The systemic,long-run relation among gasoline demand,gasoline price,income, and vehicle ownership in OECD countries: Evidence from panel cointegration and causality modeling

This paper looks at relationships between gasoline consumption per capita, income, gasoline price, and car ownership for a panel of OECD countries. Estimated long-run and short-run income elasticities are smaller than typically found and gasoline consumption is Granger-caused by gasoline price, but not by car ownership or income. Car ownership is Granger-caused by income and at the margin by gasoline consumption, but not by gasoline price.     

Traffic safety in Gulf countries with special reference to Kuwait

A review of the problem of road accidents in Gulf countries is presented. A special reference is made to the road safety problem in Kuwait. Using cross‐sectional data from Gulf countries and six other Middle Eastern countries and time‐series data for Kuwait, significant relationships are established between fatality rates and motorization levels. Fatality rates per vehicle were found to be inversely related to vehicle ownership levels. Fatality rates are also related to some social and economical parameters including population per physician, population per hospital bed, school‐age population attending schools, vehicle ownership and gross national product per capita.     

Middle‐class Travel Patterns,Predispositions and Attitudes,and Present‐day Transport Policy in Bangkok,Thailand

Abstract

Middle‐class expansion and new consumption patterns have increasingly become an important focus of studies of the development and change in newly industrialized and middle‐income‐developing East and South East Asian countries. However, there is still a dearth of studies in the literature particularly focusing on middle‐class travel patterns, predispositions and transport policy preferences. Nor have the implications of these factors on current transport and land development policy been examined. The present exploratory study addresses this gap by examining three cases in Bangkok, Thailand, which in recent decades witnessed dramatic middle‐class expansion, an increase in private motor vehicle population, and spatial diffusion of middle‐class residences into lower‐density zones in the suburbs. By mainly employing a survey method of data‐gathering and quantitative research analysis, the paper discusses the following findings: (1) that middle‐class travel behaviour is characterized by a high dependence on private motor vehicle travel and ‘inward commuting’; (2) that middle‐class preferences for transport mode and attitudes about remedial policy options are generally protective of their members’ car‐dependence and ownership; and (3) that present policy measures of the Thai government on Bangkok transport perfectly fit and support exclusively middle‐ and upper‐class predispositions and stakes in mobility. These findings in a developing country city basically follow a similar profile to be found in middle‐class‐dominant transport patterns and urban form in a number of North American cities. This paper further argues that in a developing country city such as Bangkok, where marked social differentiation and the combined population of poor and low‐income classes still comprise almost half of the urban social landscape despite an expanding middle‐class, an adequate and good public transport system that also meets the former’s need for efficient mobility is an imperative.     

Long-run relationship among transport demand,income, and gasoline price for the US

Energy used in transport is a particularly important focus for environment-development studies because it is increasing in both developed and developing countries and is largely carbon-intensive. This paper examines whether a systemic, mutually causal, cointegrated relationship exists among mobility demand, gasoline price, income, and vehicle ownership using US data from 1946 to 2006. We find that those variables co-evolve in a transport system; and thus, they cannot be easily disentangled in the short-run. However, estimating a long-run relationship for motor fuel use per capita was difficult because of the efficacy of the CAFE standards to influence fleet fuel economy. The analysis shows that the fuel standards program was effective in improving the fuel economy of the US vehicle fleet and in temporarily lessening the impact on fuel use of increased mobility demand. Among the policy implications are a role for efficiency standards, a limited impact for fuel tax, and the necessity of using a number of levers simultaneously to influence transport systems.     

An overview of transport in Kuwait

Abstract

Kuwait is a relatively small country located at the top of the Arabian Gulf with population in 1980 amounting to 1.355 millions. Kuwait occupies an area of approximately 17 800 square kilometres. Kuwait's main source of national income is oil export. Income from oil export and other sources has resulted in Kuwait having the highest per capita income in the world. Consequently vehicle ownership is very high and traffic is ever growing and extending. Kuwait is self‐sufficient in only a few commodities and has a shortage of local labour. This means that transport has a fundamental role to play at the national and international level for the development of Kuwait's economy.

