The social stratification of the costs of motoring in France (1984-2006)

Demoli, Yoann

doi:10.1504/ijatm.2015.070278

Cited by 12 publications

(3 citation statements)

References 10 publications

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“…The high price of new EVs means that for the time being their access is restricted to wealthy households, who often benefit from generous State subsidies, fiscal advantages, free public parking, free access to city centres, preferential road lanes, and lower usage cost due to low energy and maintenance cost. By contrast, the poorer households that often must use a car to go to work, bring the children to school and buy groceries (Demoli, 2015) have to bear the economic and social costs of holding on to aging ICE cars. Governments are in fact tempted to recover both the rising cost of electrification and the declining revenues from fuel taxes through car usage fees including higher fuel taxes.…”

Section: Economic and Social Impacts Of Heavier Evsmentioning

confidence: 99%

Prospects and contradictions of the electrification of the European automotive industry: the role of European Union policy

Pardi

2021

IJATM

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The article analyses the role that the EU regulatory framework for the reduction of CO2 emissions in the transport sector has played during the last twenty years in moving the industry away from what it was supposed to do: reduce weight, mass and size of the cars sold to make them less polluting. It shows that the current race towards electrification can be seen as the result of this paradox. It argues that under the ongoing upmarket drift in new car sales the social, economic and political costs of electrification increase, while its environmental benefits decrease.

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Section: Economic and Social Impacts Of Heavier Evsmentioning

confidence: 99%

Prospects and contradictions of the electrification of the European automotive industry: the role of European Union policy

Pardi

2021

IJATM

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“…Disparities in mobility by income can be observed in France (Grimal et al, 2013) and more patently in the United States (Renne and Bennett, 2014) or Australia (Delbosc and Currie, 2012). Cars weigh considerably on the budgets of the poorest (Demoli, 2015;Froud et al, 2002) forcing low-income households to make multiple adjustments: lower rates of ownership and multiple vehicle use (Collet et al, 2012), older and second-hand vehicles (Coulangeon and Petev, 2012;Bhat et al, 2009), etc. Inequalities by income also concern the type of insurance (Taylor et al, 2008), or the standard of maintenance and repair (Hivert, 2001).…”

Section: Unequally Distributed Automobile Mobility: More Costly Autommentioning

confidence: 99%

Coping with the costs of car dependency: A system of expedients used by low-income households on the outskirts of Dijon and Paris

et al. 2018

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Low-income households in urban outskirts use expedients to cope with car dependency • Social networks, local resources, and reduced travel are the main expedients • Moving to less car-dependent locations is the expedient of last resort • Expedients are implemented by individuals but are collectively constructed AbstractLiving on low incomes and in a car-dependent area is often interpreted as a double burden for households, even if the two characteristics are often interdependent. While their capacity for mobility is lower, low-income households in outer suburban areas are nonetheless mobile. Their capacities in this domain should not be underestimated or overlooked. They can command a set of alternative practices or expedients to deal with car-related economic stress (CRES) by a set of resources derived essentially from spatial proximity. This article aims to present and analyse the diversity of these expedients for the case of outer suburban areas around Paris and Dijon. The analysis of mobility adjustments by low-income households is based on interviews of 45 households between 2010 and 2011.Our results show that mobility expedients make it possible for low-income households to continue to reside in car-dependent areas by reducing their trips and by using local resources and networks to lower the costs of their car dependency. The contribution of our work is to show the intensity of these practices, which create a structured and collectively or socially built alternative system to solo car use.

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“…Some studies have related, for instance, to firms' strategic positioning in terms of transversal questions like the development of electrical vehicles and public-sector actors' role in this sphere (Freyssenet, 2011;Coffey & Thornley, 2013). Others have focused on specific questions such as how employment relationship models transfer into firms' new delocalisation spaces (Krzywdzinski, 2008) or the impact of rising inequality on driving rates (Jullien & Pardi, 2011;Demoli, 2015), etc. 3 .…”

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confidence: 99%

Beyond The Business Case and Sustainable chain management: Why Do We Need to Build a Theory of Interfirm Social Responsability?

Frigant¹

2015

M@n@gement

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The purpose of the present article is to demonstrate the necessity of focusing on interfirm interactions when analysing the rise of socially responsible practices. The first section highlights problems with the standard business case's explanations for the connection between economic and socio-environmental performance, highlighting the limitations of this approach's firm-centric reasoning. A similar critique is offered as regards studies that focus on green/sustainable supply chains -simply bringing suppliers into the analysis adds to the range of actors being covered but does little to identify existing gaps in the literature. Section 3 uses the example of the automotive industry to show how the inconsistency between corporate social responsibility (CSR) discourse and practice becomes clear when interfirm interactions are taken into account. The conclusion suggests that achieving real progress in the development of socially responsible practices requires the construction of a theory of interfirm social responsibility based on an institutionalist framework. !Over the past 20 years, corporate social responsibility (CSR) has become a central issue in corporate life and the driver behind many social science publications. One widely debated topic is corporate motivation. The question at this level is what incentives firms might have to implement CSR actions, defined in this paper as 'practices that improve the workplace and benefit society in ways that go above and beyond what companies are legally required to do' (Vogel, 2005: 2). !There are several ways of addressing this topic. Garriga and Melé (2004), for instance, have identified four main families of explanations, each of which can be broken down into several theories. The first two are called the political and ethical approaches. They converge to the extent that both justify CSR on the basis of motives transcending business life, considering that it is companies' duty to adopt socially responsible practices because they belong to a community that is greater than themselves. A third approach, revolving around so-called integrative theories, emphasises the idea that social demands can be compatible with a company's economic interest. Stakeholder theory (Donaldson & Preston, 1995; Freeman, 1994) explains, for instance, that companies must satisfy a range of interested parties -such as NGOs, customers, suppliers and residents' associations -but also shareholders. The idea here is that it can be rational to take measures that reduce short-term profits if they satisfy the interests of stakeholders' groups that are deemed to be strategic. In reality, this approach broadens the range of objectives that a company should seek to attain, while

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The social stratification of the costs of motoring in France (1984-2006)

Cited by 12 publications

References 10 publications

Prospects and contradictions of the electrification of the European automotive industry: the role of European Union policy

Prospects and contradictions of the electrification of the European automotive industry: the role of European Union policy

Coping with the costs of car dependency: A system of expedients used by low-income households on the outskirts of Dijon and Paris

Beyond The Business Case and Sustainable chain management: Why Do We Need to Build a Theory of Interfirm Social Responsability?

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