Motor Vehicle Use, Social Costs of

2004 ◽  
pp. 65-75 ◽  
Author(s):  
Mark A. Delucchi
2019 ◽  
Vol 280 ◽  
pp. 04016
Author(s):  
Muhammad Nanang Prayudyanto ◽  
Muiz Thohir ◽  
Stefan Belka

The subsidies for public transport entails a controversial discussion on the pros and cons. On one hand mode share of public transport will decrease with increasing income levels towards private motor vehicle use. Intention of this paper is to prove that subsidy plays important role in the public transport operation and business. However such subsidy is not recover he needs to carry out the sustainable urban transport in the future. Government and private partner should create a systematic subsidy targeted for the right modes, that having sustainable achievement. This paper is structured to answer to what extent the effectiveness of government subsidies for the development of public transport services.


2002 ◽  
Vol 20 (12) ◽  
pp. 784-792 ◽  
Author(s):  
KATHLEEN L. SITZMAN ◽  
MARJORIE A. PETT ◽  
DONALD S. BLOSWICK

2015 ◽  
Vol 95 (2) ◽  
pp. 75-98
Author(s):  
Miomir Jovanovic

The fundamental aims of sustainable urban development and the pro-automobile oriented economic development are on a collision course. It is obvious that automobile-dependent urban development is under heavy/powerful influence of the automobile lobby (automobile and oil industries, along with construction). In this domain famous land-use-transportation studies (or ?grand transportation studies?) are, unfortunately, still prevailing - a vicious circle of self-fulfilling prophecy of congestion, road building, sprawl, congestion and more road building. Until recently, it was commonly thought that investment in public transport was not economically sustainable and that focusing on the development of the automobile industry and financing the construction of roadways stimulated economic growth. In this paper we clearly show that automobile industry is now overcapitalized, less profitable than many other industries (and may become even less profitable in the future), that transport market is characterized with huge distortions (more than a third of motor-vehicle use can be explained by underpriced driving), while new road investment does not have a major impact on economic growth (especially in a region with an already well-developed infrastructure), and that pro-automobile transport strategy inexorably incurs harmful global, regional and local ecological consequences.


2020 ◽  
Vol 3 (1) ◽  
pp. 24-25
Author(s):  
Abdullah -Al-Faisal ◽  
Afrina Akter ◽  
Nishita Chowdhury ◽  
Anutosh Das ◽  
Faria Afrin Zinia

Consumption of non-renewable energy resources and global warming are increasing due to excessive dependency on motorized vehicle. The study investigates the influencing factors for private motor vehicle dependency to develop a structural equation model (SEM) for quantifying subjective motor vehicle dependency by examining the determinants. A questionnaire survey of 130 random samples was conducted among private motor vehicle users from different districts of Bangladesh. On the basis of user practical experience and reliance on motor vehicle use, a subjective measure of private motor vehicle dependency is established. Results support to accept the model hypothesis which is MVU [Motor Vehicle Use] affects DEPEND [Dependency on Motor Vehicle] positively and both negatively affect INTENT [Intention to Reduce Motor Vehicle]. Hence, children and monthly income of respondents have large influence on motor vehicle use as the beta weights are 1.22 and 1.01, respectively. In case of dependency, regression weight shows that fuel expenses, average travelling distance, speed have significant influences. Besides, the greater social grade shows less intention to reduce motor vehicle use. The study shows clear overview of possible affecting factors behind dependency which can be reflected in decision-making strategies.


2015 ◽  
Vol 126 (1) ◽  
pp. 67-72 ◽  
Author(s):  
Kevin Shaigany ◽  
Anish Abrol ◽  
Peter F. Svider ◽  
Jean Anderson Eloy ◽  
Michael A. Carron ◽  
...  

2006 ◽  
Vol 27 (6) ◽  
pp. 901-904 ◽  
Author(s):  
Michael Shay OʼMara ◽  
David G. Greenhalgh ◽  
Tina L. Palmieri

Author(s):  
Satria Nur Sya'ban ◽  
Widati Fatmaningrum ◽  
Sulis Bayusentono

Fractures in children are important problem nowadays. Governmental census lists people under 17 years old as the largest contributor to fracture cases in Indonesia. The rapid increase in motor vehicle use, a hallmark of economic growth in developing countries, led to sharp increase in road saturation and consequently, rise in traffic related injuries. Variables involved in pediatric fractures needs to be identified and mapped to provide basis for the creation of better preventive measures to reduce problem before it happens. Thus, the purpose of this research is to create a profile of fracture in patients under the age of 17 years’ old at RSUD Dr Soetomo. The research is descriptive study which is performed by analyzing medical records in RSUD Dr Soetomo against the following: Age, Sex, Type of fracture, Cause of fracture, Time of fracture, Location of fracture, and Duration between admission and treatment. Data is then tabulated and converted into a bar graph for easier analysis. The research found that fractures in children most commonly occur at the 10-14 years’ age group (41.8%), happens more frequently in boys than in girls (69.5%), is dominated by closed fractures over open fractures (75.9%), and is most often caused by traffic accidents (60.9%). Consequently, the location in which fractures are most prevalent is the “street” (63.1%). It is also found that the highest incidence of fractures cases happens within the 12.01-18.00 time-span (19.1%) and is treated within the first 8 hours of admission to the hospital (79.4%).


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