Search

Sustainable urban mobility calls for well-informed design of neighborhoods. Although many studies have been conducted in the field, there is little evidence about the relationships between design elements, urban quality and behavior. Little is also known about residents’ valuation of design and urban quality in this context. This study uses a multidisciplinary approach to deal with these issues. The focus is on children’s leisure activities, their travel mode and independence of adult escort in trips to school. Logistic regression models were used to analyze connections between neighborhood design, parents’ satisfaction with urban qualities and children’s behavior. The study included socioeconomic factors, parents’ stated importance of qualities and travel mode to work. It was conducted in a suburban district in the Stockholm region, in three different modernist neighborhoods and one traditional villa area. The results support the hypothesis that environmental and social qualities, and proximity to school, can influence children’s trips to school, and the location and frequency of children’s leisure activities. The results confirm and extend earlier research. Two separate lifestyles were identified across neighborhoods with differencesin housing type and socioeconomic characteristics. They related to parents’ preferences for and priorities of public versus private urban qualities, and location of children’s leisure activity and travel mode to school. The results suggest that schools should be located in neighborhoods, close to both homes and transit, that neighborhoods are car-free or traffic separated and that the outdoor environment is stimulating and cycling-friendly. They further suggest that a higher quality of children’s environment would be achieved if parents’ preferences had greater impact on urban developments, whereas current professional design ideals of mixed traffic and high density can be unsupportive ofthese qualities and can increase car escorts. Altogether, the results point to that design at the neighborhood scale has significance in relation to mobility requirements; and that new priorities are needed in planning and design as part of a comprehensive urban and transportation policy.

International audience; Transportation has experienced extraordinary growth during the last century and still evolves throughout the twenty-first century. To clarify the changes to come, studies of the history of past habits and behaviors are essential. The knowledge of mobility in France is partly based on National Travel Surveys (NTS). In the past these surveys have been conducted five times (1966-67, 1973-74, 1981-82, 1993-94 and 2007-08), which gives five photographies of mobility for households living in France. The definitions and principles of these surveys haven't been modified since the beginning which makes the measurement of structural changes easier. The goal of this paper is to analyze the behavioral changes related to the motorization since the 1960s. The analysis of changes will be focused on the evolution of household motorization (non-motorized, with one car and multi motorized) and the number of driving license holders since the 1960s.

Car ownership is generally considered an important variable in car travel behaviour research, but its specific role is often not well understood. Certain empirical studies consider car ownership as the dependent variable explained by the built environment, whereas other studies deem it to be one of the independent variables explaining car travel behaviour. This paper takes note of the dual influence car ownership has in explaining car travel behaviour by assuming that car ownership mediates the relationship between the built environment and car use. The relationship is estimated using a structural equation model since it accounts for mediating variables. This approach confirms the intermediary nature of car ownership.

Syftet med denna uppsats var att undersöka vilka faktorer som påverkar hur förvärvsarbetande människor i Gävle använder sig av bil och aktiv transport när de transporterar sig till destinationer inom staden. Tio personer, fem butiksbiträden och fem lärare, intervjuades angående deras transportvanor och resonemang kring valet av transportsätt.Resultatet visade att aktiv transport var det vanligaste transportsättet till arbete, träning och butiker i centrum medan bilen var det vanligaste transportsättet till mataffären och destinationer på längre avstånd från hemmet. Avståndet till destinationen, tiden det tar att transportera sig, transport av eventuella varor, bekvämlighet, intresse av motion och rekreation, årstid, väder samt synen på ekonomi och miljö var faktorer som påverkade om deltagarna valde att transportera sig med bil eller aktiv transport. Definitionen på de olika faktorerna varierade mellan deltagarna, vilket kan tyda på att det är den personliga uppfattningen om de olika faktorerna som avgör vilket transportsätt som väljs. Det framkom ingen märkbar skillnad i resvanor mellan deltagare med olika utbildning och arbete.

