle Ownership, Worldwide: 1960-2015
Ownership, growth projection, cars, vehicles, global economy, income levels
The effect of income on commuting time - an analysis based on panel data
Although urban economics theory predicts that households with higher incomes have different commuting time patterns than low income households, the direction of the effect is ambiguous. From a “value of time” perspective, one can argue that high income households may have shorter commuting times because their time is more precious; thus they choose to live closer to the job and are willing to pay for faster modes of travel. However, it can alternatively be argued that they may have longer commuting times, because they desire and can afford more living space and a higher quality of housing than is available or affordable in closer proximity to employment centres. Empirical testing of these alternative hypotheses is not straight forward because income, itself, is determined by commuting time as workers are willing to travel further for higher wages. This reverse causation must be taken into account in the estimation, but this is often problematic due to a lack of good control variables. In the current paper, we employ panel data to overcome these problems. To deal with reversed causation we only select workers who did not change workplace location during the period. For these workers, changes in commuting time resulting from an income change come about either through a change in residential location or a change in travel mode. In addition, by estimating the effect of annual income changes on commuting time changes, the necessity of good control variables is avoided.
Development in Danish international air traffic
The paper is describing the development in international air traffic made by Danes and for all travellers out of Denmark in the period 2002 - 2012. Development in passengers, destination countries and prices is illustrated. The person kilometres by Danes have increased 80% or 7.2% per year in mean during the 10 years. This increase has been analysed by a panel data model. The conclusion found by modelling is the increasing travel activity first of all is driven by increasing income and to less extent by decreasing prices. The paper is furthermore showing how the international air traffic has got more effective and to what extent Low Cost Carriers have taken over an important part of the travel market
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