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Zhan Guo - One of the best experts on this subject based on the ideXlab platform.
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residential street parking and Car Ownership
Journal of The American Planning Association, 2013Co-Authors: Zhan GuoAbstract:Problem, research strategy, and findings: Local governments’ minimum street-width standards may force developers to oversupply, and residents to pay excessively for, on-street parking in residential neighborhoods. Such oversupply is often presumed to both encourage Car Ownership and reduce housing affordability, although little useful evidence exists either way. This article examines the impact of street-parking supply on the Car Ownership of households with off-street parking in the New York City area. The off- and on-street parking supply for each household was measured through Google Street View and Bing Maps. The impact of on-street parking on Car Ownership levels was then estimated in an innovative multivariate model. The unique set-up of the case study ensures 1) the weak endogeneity between parking supply and Car Ownership and 2) the low correlation between off-street and on-street parking supply, two major methodological challenges of the study. Results show that free residential street parking in...
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Residential Street Parking and Car Ownership
Journal of the American Planning Association, 2013Co-Authors: Zhan GuoAbstract:Problem, research strategy, and findings: Local governments' minimum street-width standards may force developers to oversupply, and residents to pay excessively for, on-street parking in residential neighborhoods. Such oversupply is often presumed to both encourage Car Ownership and reduce housing affordability, although little useful evidence exists either way. This article examines the impact of street-parking supply on the Car Ownership of households with off-street parking in the New York City area. The off- and on-street parking supply for each household was measured through Google Street View and Bing Maps. The impact of on-street parking on Car Ownership levels was then estimated in an innovative multivariate model. The unique set-up of the case study ensures 1) the weak endogeneity between parking supply and Car Ownership and 2) the low correlation between off-street and on-street parking supply, two major methodological challenges of the study. Results show that free residential street parking increases private Car Ownership by nearly 9%; that is, the availability of free street parking explains 1 out of 11 Cars owned by households with off-street parking. Takeaway for practice: These results offer support for community street standards that make on-street parking supply optional. They also suggest the merits of leaving the decisions of whether, and how many, on-street parking spaces to provide in new residential developments to private markets rather than regulations. Research support: This project was supported by grants from the University Transportation Research Center (Region 2) and the Wagner School Faculty Research Fund.
Joyce Dargay - One of the best experts on this subject based on the ideXlab platform.
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Car Ownership in Greece and UK: A Comparison Based on Pseudo Panel Analysis
2007Co-Authors: Joyce Dargay, Petros VythoulkasAbstract:This paper utilizes the repeated cross-section data from the Household Budget Surveys in Greece and the Family Expenditure Surveys in the UK to compare Car Ownership and estimate Car Ownership models for the two countries. The study follows earlier work by the authors which introduced the pseudo-panel approach for the analysis of Car Ownership. This approach groups individuals or households into cohorts, which are defined on the basis of common shared characteristics, and follows the cohorts in cross-section data sets for different years. From the cohort observations, Car Ownership is examined over the life cycle and for different generations in the two countries. A comparison of the two countries is of particular interest since they are very different in terms of Car Ownership and income levels. Models relating Car Ownership to income, the costs of Car Ownership and use, and the socio-demographic characteristics of the households are estimated for the two countries using a common set of variables, similar time period and a common methodology. The differences and similarities between the UK and Greece are identified and the estimated elasticities for are compared. The magnitude of these elasticities will determine the extent to which motoring could be influenced by various price-related policy measures.
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the effect of income on Car Ownership evidence of asymmetry
Transportation Research Part A-policy and Practice, 2001Co-Authors: Joyce DargayAbstract:This paper examines the effect of income on Car Ownership, and specifically the question of hysteresis or asymmetry. Although there is little doubt that rising income leads to higher Car Ownership, less is understood about the effect of falling income. Traditional demand modelling is based on the implicit assumption that demand responds symmetrically to rising and falling income. The object of this study is to test this assumption statistically. Using a dynamic econometric model relating household Car Ownership to income, the number of adults and children in the household, Car prices and lagged Car Ownership, income decomposition techniques are employed to separately estimate elasticities with respect to rising and falling income. The equality of these elasticities - no hysteresis - is tested statistically against the inequality - hysteresis - hypothesis. Various functional specifications are tested in order to assure the robustness of the results to assumptions concerning functional form. The estimation is based on cohort data constructed from 1970 to 1995 UK Family Expenditure Surveys, and a pseudo-panel methodology is employed. The results indicate that Car Ownership responds more strongly to rising than to falling income - there is a 'stickiness' in the downward direction. In addition, there is evidence that the income elasticity is not constant, but instead declines with increasing Car Ownership.
