scholarly journals Residential accessibility’s relationships with crash rates per capita

2020 ◽  
Vol 13 (1) ◽  
pp. 113-128 ◽  
Author(s):  
Louis A Merlin ◽  
Chris R Cherry ◽  
Amin Mohamadi-Hezaveh ◽  
Eric Dumbaugh
Keyword(s):  
Travel Time ◽  
Traffic Analysis ◽  
Activity Space ◽  
Vehicle Miles Traveled ◽  
Crash Rates ◽  
Home Address ◽  
Per Capita ◽  
Vehicular Crashes ◽  
The Relationship ◽  
Dominant Influence

This paper examines the relationship between residential accessibility, i.e., accessibility from a person’s home address, and their likelihood of being in a crash over a three-year period. We explore two potential relationships with accessibility. The first is that persons who live in areas with high destination accessibility may drive less and therefore are less likely to be in vehicular crashes. The second is that persons who live in high vehicle miles traveled (VMT) accessibility areas may be exposed to higher levels of traffic in their regular activity space and therefore may be more likely to be in crashes of all modal types. Examining traffic analysis zones in Knoxville, Tennessee, this research finds some evidence for each of these hypothesized effects. These oppositely directed effects have dominant influence within different travel-time thresholds. The first relationship between destination accessibility and fewer crashes is found to be strongest for 10-minute auto accessibility, whereas the second relationship between VMT accessibility and more crashes is found to occur at 10-minute, 20-minute, and 30-minute thresholds.

Zachowania nabywców na rynku certyfikowanej żywności dla niemowląt i małych dzieci

2016 ◽  
pp. 81-93
Author(s):  
Dominika Kuberska ◽  
Karolina Suchta
Keyword(s):  
Consumer Behavior ◽  
Baby Food ◽  
Household Expenditure ◽  
Net Income ◽  
Income Per Capita ◽  
Unique Nature ◽  
Food Market ◽  
Per Capita ◽  
The Relationship

The aim of the study was to unveil the specifics of consumer behavior on the certified baby food market, in particular with regard to their determinants. A questionnaire was used as a tool to conduct this study. A unique nature of the relationship between the buyer and the consumer on the market (a mother and a child) could have influenced the results obtained. Price is not the key determinant of behavior of buyers on the market. In addition, there is no correlation between the net income per capita and household expenditure on certified baby food.

scholarly journals A Choice Too Far: Transit Difficulty and Early High School Transfer

2020 ◽  
pp. 0013189X2094950 ◽  
Author(s):  
Marc L. Stein ◽  
Julia Burdick-Will ◽  
Jeffrey Grigg
Keyword(s):  
High School ◽  
Travel Time ◽  
Administrative Data ◽  
Public Transportation ◽  
School System ◽  
Ninth Grade ◽  
Public School System ◽  
Baltimore City ◽  
School Transfer ◽  
The Relationship

The challenge of a long and difficult commute to school each day is likely to wear on students, leading some to change schools. We used administrative data from approximately 3,900 students in the Baltimore City Public School System in 2014–2015 to estimate the relationship between travel time on public transportation and school transfer during the ninth grade. We show that students who have relatively more difficult commutes are more likely to transfer than peers in the same school with less difficult commutes. Moreover, we found that when these students change schools, their newly enrolled school is substantially closer to home, requires fewer vehicle transfers, and is less likely to have been included among their initial set of school choices.

Railroad Integration and Uneven Development on the European Periphery, 1870–1910

2021 ◽  
Vol 45 (2) ◽  
pp. 261-289
Author(s):  
Eduard J. Alvarez-Palau ◽  
Alfonso Díez-Minguela ◽  
Jordi Martí-Henneberg
Keyword(s):  
Economic Development ◽  
Positive Impact ◽  
Data Set ◽  
Per Capita Gdp ◽  
Catching Up ◽  
Nation States ◽  
Railroad Network ◽  
Per Capita ◽  
European Periphery ◽  
The Relationship

AbstractThis study explores the relationship between railroad integration and regional development on the European periphery between 1870 and 1910, based on a regional data set including 291 spatial units. Railroad integration is proxied by railroad density, while per capita GDP is used as an indicator of economic development. The period under study is of particular relevance as it has been associated with the second wave of railroad construction in Europe and also coincides with the industrialization of most of the continent. Overall, we found that railroads had a significant and positive impact on the growth of per capita GDP across Europe. The magnitude of this relationship appears to be relatively modest, but the results obtained are robust with respect to a number of different specifications. From a geographical perspective, we found that railroads had a significantly greater influence on regions located in countries on the northern periphery of Europe than in other outlying areas. They also helped the economies of these areas to begin the process of catching up with the continent’s industrialized core. In contrast, the regions on the southern periphery showed lower levels of economic growth, with this exacerbating the preexisting divergence in economic development. The expansion of the railroad network in them was unable to homogenize the diffusion of economic development and tended to further benefit the regions that were already industrialized. In most of the cases, the capital effect was magnified, and this contributed to the consolidation of newly created nation-states.