International audience; This article presents a microeconometric analysis of the annual mileage travelled by French households with their personal cars, defining their automobility. To feature car use dependence, the rational addiction model of Becker et al. (1994) is applied on a panel dataset, drawn from the French "Car Fleet" survey over the period 1999-2001. Importantly, the estimates show that the assumption of addiction to car use cannot be rejected. Furthermore, the model yields realistic kilometric-price and income elasticities of household automobility, for both the short and the long runs.

This is the first research article on expanding emissions trading in the EU to households in which law and economics is explicitly and systematically combined with behavioral science. The goal of the article is neither to plead in favor nor against emissions trading for households, but rather to provide an analysis of such a scheme. To that end, the article gathers relevant theoretical insights and discusses how established empirical findings can be used to design a potentially workable scheme. The analysis not only presents an overview of possible economic and behavioral barriers, but also creates a feedback to its institutional design by presenting possible solutions to overcome them. Downstream allocation creates a more direct and visible carbon incentive, whereas administrative costs can be reduced by concentrating monitoring and enforcement upstream. Behavioral acceptance can be boosted via strategic communication, for instance by stressing that emissions trading is both effective (emissions are capped) and fair (those who emit less, pay less). Energy conservation can be stimulated by frequently sending updates to households of their carbon transactions to make the consequences of their behavior more noticeable. Whether these necessary conditions are also sufficient to ensure political acceptance remains an open question.

Car purchase taxes in The Netherlands are among the highest in the EU. The Dutch government plans to gradually replace car purchase and ownership taxes by a national road user charging system (kilometre charge) in the period 2012 to 2016. As a result, new and second hand car prices in the Netherlands will drop up to 30%. Relatively little research has been conducted on the impacts of such large price changes on car ownership. Reduced car prices are likely to lead to an increase in car ownership. But consumers could also refrain from buying extra cars when they consider the extra operating costs resulting from the kilometre charge. This paper presents one of the few empirical studies to examine the effects of both (large) fixed and variable car cost changes on both car ownership and use. An internet survey among Dutch households was designed and conducted including stated intentions and stated preference experiments. We investigated whether households react more to present one-off fixed costs than to recurrent variable costs, for various specifications of car costs. Model analysis was conducted to derive fixed and variable price elasticities for private car ownership and effects of the kilometre charge. The study shows in their car purchase decisions, households react more strongly to a change in euro per year in fixed car costs than to a euro per year in variable car costs. Abolishing the Dutch car purchase tax while at the same time introducing a kilometre charge will lead to 2% rise in car ownership on the short to medium run (1–5 years).