This paper provides a brief statement of transport in Kuwait. It starts by describing Kuwait's national setting and touches on the economic and social aspects in Kuwait that have an influence on transport patterns and needs. It describes the national transport system and covers road, air, rail and ports. Urban development planning in Kuwait is described and issues related to stages of urban development planning. The Kuwait City Master Plan and new town initiatives are presented. The urban transport system in Kuwait Metropolitan Area is described. In particular the characteristics of the urban road network and public transport facilities are outlined along with recent transport planning studies and new initiatives in the urban transport system.

The paper ends with a statement on organizations involved in the transport sector in Kuwait and a note on transport finance.     

Granger-causality between transportation and GDP: A panel data approach

This paper investigates the Granger-causality relationship between income and transportation of EU-15 countries using a panel data set covering the period 1970–2008. In the study, inland freight transportation per capita in ton-km (TRP), inland passenger transportation per capita in passenger-km (PAS), and road sector gasoline fuel consumption per capita in kg of oil equivalent (GAS) are used as transportation proxies and GDP per capita is used as measure of income. Our findings indicate that the dominant type of Granger-causality is bidirectional. Instances of one-way or no Granger-causality were found to correspond with countries with the lowest income per capita ranks in 1970 and/or in 2008. Although we conclude that there is an endogenous relationship between income and transportation, this is not observed until after an economy has completed its transition in terms of economic development.     

Accelerating the transformation to a low carbon passenger transport system: The role of car purchase taxes,feebates, road taxes and scrappage incentives in the UK

The transition to a low carbon transport world requires a host of demand and supply policies to be developed and deployed. Pricing and taxation of vehicle ownership plays a major role, as it affects purchasing behavior, overall ownership and use of vehicles. There is a lack in robust assessments of the life cycle energy and environmental effects of a number of key car pricing and taxation instruments, including graded purchase taxes, vehicle excise duties and vehicle scrappage incentives. This paper aims to fill this gap by exploring which type of vehicle taxation accelerates fuel, technology and purchasing behavioral transitions the fastest with (i) most tailpipe and life cycle greenhouse gas emissions savings, (ii) potential revenue neutrality for the Treasury and (iii) no adverse effects on car ownership and use.The UK Transport Carbon Model was developed further and used to assess long term scenarios of low carbon fiscal policies and their effects on transport demand, vehicle stock evolution, life cycle greenhouse gas emissions in the UK. The modeling results suggest that policy choice, design and timing can play crucial roles in meeting multiple policy goals. Both CO₂ grading and tightening of CO₂ limits over time are crucial in achieving the transition to low carbon mobility. Of the policy scenarios investigated here the more ambitious and complex car purchase tax and feebate policies are most effective in accelerating low carbon technology uptake, reducing life cycle greenhouse gas emissions and, if designed carefully, can avoid overburdening consumers with ever more taxation whilst ensuring revenue neutrality. Highly graduated road taxes (or VED) can also be successful in reducing emissions; but while they can provide handy revenue streams to governments that could be recycled in accompanying low carbon measures they are likely to face opposition by the driving population and car lobby groups. Scrappage schemes are found to save little carbon and may even increase emissions on a life cycle basis.The main policy implication of this work is that in order to reduce both direct and indirect greenhouse gas emissions from transport governments should focus on designing incentive schemes with strong up-front price signals that reward ‘low carbon’ and penalize ‘high carbon’. Policy instruments should also be subject to early scrutiny of the longer term impacts on government revenue and pay attention to the need for flanking policies to boost these revenues and maintain the marginal cost of driving.     

The role of individual characteristics in car ownership shortly after relationship dissolution

The dissolution of a relationship is a life event that often coincides with many other changes in life, such as a decline in income level or household size or a change in place of residence. This study aims to provide more insight into the ways in which circumstances shortly following the disruption of a relationship affect travel behaviour. Register data that combines information on the Dutch population, income and vehicle registration are used to understand how personal situations that are closely related to relationship disruption affect car ownership. The study shows that several characteristics of singles and single partners shortly after a breakup negatively affect car ownership. For instance, a relatively low income level, unemployment, living in a city or a residential move all affect car ownership negatively. This study focuses on the role of circumstances shortly after relationship disruption, demonstrating the importance of such an event.     

