Car-less or car-free? Socioeconomic and mobility differences among zero-car households

Brown, Anne

doi:10.1016/j.tranpol.2017.09.016

Cited by 97 publications

(61 citation statements)

References 25 publications

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“…Second, if the ridesourcing companies provide shared ridesourcing services like Lyft line and uberPool in these two cities, it would decrease the service fare and become more affordable for lower-income households. Brown (2017) showed that in Los Angeles, the ridesourcing services were used more in lower-income areas, with a higher percentage of families with no cars [60]. However, some social perceptions of shared ridesourcing should be considered, such as women may not prefer to share their ridesourcing with strangers in these two cities as it is reported in the other similar studies in Brazil and the American cities [17,61,62].…”

Section: Socioeconomic Characteristicsmentioning

confidence: 85%

The Relationship between Regular Use of Ridesourcing and Frequency of Public Transport Use in the MENA Region (Tehran and Cairo)

2020

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Despite the growing share of ridesourcing services in cities, there is limited research about their impacts on other transport mode choices in the large cities of the Middle East and North Africa (MENA). There is a debate about whether ridesourcing affects the frequent use of sustainable modes like public transport. This study uses the results of a large-scale series of face-to-face interviews in Tehran and Cairo to study the relationship between the regular use of ridesourcing and the frequency of public transport use. Descriptive statistics and logit regression are used to analyze this association. The findings indicate contradictory correlations between the regular use of ridesourcing and the frequent use of public transport in Tehran and Cairo. The regular use of ridesourcing has a positive correlation with the probability of frequent public transport use in Cairo. In contrast, this correlation is negative in Tehran, which means that the regular ridesourcing users are less likely than the non-regular users to use frequently public transport. The reasons for these different correlations are studied in terms of socioeconomic variables, accessibility, and the citizens’ perception of public transport in both cities.

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Section: Socioeconomic Characteristicsmentioning

confidence: 85%

The Relationship between Regular Use of Ridesourcing and Frequency of Public Transport Use in the MENA Region (Tehran and Cairo)

2020

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“…The most important factor influencing whether a household owns a car is its level of income. In the U.S., most households that can afford to own a car do so (Blumenberg and Pierce, 2012;Brown, 2017;Chu, 2002;Giuliano and Dargay, 2006;Mitra and Saphores, 2017). Income may be the main factor, but the built environment, transit service, and land use policies all affect car ownership levels (Chatman, 2013;Guo, 2013;Salon, 2009;Weinberger, 2012;Zegras, 2010).…”

Section: Car Ownership Among Low-income Householdsmentioning

confidence: 99%

“Desperately Need a Car”: Analyzing crowdfunding campaigns for car purchases and repairs on Gofundme.com

Klein

Tran

Riley

2020

Travel Behaviour and Society

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Our study explores the phenomenon of using the crowdfunding website GoFundMe.com to raise money to purchase and or repair a personal vehicle. We use both text mining and qualitative analysis methods to ask three research questions about GoFundMe campaigns from the United States created in 2018 and 2019. First, how do campaigners on GoFundMe describe their need for personal vehicles? Second, what precipitating events led them to seek crowdfunding for a car purchase or repair? Third, what are broader contexts for these requests for financial assistance? We find that many campaigns describe several interrelated crises, complications, or challenges that the campaigners faced, such as medical conditions, loss of employment, and housing crises. Most campaigners are without a functioning car because of an unexpected event-a car crash, a breakdown, or repairs piling up-combined with their inability to pay for the repairs or replacement. Finally, campaigners wanted cars to travel to work and school, to chauffeur children, and to access medical care.

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“…The first critical voices appeared in the 1960s with, for example, Jane Jacobs in the USA or the Buchanan report in the UK, but it was only towards the end of the so-called car century that the negative effects of automobility led to a different view of the car in cities. Car-free housing as defined here emerged in the 1990s in Germany, in the context of a sociological project on carfree households at the University of Bremen (Burwitz et al, 1992). The first development was built in Bremen (Grünenstraße) in 1995 (Scheurer, 2001), and several others followed in Europe, including in Switzerland in 2011.…”

Section: Households Living In Car-free Housing Developmentsmentioning

confidence: 99%

Between ecological convictions and practical considerations – profiles and motivations of residents in car-free housing developments in Germany and Switzerland

Baehler

Rérat

2020

Geogr. Helv.

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Abstract. Automobility still dominates transport and space in most European cities. However, more and more initiatives are being taken to encourage a transition towards low-carbon mobility. One of these is car-free housing, where residents commit to living without a private car. This paper addresses their profiles and motivations based on a questionnaire survey (N=571) and interviews (N=50) in nine housing developments in Germany and Switzerland. Residents are characterised by an overrepresentation of families and people with a high level of education, two population groups that are usually more motorised than average. Their motivations and long-term commitment to living car-free can be explained by not only practical reasons (e.g. availability of alternative modes) but also ecological awareness and social values (as shown by the importance of cooperative housing). This paper sheds light on these urban laboratories where the principles of a post-car system are implemented.

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Car-less or car-free? Socioeconomic and mobility differences among zero-car households

Cited by 97 publications

References 25 publications

The Relationship between Regular Use of Ridesourcing and Frequency of Public Transport Use in the MENA Region (Tehran and Cairo)

The Relationship between Regular Use of Ridesourcing and Frequency of Public Transport Use in the MENA Region (Tehran and Cairo)

“Desperately Need a Car”: Analyzing crowdfunding campaigns for car purchases and repairs on Gofundme.com

Between ecological convictions and practical considerations – profiles and motivations of residents in car-free housing developments in Germany and Switzerland

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