Due to a variety of reasons, the previous century is characterized by an extraordinary growth in car use that has continued into the current century. This has resulted in serious environmental repercussions. Despite technological advancements, the externalities remain an ecological threat that can not be discarded by policy makers. Therefore, it is essential that policy makers focus on reducing car use and on stimulating the shift towards more environment-friendly transport modes. In this study, Q-methoddology is adopted as the technique to segment people, and to ascertain which approaches and determinants matter to medium distance travel. Segmentation is important, as policy measures will be more efficient and effective if they are fine-tuned on specific target groups. The analysis revealed that four discourses preponderate the paradigm of environmentally sustainable transport: travelers who use public transport as a dominant alternative, car-dependent travelers, travelers with a positive perception of using public transport,a nd travelers with a preference for car use. Concerning rational, economic motives, individuals evaluate travel time reliability as most important. To increase the reliability policy makers should consider the use of separate bus lanes and traffic light manipulation. In addition, public transport can be made even more attractive, when costs of cars are made more variable by road or congestion charging. When the subjective motives are discussed, the differences between the different groups of travelers were more pronounced. Next to increasing the benefits of using public transport, policy makers should also pay attention to removing psycho-social barriers.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2009, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2009, Bu çalışmada, Haziran-Temmuz 2009 dönemi içerisinde, İstanbul’da yaşayan ve aktif otomobil kullanıcısı olan katılımcılarla yapılan anket sonucu elde edilen veriler ışığında, kullanıcılara ait sosyo-ekonomik koşullar ve kullanıcıların otomobil kullanım bilgileri ilişkilendirilmeye çalışılmıştır. Regresyon analiz yöntemi ile İstanbul içi otomobil kullanımının, kullanıcılara ait gelir, yaş, ev sahipliği, çocuk sahipliği, cinsiyet, eğitim seviyesi, medeni durum, otomobil sahipliği, çalışma şekli ve evde diğer otomobile sahip olma durumu gibi değişkenlere bağlı olarak nasıl şekillendiği belirlenmeye çalışılmıştır. Kullanıcı değişkenlerine ait veriler, İstanbul içerisinde Sirkeci-Harem ve Pendik-Yalova feribot hatları ile İstanbul’un değişik ilçelerinde ve toplamda 28 ayrı ilçede yaşayan ve rastgele seçilmiş 362 otomobil kullanıcısı ile birebir görüşme ile yapılan anketler sonucunda toplanmıştır. Bu çalışmanın ikinci bölümünde, otomobil kullanımına ilişkin dünyada yapılmış çalışmalar ve oluşturulmuş modeller hakkında bilgi verilmiştir. Üçüncü bölümde, İstanbul içerisindeki otomobil kullanıcılarının sosyo-ekonomik koşullarına göre dağılım bilgileri, İstanbul içi otomobil kullanımı bilgileri ve otomobil kullanımının, kullanıcıların sosyo-ekonomik koşullarından nasıl etkilendiğinin belirlenmesine yönelik yapılan model araştırması hakkında bilgiler verilmiştir. Dördüncü bölümde ise sonuç ve öneriler sunulmuştur., In this study, between the June-July 2009 period, it is tried to be achieve to find out a relationship between the car user’s socio-economic situations and their car use datas which collected with a survey made in this two mounts period. By using the regression analysing method, car useing in Istanbul is tried to be related with the user’s variables such as, budget, age, home ownership, child ownership, sex, education level, being married, car ownership, working type and the second car ownership in the home. The datas of variables of the car user’s were collected with the survyes that made at the Sirkeci-Harem and Pendik-Yalova ferry lines with 362 people who randomly selected. In the second part of this study, it is given that the information about the studies and models conducted in the world about car use. In the thirdth part, it is given that the information about how the car users saparated due to their socio-economic situations, car using informations in Istanbul and about the model study to find out how car using is shaped in Istanbul due to socio-economic situations of users. In the fourth part, there are results and suggestions given., Yüksek Lisans, M.Sc.

This paper discusses possible contributions of psychologists to sustainable transportation. It is argued that in order to reach sustainable transportation, among others, behaviour changes of individual car users are needed. As transport policies will be more effective if they target important antecedents of travel behaviour, first, factors influencing such behaviour are discussed. It is argued that car use is very attractive and sometimes even necessary for many different reasons. This implies that a combination of policies is called for, each targeting different factors that support car use and hinder the use of more sustainable modes of transport. Next, the paper elaborates on policy strategies that may be employed to achieve sustainable transportation by changing car use. Increasing the attractiveness of sustainable transport modes by means of pull measures seems not sufficient to reduce the level of car use. Besides, car use should be made less attractive by means of push measures to force drivers to reconsider their travel behaviour. The acceptability of such policies may be increased by clearly communicating the aim of these policies, and the expected positive consequences (e.g., less congestion, improved environmental quality). Moreover, possible negative effects for individual freedom may be compensated by implementing additional policies aimed at facilitating the use of sustainable transport modes.

The effectiveness of transport pricing was considered in two studies regarding intended changes in car use if pricing policies were implemented. In the first study, respondents kept a travel diary for four days, noting all their car trips. Next, they indicated to what extent various pricing policies would affect the trips noted in the diary. In the second study, respondents indicated their intention to change their car use for various types of trips if pricing measures were implemented. By using tailored questionnaires, accurate feedback was provided about the financial consequences of pricing for each respondent separately. Results revealed that under pricing policies most people did not intend to change their car use. Pricing policies were relatively more effective when prices increased significantly. Especially visiting and shopping trips were affected, while commuting trips were hardly affected. Moreover, respondents were most likely to reduce their car use for short trips, which are an important source of CO 2 emissions and local air pollution.