Alternative Modeling Approaches Used for Examining Automobile Ownership: A Comprehensive Review

Abstract

Household vehicle ownership, and the associated dimensions including fleet size, vehicle type and usage, has been one of the most researched transport topics. This paper endeavors to provide a critical overview of the wide-ranging methodological approaches employed in vehicle ownership modeling depending on the ownership representation over the past two decades. The studies in the existing literature based on the vehicle ownership representation are classified as: exogenous static, exogenous dynamic, endogenous static and endogenous dynamic models. The methodological approaches applied range from simple linear regressions to complex econometrics formulations taking into account a rich set of covariates. In spite of the steady advancement and impressive evolution in terms of methodological approaches to examine the decision process, we identify complex issues that pose a formidable challenge to address the evolution of vehicle ownership in the coming years. Specifically, we discuss challenges with data availability and methodological framework selection. In light of these discussions, we provide a decision matrix for aiding researchers/practitioners in determining appropriate model frameworks for conducting vehicle ownership analysis.     

Gender,Residential Location,and Household Travel: Empirical Findings from Low‐income Urban Settlements in Durban,South Africa

Abstract

Urban development and transport policies designed to improve the livelihoods of poor communities need to consider the particular needs of women to be effective. Gender roles are played out in a spatial world, and can thus be expected to vary across the urban landscape. The paper examines empirical relationships between spatial factors—in particular residential location within the city—and travel behaviour for men and women in a cross‐section of low‐income communities in a large metropolitan area in South Africa. Data from a comprehensive household survey show that locality has a significant influence on gender experiences of mobility. Gender differences are greatest in more distant, rural localities, although site‐specific characteristics such as walking access to social services, informal work, and small‐scale agriculture help alleviate women’s inequitable travel burdens. Central localities display the smallest differences between men and women’s travel habits, supporting the notion that the high access afforded by centrally located housing helps to promote the satisfaction of women’s daily needs as well as their strategic empowerment. Households in peri‐urban and peripheral localities suffer the highest travel burdens, having neither the high access of a central location nor the livelihoods‐enhancing amenities of a rural environment. Women bear a large part of this burden. Urban development strategies to benefit the urban poor while promoting gender equity are highlighted, including an added emphasis on the provision of social and educational infrastructure within closer proximity to peripheral residential areas, coupled with better pedestrian access.     

Interdependencies between turning points in life and long-term mobility decisions

Turning points in life include important personal and familial events as well as changes in the places of residence, education and employment. The latter usually involve alterations in the spatial distribution of activities and, hence, in the activity space, thereby also influencing the daily travel behavior. In this context, the ownership of mobility tools, such as cars and different public transport season tickets, also plays an important role, since people commit themselves to particular travel behaviors as they trade large one-time costs for a low marginal cost at the time of usage. At the same time, decisions concerning mobility tool ownership have lasting effects, as have the decisions concerning location choices. A longitudinal perspective on the dynamics of these long-term mobility decisions is available from people??s life courses, which link different dimensions of life together. In order to study these dynamics and the influence of turning points in life, a longitudinal survey covering the 20?year period from 1985 to 2004 was carried out at the beginning of 2005 in a stratified sample of municipalities in the Zurich region, Switzerland. The paper describes the data collection and then presents results which show that there exist strong interdependencies between the various turning points and long-term mobility decisions during the life course, as events occur to a great extent simultaneously. Persons tend to aim for compensation between the different dimensions of life.     

Modeling Car Ownership in Turkey Using Fuzzy Regression

Abstract

This article develops a model which can be used to determine car ownership in Turkey. Because of the lack of disaggregated data, the model is based on aggregated data. As owning a car is mainly affected by economic, social and demographic factors, the car ownership model has a multi-variable form. In order to explain the effects of these factors on car ownership in Turkey, a fuzzy multiple-regression model is used. The major reason for applying fuzzy regression is to overcome the intercorrelation problem associated with the independent variables. In this study, the urbanization rate, average family size, gross national product per capita, average car cost, gasoline price and total length of roads are selected as independent variables. The results show that, by applying a multi-variable approach to possibilistic regression, the model provides not only a crisp output but also an output range for car ownership in Turkey between 1970 and 2000.     