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Car Ownership in Great Britain: Panel Data Analysis
Transportation Research Record, 2000Co-Authors: Mark Hanly, Joyce DargayAbstract:The analysis of the factors determining changes in travel behavior on the individual (or individual household) level requires information on the behavior of individuals over time. Such "transport" panel surveys are rarely available, particularly for a sufficiently long time period to examine such changes more than cursorily. For the United Kingdom, none exists for other than limited regions. However, the ongoing British Household Panel Survey (BHPS), begun in 1991, provides some information related to transport—specifically, household Car Ownership—as well as information on the economic and sociodemographic characteristics of the households surveyed. BHPS data for 1993 to 1966 are used to analyze Car Ownership and the factors determining Car Ownership decisions on an individual household level. As far as is known, this has not yet been done in any systematic manner. The relationship between Car Ownership, income, and sociodemographic factors such as household composition, residential location, and populat...
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IMPLICATIONS OF DYNAMIC MODELLING FOR Car Ownership AND USE
1993Co-Authors: P B Goodwin, Joyce DargayAbstract:This paper explores the idea of a dynamic model for Car Ownership and use, by arguing that the transition from static to dynamic models is of central importance to understanding the market for Cars. In theory, dynamic models are more general, and include static models as a special case. Whether their use is worthwhile depends on the interest and importance of their actual results. The authors present some results, based on three sets of analyses: (1) some disaggregated analyses using repeated panel surveys; (2) a summary of recent published results of studies of demand elasticities, using dynamic econometric methods; and (3) a reanalysis, using dynamic specifications, of the type of data used for national road traffic forecasts. The respective findings are as follows. (1) Car Ownership is volatile at the individual level, and reductions in Car Ownership are extensive. (2) The effects of a sustained 10% real increase in fuel price suggest that petrol price manipulation is a more efficient tool for achieving fuel consumption objectives than for controlling congestion. (3) In the long run, Car Ownership is very sensitive indeed to running costs. The argument is then taken one stage further, by considering the dynamics of Car use as well as those of Car Ownership. This has consequences for traffic congestion, energy consumption, and transport policy in general. There is an appendix on estimation of Car Ownership and Car use models. This paper was presented at the Lex Symposium on Car Marketing Forecasting, held in London on 11 May 1993.
Josep-lluis Raymond - One of the best experts on this subject based on the ideXlab platform.
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Changes in the structure of Car Ownership in Spain
Transportation Research Part A: Policy and Practice, 2008Co-Authors: Anna Matas, Josep-lluis RaymondAbstract:This paper analyses the factors determining the growth in Car Ownership in Spain over the last two decades. A discrete choice model is estimated at three points in time: 1980, 1990 and 2000. The paper compares the two alternative decision mechanisms used for modelling Car Ownership: ordered-response versus unordered-response mechanisms and concludes that on the basis of forecasting performance, the multinomial logit model and the ordered probit model are almost undistinguishable. The empirical results show that income elasticity is not constant and declines as Car Ownership increases. Besides, households living in rural areas are less income sensitive than those living in urban areas. Car Ownership is also sensitive to the quality of public transport for those living in the largest cities. The results also confirm the existence of a generation effect, which will vanish around the year 2020, a weak life-cycle effect, and a positive effect of employment on the number of Cars per household. Finally, the change in the estimated coefficients over time reflects an increase in mobility needs and, consequently, an increase in Car Ownership. The study also quantifies the relative importance of each explanatory factor to Car Ownership growth.