This article discusses new developments about goal-dependent framing and multiple goal frames (sometimes also called "multiple motives"), which are highly relevant for understanding environmental behavior. We introduce goal-framing theory, which postulates that goals "frame" the way people process information and act upon it. Three goal frames are distinguished: a hedonic, gain, and normative goal frame. In general, multiple goals are active at any given time, which may (or may not) be compatible; that is, the strength of the focal goal may be influenced by other goals that are in the background. Based on an extensive review of studies in environmental psychology, we suggest those conditions under which each goal frame may be dominant in influencing environmental behavior. In the environmental context, normative goal frames imply acting pro-environmentally, while gain and hedonic goal frames often result in not acting in an environmentally sound manner. Next, we argue that pro-environmental behavior may be promoted by strengthening normative goals or by making gain and hedonic goals less incompatible with normative goals. Finally, based on goal-framing theory, we suggest questions to be addressed in future research.

This paper examines how a transport pricing policy aimed to reduce car use may affect individuals' Quality of Life (QoL), to what extent this policy is acceptable to the public and if people intend to change car use when the policy is implemented. Also, comparisons were made amongst five countries (Austria, Czech Republic, Italy, The Netherlands and Sweden). An internet survey among 490 respondents showed that a stringent measure, i.e., doubling costs of car use, hardly affects people's general QoL. Respondents are unsure whether they would accept the policy and whether they intend to change their car use if the policy is implemented. Respondents from The Netherlands and Sweden are more pessimistic about the QoL consequences of the policy, think the policy is less acceptable and are less inclined to reduce car use than respondents from the Czech Republic, Italy and, to a lesser degree, Austria. Implications and recommendations for developing, adjusting or supplementing QoL measurement instruments and policies are discussed to ensure effective and efficient policy making. (c) 2006 Elsevier Ltd. All rights reserved.

In contrast to other countries where official odometer readings are collected when cars are being inspected or whenever there is a change in the registration data, no such information is available in Germany. The published annual figures on mileage of German vehicles result from model calculations, based on different data sources. The last two large surveys on car use were carried out in 1993 and 2002. These data are analyzed to find determinants of car mileage traveled and to check if there was a significant change of average mileage within 10 years. The method used to find determinants of car mileage is a log-linear analysis of variance. In general, average annual mileage for a German passenger car was 13,500 km in 2002, about 5 % less than in 1993 (14,200 km per car). When both privately and business owned cars are included in the models, only car?specific characteristics can be used as explanatory variables. In these models there is a high effect of the survey year on the car mileage even if other variables – as car size, car age, and type of engine – are controlled for. However, if we consider private cars only, additional variables of individual users can be included in the models. In addition to engine type, age of car, horsepower, the age and gender of the driver are central variables explaining car mileage. The dummy variable for the year is significant as well, but its effect on average mileage is lower, although, e.g., fuel prices did rise by 50 % between 1993 and 2002. Obviously the demographic changes in motorization are dominant, while an effect of fuel price increase is not evident – apart from the trend towards diesel cars. These observations confirm research results, stating that individual preference for car use is a high-level inelastic demand.

This paper examines factors influencing the acceptability of energy policies aimed to reduce the emission of CO2 by households. More specifically, it is Studied to what extent the value-belief-norm theory of environmentalism (VBN theory; Stern, [(2000). Toward a coherent theory of environmentally significant behavior. Journal of Social Issues, 56(3), 407-424.]) is successful in explaining acceptability judgements. In contrast to previous studies, we test the full VBN theory. A questionnaire Study was conducted among 112 Dutch respondents. Results confirmed the causal order of the variables in VBN theory, moving from relative stable general values to belief's about human-environment relations, which in turn affect behaviour specific beliefs and norms, and acceptability judgements, respectively. As expected, all variables were significantly related to the next variable in the causal chain. Biospheric values were also significantly related to feelings of moral obligation to reduce household energy consumption when intermediate variables were controlled for. Furthermore, as hypothesized, personal norms mediated the relationship between AR and acceptability judgements, AR beliefs mediated the relationship between AC beliefs and personal norms, AC beliefs mediated the relationship between NEP and AR beliefs, and NEP mediated the relationship between values and AC beliefs. (c) 2005 Elsevier Ltd. All rights reserved.