Can environmental awareness explain declining preference for car-based mobility amongst generation Y? A qualitative examination of learn to drive behaviours

Preference for private, motorised transportation grew substantially throughout the global North, during the 20th Century. Through this time rates of licencing, and car ownership, and vehicle kilometres travelled (VKT) rose across age groups. This had a range of environmental and social equity implications, and ignited a priority for investment in road infrastructure. The system of automobility was cemented by lock-in through the assemblage of infrastructure, technologies, policies and behaviours supporting, and frequently requiring, car based mobility. Yet recent evidence has shown that generation Y (18–35 year olds) are practicing mobility in different ways to earlier generations. Stabilising and declining rates of VKT, licencing and vehicle ownership have been identified in a range of industrialised countries. Adopting an interdisciplinary approach, this paper draws from theories of social practice and the theory of planned behaviour, as two traditions to examine what people ‘do’, focusing on the social and the individual respectively. It examines the motivations to learn to drive (LTD), and the preference for driving in New Zealand, a highly car-dependent country, empirically drawing from 51 qualitative interviews. A series of meta-themes are presented and used to explain intended and actual behaviour relating to driving practices. The empirical research finds a diversity of highly nuanced interpretations of LTD, some of which reflect individual characteristics, whilst other interpretations are best understood grounded in a wider societal reading of contemporary trends and meanings. Frequently, justification for learning to drive goes beyond the competency and capacity to drive independently. Implications for policy and planning are detailed.     

Physical characteristics of paratransit in developing countries of Asia

Paratransit modes play a significant role in the urban transport sectors of developing countries since in many cities more than half of the total public transport demand are carried by them. Rapid increase in urban population, per capita income, along with inadequate existing transport infrastructures have stimulated their usage as cheap and convenient public transport modes. This paper examines their present role and physical characteristics in a comparative form to provide a basic data for discussion of urban transport issues in developing cities.     

Appropriate mass transit for developing cities

This paper is concerned with the majority of developing nations who lack large resources for public sector projects. It questions the basis of much mass transit planning and attempts to put forward a more efficient way of reaching decisions. It calls extensively on experience of Metro Manila, capital of the Philippines, where an innovative system of metropolitan planning and administration is throwing a new light on ‘appropriate’ investment in such developing cities.

Mass transit systems as currently conceived in such developing cities—fully segregated rail‐based systems—are unlikely to be affordable (at least for many years) and in consequence scarce resources should not be devoted to developing and evaluating them. Rather, the principal objective should be to provide low‐cost, affordable mass transit—affordable to governments and to passengers. This almost certainly points to road‐based systems, or predominantly at‐grade light rail transit (LRT) systems, which are usually regarded as ‘obviously unworkable’ in developing city environments.

This judgement is questioned and it is suggested the potential of LRT to provide appropriate low‐cost mass transit is not being realized. An approach to determining its potential applicability is proposed. If feasible it should be evaluated against road‐based systems before decisions to implement new mass transit systems are taken.

While circumstances vary between countries the central message of this paper—that public sector resources have a very high opportunity cost which make all but the lowest‐cost mass transit systems very difficult to justify—will hold in all but the higher‐income developing economies.     

Modeling the effects of vehicle emission taxes on residential location choices of different-income households

Taxing vehicle emissions has been advocated as an effective measure to solve the smog and haze problems in China. This paper investigates the effects of vehicle emission taxes on residential segregation in a model of a monocentric city with two income classes. The proposed model explicitly considers the interactions among three types of stakeholders, namely the authority, property developers and heterogeneous households in terms of income level. The properties of the proposed model are analytically explored and the optimal vehicle emission taxes that maximize the social welfare of the urban system are determined. The conditions under which either the rich or the poor lives in the urban central area while the other class in the suburb are identified. The findings show that (i) a high emission tax can drive the low-income households to migrate from suburbs to urban central areas, and the high-income households to migrate from urban central areas to suburbs; (ii) the implementation of the vehicle emission taxes can effectively reduce the air pollution cost and increase the total social welfare of the urban system; and (iii) the emission tax policy may incur inequity issue in terms of change in utility levels of different income classes before and after introducing the vehicle emission taxes.     