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Economic Development and Changes in Car Ownership Patterns
SSRN Electronic Journal, 2006Co-Authors: Anna Matas, Josep-lluis RaymondAbstract:The contributions of this paper are twofold: On the one hand, the paper analyses the factors determining the growth in Car Ownership in Spain over the last two decades, and, on the other, the paper provides empirical evidence for a controversial methodological issue. From a methodological point of view, the paper compares the two alternative decision mechanisms used for modelling Car Ownership: ordered-response versus unordered-response mechanisms. A discrete choice model is estimated at three points in time: 1980, 1990 and 2000. The study concludes that on the basis of forecasting performance, the multinomial logit model and the ordered probit model are almost undistinguishable. As for the empirical results, it can be emphasised that income elasticity is not constant and declines as Car Ownership increases. Besides, households living in rural areas are less sensitive than those living in urban areas. Car Ownership is also sensitive to the quality of public transport for those living in the largest cities. The results also confirmed the existence of a generation effect, which will vanish around the year 2020, a weak life-cycle effect, and a positive effect of employment on the number of Cars per household. Finally, the change in the estimated coefficients over time reflects an increase in mobility needs and, consequently, an increase in Car Ownership.
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Economic Development and Changes in Car Ownership Patterns
2005Co-Authors: Anna Matas, Josep-lluis RaymondAbstract:This paper analyzes the factors determining the growth in Car Ownership in Spain over the last three decades. A discrete choice model on a household level is estimated at three points in time: 1980, 1990 and 2000. On the one hand, this time span allows for the observation of how the relationship between Car Ownership and the explanatory factors has changed from a market in clear expansion to a mature one. On the other hand, it makes it possible to quantify the contribution of each factor. The authors use micro data from the Spanish Household Budget Survey. The objective of this paper is to quantify the factors underlying the increase in Car Ownership in Spain from 1980 to 2000. The paper relies on discrete data modeled using an ordered probit model and the results are presented in terms of elasticities. A further interest of the paper lies in the evidence provided on empirical grounds for the two alternative decision mechanisms used for Car Ownership modeling: ordered-response versus unordered-response mechanisms.
Herman Meurs - One of the best experts on this subject based on the ideXlab platform.
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A PANEL-DATA SWITCHING REGRESSION-MODEL OF MOBILITY AND Car Ownership
Transportation Research Part A: Policy and Practice, 1993Co-Authors: Herman MeursAbstract:The objective of this paper is to present a panel data model of Car Ownership and mobility. Unobserved heterogeneity is controlled for by including correlated random effects in the equations describing Car Ownership and mobility. A mass-points approach is adopted to control for unobserved heterogeneity. The results show that decisions concerning the first Car in the household are difficult to affect; a large number of households are inclined to keep one Car. Second Car Ownership may be more sensitive to changes in the observed contributing factors. This suggests that in The Netherlands policies aimed at changing second Car Ownership will be more successful than those aimed at influencing decisions concerning the first Car in households. A major part of the correlation between the unobservables in the Car Ownership and the mobility equations is attributable to random effects. The time-variant errors of the mobility equations are not significantly correlated to Car Ownership decisions. This implies that mobility can only be influenced to a small extent by policy makers without measures aimed at reducing (second) Car Ownership.
Scott Le Vine - One of the best experts on this subject based on the ideXlab platform.
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a nationwide study of factors associated with household Car Ownership in china
Iatss Research, 2017Co-Authors: Scott Le Vine, John W PolakAbstract:Abstract Car Ownership is growing very rapidly in China; whilst this is a reflection of sustained economic growth, it presents a major challenge to Chinese transport policymakers. The consequences of China's motorization also extend beyond the national borders, however, via mechanisms such as increased demand for new automobiles produced in North America and Europe and the global atmospheric concentration of greenhouse gases. Chinese cities are also experimenting with innovative transport policies to manage increasing Car Ownership, which in a number of cases go beyond the menu of policy options that have traditionally been considered in the West. Despite policy interest for these reasons, China's motorization process is poorly understood, in part due to a sCarcity of relevant data. This paper contributes to the body of literature regarding this phenomenon by drawing on a unique data resource: the 2011 wave of the China Household Finance Survey (n = 8438 households). This is a disaggregate national-scale survey dataset developed to monitor economic conditions in China, though to the authors' knowledge the CHFS has not previously been employed to study patterns of Car Ownership. We report a set of three analyses, to identify factors associated with: 1) whether a household owns at least one Car, 2) multiple Car Ownership, and 3) whether a household owns a new Car. Amongst other empirical results, we find that living in a rural area is negatively associated with Car Ownership, net of confounding effects, and that within towns/cities poor accessibility (i.e. long travel time) to the town/city centre is also negatively associated with Car Ownership. These findings regarding spatial effects are contrary to typical findings in the West, where Car Ownership is generally lowest in urban centres. An earlier version of this study was presented at the 2017 Transportation Research Board conference.