This study explores the determinants of car use in Germany by analyzing a panel of travel-diary data collected between the years 1994 and 2001. The analysis is conducted against the backdrop of two questions: Do women have more constrained access to the car than men, and if so, how is this constrained access mitigated or exacerbated by other determinants of car use such as urban form, socioeconomic circumstance, and the demographic composition of the household? A cross-cutting issue is whether the existence of gender discrepancies in car use reflects the outcome of objective reasoning or patriarchal constraints. We pursue these questions by estimating a discrete choice model of the determinants of car utilization on weekdays. While we find that women are characterized by a lower likelihood of car use than men, the magnitude of the discrepancy is not as great as has been suggested elsewhere in the literature. The presence of children is found to play the strongest role in reducing disparities between men and women with respect to car use, while urban form variables are generally play an insignificant role. We conclude that although car use decisions may be made on the basis of objective reasoning, this reasoning often emerges from patriarchal constraints that dictate traditional gender roles.

Current transport models usually do not take motivational factors into account, and if they do, it is only implicitly. This paper presents a modelling approach aimed at explicitly examining the effects of motivational factors on present and future car use in the Netherlands. A car-use forecasting model for the years 2010 and 2020 was constructed on the basis of (i) a multinominal regression analysis, which revealed the importance of a motivational variable (viz., problem awareness) in explaining current car-use behaviour separate from socio-demographic and socio-economic variables, and (ii) a population model constructed to forecast the size and composition of the Dutch population. The results show that car use could be better explained by taking motivational factors explicitly into account, and that the level of car use forecast might change significantly if changes in motivations are assumed. The question on how motivational factors could be incorporated into current (Dutch) national transport models was also addressed. (C) 2001 Elsevier Science Ltd. All rights reserved.

How much to drive, and how much to use public transport, are modelled as three- and two level decisions, respectively, based on micro-data for Sweden. The choices whether to have a car, whether to drive given access to a car, and how much to drive given that the individual drives at all are then estimated using a three equation model. Also after correcting for other variables, such as income, men are driving much more, and using less public transport, compared to women. People living in big cities are less likely to drive, but those who do are on average driving about as much as others. Age and access to company-cars are also important determinants for travel behaviour, but being a member of an environmental organisation is not. Driving increases with income, but to a lower degree compared to most aggregated studies on national level. The difference is explained in a simple model with income-dependent structural changes, implying that it becomes more difficult to live without a car when average income increases. This indirect effect is found to be of a similar size as the ordinary income elasticity typically found in cross-section analysis within a country or region.

How much to drive, and how much to use public transport, are modelled as three- and two level decisions, respectively, based on micro-data for Sweden. The choices whether to have a car, whether to drive given access to a car, and how much to drive given that the individual drives at all are then estimated using a three equation model. Also after correcting for other variables, such as income, men are driving much more, and using less public transport, compared to women. People living in big cities are less likely to drive, but those who do are on average driving about as much as others. Age and access to company-cars are also important determinants for travel behaviour, but being a member of an environmental organisation is not. Driving increases with income, but to a lower degree compared to most aggregated studies on national level. The difference is explained in a simple model with income-dependent structural changes, implying that it becomes more difficult to live without a car when average income increases. This indirect effect is found to be of a similar size as the ordinary income elasticity typically found in cross-section analysis within a country or region.

