Identifying hotspots of transport disadvantage and car dependency in rural Ireland

Carroll, Páraic; Benevenuto, Rodolfo; Caulfield, Brian

doi:10.1016/j.tranpol.2020.11.004

Cited by 44 publications

(19 citation statements)

References 32 publications

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“…In addition, the presence of more working adults, the elderly, and training in households encourages the purchase of more vehicles ( 44 ). Some studies focus on cities where employment and commerce positions are concentrated in central regions, leading families that reside in outermost regions, like the suburbs ( 45 ), or rural areas ( 46 ), to need to acquire vehicles.…”

Section: Resultsmentioning

confidence: 99%

Trends, Enablers, and Barriers for Car Ownership

Fronteli

Paladini

2022

Transportation Research Record: Journal of the Transportation R

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Car ownership has been the object of interest in various research areas. Studies on the topic focus especially on the influence of factors such as environment, life, family events, use, and availability, usually restricted to a given city or region. This paper focuses on recent studies that identified enablers, barriers, and trends related to car ownership in the automotive sector. We use an exploratory-qualitative approach based on systematic mapping of the literature to select papers published between 2019 and March 2021 on the Scopus database. As a result, we first classified the factors that act as enablers or barriers to the acquisition and maintenance of cars. These factors were divided into the following six groups: personal, cultural, political, economic, technological, and environmental. Next, we identified car-ownership-related trends for the automotive sector: purchase replaced by effective use; restrictions on car ownership; autonomous driving; sustainable mobility; new mobility models; customized customer service; real-time integrated modal communication, systematic global traffic, and integrated urban planning. We consider our findings to be relevant contributions to the industry in relation to establishing strategies and public administrators acting in the transportation planning field.

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Section: Resultsmentioning

confidence: 99%

Trends, Enablers, and Barriers for Car Ownership

Fronteli

Paladini

2022

Transportation Research Record: Journal of the Transportation R

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“…Despite the material referenced in previous sections, transport poverty in rural areas is arguably an issue that has received limited attention from the research community [30,39]. Similarly, relatively little is known about the effectiveness of introducing new types of shared mobility such as car-sharing, ridesharing, and bicycle pools in rural areas [29]. Thus, there is scope for research into how shared mobility can complement public transport and mitigate transport poverty problems in rural areas.…”

Section: Knowledge Gapsmentioning

confidence: 99%

“…One consequence of the high car dependency within rural transport systems is that many are forced into car ownership [29]. In other words, many rural dwellers own and use cars even though they would rather not.…”

mentioning

confidence: 99%

Shared Mobility in Rural Contexts: Organizational Insights from Five Mobility-as-a-Service Pilots in Sweden

2021

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Despite a growing interest in using Mobility-as-a-Service (MaaS) as a tool to address rural transport problems, the question of how to organize such a concept remains unanswered. To address this knowledge gap, this article explores organizational elements of rural MaaS pilots. The analysis, which is based on participatory observation and interviews with actors involved in five pilots in rural areas of Sweden, reveals that the motives of the actors involved in rural MaaS both overlap with and diverge from the frequently stated objectives of urban MaaS developments. Both concepts center on complementing and extending public transport, but while urban MaaS is underpinned by the fight against climate change, congestion, and local pollution, the main objective of rural MaaS is to reduce transport poverty. The analysis, moreover, illustrates that despite the geographic differences, actors involved in rural MaaS pilots face similar organizational challenges as have been reported from urban MaaS developments. In both cases, actors struggle with finding their roles, mitigating uncertainties, distributing responsibilities, and negotiating business models. Finally, the analysis finds that rural MaaS puts higher expectations on user involvement than urban MaaS and identifies a risk that rural MaaS developments might contribute to spatial injustice since the studied pilots only supported rural communities with high social capital.

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“…The hazard ratios of 0.40 and 0.66 for towns and cities also are in accordance with that. One possible explanation is that respondents that grew up in villages had a more urgent need for reliable private transportation, as villages in Greece are more isolated and rural areas [66,67]. On the other hand, cities and towns offer public transport services that render the need of purchasing a private vehicle much less immediate.…”

Section: Duration Analysis Of the Interval From Getting A Car Driving License Until Getting A First Private Carmentioning

confidence: 99%

“…Finally, the hazard ratios of 0.34 and 0.74 for respondents that grew up in towns and cities respectively show that they are much less likely to get a bicycle as adults compared to respondents that grew up in villages. A possible explanation is that those whole grew up in villages had a bigger need of having a reliable private transport vehicle, due to living in remote areas, that are less frequently covered by public transport [66,67]. On the other hand, research has shown that bicycle usage has been mostly linked with shorter trip distances and rural areas are usually characterized by longer trips.…”

Section: Duration Analysis Of the Age At Which Adults Get Their First Bicyclementioning

confidence: 99%

Exploring Generational Private Mobility Paradigm Shifts through Duration Modeling Analytics: A Greek Case Study

Fyrogenis¹,

Politis²

2021

Future Transportation

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In this paper, we explore lifetime private mobility milestones in Greece and identify the factors that affect them, to explore the everchanging mobility landscape. In total, five archetypal private mobility milestones were examined: the age of getting a car driving license and the period until getting a car following that; the age of getting a motorbike driving license; the age of getting a first bicycle as an adult; and the age of first traveling by airplane. To this end, duration modeling and namely Kaplan-Meier and Cox Proportional Hazards models were developed. Results show that mobility paradigms are evolving and are affected by a wide array of factors. Generational differences are particularly highlighted, as younger travelers are less likely to get a car driving license or a car sooner but are more likely to get a bicycle as adults. Higher parents’ income diversely affects multiple mobility milestones. Growing up in rural locations and sustainable transport awareness also significantly affect mode choice related mobility milestones. Men were more likely to get both car and motorbike driving licenses at younger ages. The above results highlight the mobility profiles of Greek citizens and the factors that affect them, while offering insights into a future mobility landscape.

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Identifying hotspots of transport disadvantage and car dependency in rural Ireland

Cited by 44 publications

References 32 publications

Trends, Enablers, and Barriers for Car Ownership

Trends, Enablers, and Barriers for Car Ownership

Shared Mobility in Rural Contexts: Organizational Insights from Five Mobility-as-a-Service Pilots in Sweden

Exploring Generational Private Mobility Paradigm Shifts through Duration Modeling Analytics: A Greek Case Study

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