Are young Americans carless across the United States? A spatial analysis

This study uses the National Household Travel Survey (NHTS) data to investigate the most recent correlates of vehicle ownership among young Americans. This study performs a spatial analysis to examine the potentially non-stationary relationships between sociodemographic factors and vehicle ownership. Consistent with previous studies, modeling results from this study showed that young Americans are more likely to be carless than older adults. The spatial analysis answers the research question – in which regions(s) young Americans are even less likely to have a car. The results highlighted the Northeast states for the young American’s extra-lower vehicle ownership if the influences of all other factors are held constant. The cost of living and availability of transportation alternatives are possible reasons. Further, this study built separate models for young adults (25–34 years old) and three older age groups. The vehicle ownership correlates within the young adults are found to be generally consistent with the correlates among all adults. Among young adults, vehicle ownership is still significantly related to their gender, educational attainment, employment status, household characteristics, and travel demand. However, young adults’ vehicle ownership seems to be less sensitive to household income than mid-age adults’ (35–44 years old), perhaps because young people may not perceive financial stress such as child support and mortgage. This study contributes by using a spatial analysis approach to reveal the non-stationary correlates of vehicle ownership. This approach is useful for future travel behavior research and transportation policy considering the spatial heterogeneity.     

Driving Forces behind the Growth of Per‐capita Car Driving Distance in the UK, 1970–2000

Abstract

Although per‐capita car trip distance (measured in passenger‐km) and car driving distance (measured in vehicle‐km) in the UK have kept increasing, their growth rates slowed considerably in the 1990s when compared with the 1970s and 1980s. The paper investigates the main driving forces behind the changes in car trip and car driving distances, and it examines the determining factors for the slow down of growth in the 1990s on the basis of the analysis of data from the National Travel Survey (1975/76, 1989/91, 1992/94, 1995/97 and 1999/2001). In particular, it emphasizes the significance of changes in car ownership levels as a key driving force and attempts to separate this ‘car ownership effect’ from other effects. The log‐mean Divisia index decomposition method is applied to measure the relative contribution of each effect. Separate analyses are undertaken according to trip purpose. Other underlying causes, such as changes in fuel price and road capacity, are also examined.     

Reducing car dependence in the heart of Europe: lessons from Germany,Austria, and Switzerland

Munich, Berlin, Hamburg, Vienna, and Zurich – the largest cities in Germany, Austria, and Switzerland – have significantly reduced the car share of trips over the past 25 years in spite of high motorisation rates. The key to their success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while increasing the safety, convenience, and feasibility of walking, cycling, and public transport. The mix of policies implemented in each city has been somewhat different. The German cities have done far more to promote cycling, while Zurich and Vienna offer more public transport service per capita at lower fares. All five of the cities have implemented roughly the same policies to promote walking, foster compact mixed-use development, and discourage car use. Of the car-restrictive policies, parking management has been by far the most important. The five case study cities demonstrate that it is possible to reduce car dependence even in affluent societies with high levels of car ownership and high expectations for quality of travel.     

An analysis of public bus transit performance in Indian cities

Maintaining and enhancing public transit service in Indian cities is important, to meet rapidly growing mass mobility needs, and curb personal motor vehicle activity and its impacts at low cost. Indian cities rely predominantly on buses for public transport, and are likely to continue to do so for years. However, the public bus transit service is inadequate, and unaffordable for the urban poor. The paper explores the factors that contribute to and affect efforts to improve this situation, based on an analysis of the financial and operational performance of the public bus transit service in the four metropolitan centres and four secondary cities during the 1990s. Overall, there were persistent losses, owing to increasing input costs and declining productivity. The losses occurred despite rapidly increasing fares, and ridership declined. The situation, and the ability to address it, is worse in the secondary cities than the metropolitan centres. We suggest a disaggregated approach based on the needs and motivations of different groups in relation to public transit, along with improved operating conditions and policies to internalize costs of personal motor vehicle use, to address the challenge of providing financially viable and affordable public bus transit service.