Tez (Doktora) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2000, Thesis (PhD) -- İstanbul Technical University, Institute of Science and Technology, 2000, Bu tez kapsamında, Türkiye'deki otomobil sahipliğinin geçmişteki eğilimi incelenerek gelecekte ne şekilde davranabileceği modellenmeye çalışılmıştır. Otomobil sahipliğinin tarihsel gelişimin ve kullanılan modeller incelenmiş ayrıca otomobil sahipliğinin toplu taşıma ile olan ilişkisi ve otomobil kullanımı konularına da yer verilmiştir. Türkiye'de otomobil sahipliğine yönelik S eğrisi modelleri, kesit analizi modelleri ve çok değişkenli regresyon modelleri geliştirilmiştir. Modellerde otomobil sahipliğine etki eden en önemli değişken kişi başına gayri safi milli hasıla önemli yer tutmaktadır. Modeller ile öngörü dönemi olarak belirlenen 2000-2025 yılları arası otomobil sahipliği öngörüleri yapılmıştır. Çalışmada, Türkiye'de en fazla otomobilin bulunduğu ile olan İstanbul'da da otomobil sahipliği incelenmiştir. Çalışma sonunda model öngörüleri ve gelecekte yapılması gerekli çalışmalar belirtilmiştir., In this study first, historical development of car ownership models are listed. In the third section, before calibrating car ownership models, historical development and current situation of automotive sector in Turkey are examined. To calibrate a model for car ownership in Turkey, 3 types of S curve (logistic, power growth and Gompertz), cross-section and multi regression models are developed. In order to make forecasts, three scenarios which involve different growth rates of GNP are developed. For all calibrated models forecasts are made for a period of 2000-2025. The same car ownership modelling procedure is used for Istanbul. calibrated models are compared and forecasts for 2025 are discussed. The need for disaggregated data are noted to make more powerful forecasts., Doktora, PhD

ISSN 0769-6464; Les deux sessions présentées dans ce tome 2 mettent l'accent sur l'évolution du rapport à l'automobile. C'est en premier lieu le développement de nouveaux usages en relation avec l'évolution des modes de vie et la prise de conscience des atteintes à l'environnement. Mais ce sont aussi les incitations et les contraintes liées aux moyens d'actions réglementaires ou tarifaires qui posent le problème de l'équité des mesures envisagées. La présentation de quelques politiques alternatives vient alimenter la réflexion de responsables de l'Etat et de collectivités au cours d'une table ronde centrée sur les conditions de mise en œuvre de ces politiques.

ISSN 0769-6464; Les deux premières sessions visent à faire le point sur les tendances d'usage de la voiture en ville, afin d'apprécier les marges de manœuvre réelles, tant par une réduction de son usage que pour inciter à une mobilité de proximité. Le poids du passé (nature des tissus urbains, politiques de stationnement, etc.) peut-il être rapidement contrecarré ? De même, la voiture évolue pour devenir plus propre, moins consommatrice d'espace et s'intéresse à la multimodalité, mais cela suffit-il pour réduire la congestion et la pollution en ville ?

This paper reports on research into the mode-choice behavior of travellers owning motorized vehicles in an Indian travel environment. A disaggregate multinomial logit formulation is used for the development of the mode-choice models. Travellers are stratified based on the type of vehicle owned by households to overcome the problem of non-uniformity in the availability of choice opportunities. Variation in tastes of individual travellers toward the attributes that characterize the alternatives involved in the choice is accounted for by specifying the model coefficients as an appropriate function of the variable that best explains the variation. The models show a satisfactory 'goodness-of-fit' when tested by forming the likelihood ratios. The models are validated against holdout samples using tables of prediction-success over probability ranges, which permit the use of statistical tests to check the consistency of model-predicted choices with observed choices. The models are also utilized to quantify the elasticity of demand for travel by different modes and for estimating the value of travel time of trip makers.

oz ARABA SAHİPLİ?İ VE ARABA KULLANIMI ÇERÇEVESİNDE ANKARA'DA KENTSEL ULAŞIM POLİTİKALARI Babalık, Ela Yüksek Lisans, Kentsel Politika Planlaması ve Yerel Yönetimler Bölümü Tez Yöneticisi: Prof. Dr. Ali Türel Ağustos 1996, 162 sayfa Bu tez, Türkiye'de ve Ankara'da araba sahipliği ve araba kullanımı olgusunu incelemektedir. Kentlerde yaygın araba kullanımından kaynaklanan ulaşım sorunları, pek çok gelişmiş ülke tarafından yaşanmış ve Üçüncü Dünya ülkeleri tarafından yaşanmaktadır. Türkiye ve Ankara, kentlerde yaygın araba kullanımının yeni yaşanmakta olduğu, ancak araba kullanımındaki artışın çok hızlı olduğu bir dönemdedir. Bu koşullar, Ankara'nın yakın gelecekte, benzer kentsel ulaşım sorunlarıyla karşılaşabileceğini göstermektedir. Bu çalışmada, Türkiye genelinde ve Ankara kenti özelinde kentsel ulaşım göstergeleri ve politikaları, Avrupa ülkeleri ve Üçüncü Dünya kentleriyle karşılaştırılarak incelenmiştir. Bu karşılaştırmalı inceleme doğrultusunda Türkiye ve Ankara'da araba kullanım eğilimleri ile buna bağlı kensel sorunların dünya ülkeleriyle karşılaştırıldığında ne boyutta olduğu belirlenmiştir. Ulusal ulaşım politikaları ile Ankara kentinin kentsel ulaşım politikaları ve projelerinin ele alınmasıyla, araba kullanımı nedeniyle gelişmiş ülkelerin yaşadıkları kentsel ulaşım sorunlarının Ankara'da da yaşanıp yaşanmayacağı; Ankara'daki kentsel ulaşım politikalarıyla, araba kullanımının artışının önlenip önlenemeyeceği sorularına yanıt aranmıştır. Anahtar Kelimeler: Araba Sahipliği, Araba Kullanımı, Kentsel Ulaşım Politikaları, Kentsel Arazi Kullanım Politikaları IV ABSTRACT URBAN TRANSPORTATION POLICIES IN ANKARA WITH SPECIAL EMPHASIS ON CAR OWNERSHIP AND CAR USE Babalık, Ela M.S., Department of Urban Policy Planning and Local Governments Supervisor: Prof. Dr. Ali Türel August 1996, 162 pages This thesis analyzes the issue of car ownership and car use in Turkey and particularly in Ankara. Urban transport problems that are caused by high levels of car use have been experienced by many of the developed countries and are being experienced by the Third World Countries. Turkey and Ankara is at the initial phases of extensive car use; however the increase in car use levels is very significant. These conditions reveal that Ankara may face with similar urban transport problems, in the near future. In this study, urban transport indicators and policies in Turkey, particularly in Ankara are observed in comparison with the European countries and Third World cities. Through this comparative analysis, car use trends in Turkey and in Ankara and the dimensions of the associated problems are determined in comparison with the world countries. With the analysis of the national transport policies in Turkey and urban transport policies in Ankara, it is questioned if Ankara will face with similar urban transport problems that the cities in developed countries have experienced due to extensive car use, or will the urban transport policies in Ankara be able to prevent the increasing trend of car use in the city. Keywords: Car Ownership, Car Use, Urban Transportation Policies, Urban Land-Use Policies. Ill 162

Urban mobility in Western countries has evolved substantially over the past fifty years, from an early interest in catering for growing car ownership and use through major road expansion, to the current emphasis on reducing car use and cutting back on road provision, encouraging sustainable travel and promoting liveable cities with a high quality of life. This can be observed in the changing patterns of car use in many European cities over time (i.e. a rapid increase followed by stabilisation and now decline). This evolution can be related to changes in the transport policy paradigm, which has been heavily influenced by the involvement of an increasing range of academic disciplines, many of which have contributed to modifying the supporting data collection, modelling and appraisal methodologies. The paper explores the varying interplay over time between academic/applied research and policy practice, and the methodological legacy left by earlier perspectives on urban mobility. It highlights a recent reinterpretation of mobility provided through taking a 'socio-technical perspective', and speculates on how policy thinking on urban mobility might further evolve over the next forty years.

Towards future innovative transport: visions, trends and methods 43rd European Transport Conference, FRANCFORT, ALLEMAGNE, 28-/09/2015 - 30/09/2015; We are interested in this paper to the longitudinal analysis of car ownership (number of cars per household) and car travel demand (the number of trips made by car per household and per day) in the Paris metropolitan area. The aim is to find the determinants of car ownership and use and the longitudinal analysis allow us to determine life-cycle and generation effects. Income and fuel price elasticities of demand for different residential areas and income groups are also determined. A pseudo panel data approach (which consists in grouping individuals or households into cohorts in using repeated cross-sectional data) is adopted using a succession of five large independent surveys (Enquête Globale Transport) conducted between 1976 and 2010. The cohorts of households are built from time-invariant variables. Concerning the modelling, we have estimated two models (for car ownership and car travel demand) having a semi-log linear specification. We find an elasticity of income on car ownership of 0.47. The influence of income on car ownership is decreasing with regards to a rise in income and is not significant for high income households. Moreover, the income is not a determinant of car ownership in the most urbanized area while it is positive in car dependent areas. The fuel price elasticity on car travel found is -0.22. Furthermore, the elasticity is more important in dense territories where the households can more easily adapt their behavior to a change in fuel price because alternative modes are available.

In 1987 we developed a model (de Jong and Cramer, 1987) for the simultaneous determination of private car ownership and mileage. This model lacks the explicit influence of fixed and variable costs. In the present model, which is a utility model, we introduce these costs through the budget restriction. The model allows for the ensuing non — convexity. We present Maximum Likelihood estimates, using data from the Dutch national budget survey of 1985, and some micro —simulation results.

In this paper we study the demand for car kilometres in two-car households, focusing on the substitution between cars of different fuel efficiency in response to fuel price changes. We use a large sample of detailed Danish data on two-car households to estimate - for each car owned by the household - own and cross-price effects of increases in fuel costs per kilometre. The empirical results show that failure to capture substitution between cars within the household can result in substantial misspecification biases. Ignoring substitution, the basic model yielded fuel price elasticities of -0.98 and -1.41 for the primary and secondary cars, respectively. Accounting for substitution effects, these figures reduce to, respectively,-0.32 and -0.45. Consistent with substitution behaviour, we find that the fuel price elasticity of fuel demand exceeds the elasticity of kilometre demands with respect to the fuel price; the difference strongly increases at the highest deciles of the distribution of kilometre demand. Extending the model to account for driver heterogeneity and the role of car characteristics confirmed the relevance of substitution between cars within the household. We found strong evidence of substitution from the secondary to the primary car, especially if the latter is a more recent car with more horsepower. In general, the results of this paper emphasise the importance of behavioural differences related to the position of the most fuel efficient car in the household, suggesting that households' fuel efficiency choices are related to their price sensitivity. (C) 2016 Elsevier Ltd. All rights reserved.

A large proportion of local pollutants originating from the road transport sector is generated during the so-called cold-start phase of driving, that is, the first few minutes of driving after a car has stood inactive for several hours. Drawing on data from the German Mobility Panel (MOP), this paper analyzes the factors that affect the frequency of cold starts, approximated here by the number of car tours that a household takes over the course of a week. Based on fixed-effects panel estimations, we find a negative and statistically significant effect of fuel prices on the number of tours and, hence, cold starts. Using our estimates to explore the spatial implications arising from fuel price increases stipulated under Germany’s Climate Programme 2030, we find substantial impacts on the number of avoided tours even for modest fuel price increases of 20 cents per liter, particularly in urban areas. This outcome lends support to using carbon pricing as a means to improve both global climate and local air quality, pointing to a co-benefit of climate policy., Discussion Paper / SFB823;34/2020