scholarly journals Factors Contributing to the Relationship between Driving Mileage and Crash Frequency of Older Drivers

2019 ◽  
Vol 11 (23) ◽  
pp. 6643 ◽  
Author(s):  
Lee ◽  
Guldmann ◽  
Choi
Keyword(s):  
Negative Binomial ◽  
Age Groups ◽  
Urban Environments ◽  
Vehicle Miles Traveled ◽  
Crash Frequency ◽  
Rural Environments ◽  
Lower Likelihood ◽  
Conditional Autoregressive ◽  
The Relationship ◽  
Binomial Models

As a characteristic of senior drivers aged 65 +, the low-mileage bias has been reported in previous studies. While it is thought to be a well-known phenomenon caused by aging, the characteristics of urban environments create more opportunities for crashes. This calls for investigating the low-mileage bias and scrutinizing whether it has the same impact on other age groups, such as young and middle-aged drivers. We use a crash database from the Ohio Department of Public Safety from 2006 to 2011 and adopt a macro approach using Negative Binomial models and Conditional Autoregressive (CAR) models to deal with a spatial autocorrelation issue. Aside from the low-mileage bias issue, we examine the association between the number of crashes and the built environment and socio-economic and demographic factors. We confirm that the number of crashes is associated with vehicle miles traveled, which suggests that more accumulated driving miles result in a lower likelihood of being involved in a crash. This implies that drivers in the low mileage group are involved in crashes more often, regardless of the driver’s age. The results also confirm that more complex urban environments have a higher number of crashes than rural environments.

The relationship between energy consumption and economic growth: New evidence from Greece

2021 ◽  
pp. 131-153
Author(s):  
Antonia Gkergki
Keyword(s):  
Economic Growth ◽  
Energy Consumption ◽  
Gdp Per Capita ◽  
Short Term ◽  
Vector Error Correction ◽  
Per Capita ◽  
Econometric Tests ◽  
The Government ◽  
New Research ◽  
The Relationship

This paper examines the relationship between the energy consumption and economic growth from 1968 to 2019 in Greece, by employing the vector error-correction model estimation. A series of econometric tests are employed concerning the stationary of the data, and the co-integration and the relationship among the variables during the long- and short-term. The em-pirical results suggest that there is no bidirectional relationship between economic growth and energy consumption. More specifically, GDP per capita does not affect the energy consump-tion of the three primary sources either in the long-term or the short-term. In other words, the economic crisis and its implications for GDP do not affect energy consumption, and they are not responsible for the considerable decrease in energy sources' consumption. On the other hand, the energy consumption of oil and coal negatively affect the GDP per capita. These re-sults are different from previous studies' conclusions for Greece; this is because the never been experienced before. These findings raise new research questions and also show the limi-tations of the Greek market, as it is regulated and controlled by the government.

Abstract P360: Hypertension Treatment Rates And Health Worker Density: An Analysis Of Worldwide Data

Circulation ◽  
2014 ◽  
Vol 129 (suppl_1) ◽  
Author(s):  
Rajesh Vedanthan ◽  
Mondira Ray ◽  
Valentin Fuster ◽  
Ellen Magenheim
Keyword(s):  
Gross Domestic Product ◽  
Health Worker ◽  
World Bank ◽  
Domestic Product ◽  
Hypertension Treatment ◽  
Treatment Rate ◽  
Capita Gross Domestic Product ◽  
The World ◽  
Per Capita ◽  
The Relationship

Introduction: Hypertension is the leading global risk for mortality and its prevalence is increasing in many low- and middle-income countries. Hypertension treatment rates are low worldwide, potentially in part due to insufficient human resources. However, the relationship between health worker density and hypertension treatment rates is unknown. Objective: To conduct an econometric analysis of the relationship between health worker density and hypertension treatment rates worldwide. Methods: Hypertension treatment rates were collected from published reports between 1980 and 2010. Data on health worker (physician and nurse) density were obtained from the World Health Organization (WHO). Data for potential confounding variables--per capita gross domestic product, hospital bed density, burden of infectious diseases, land area and urban population--were obtained from WHO and World Bank databases. Potential interaction by per capita gross domestic product was evaluated. Multivariable logistic-logarithmic regression analysis was performed using Stata. Results: Full data were available from 146 countries spanning all World Bank income classification categories. Health worker density was significantly associated with hypertension treatment rate in the unadjusted model (beta = 0.23; p < 0.005). In the fully adjusted model, the association remained positive but was not statistically significant (beta = 0.30; p = 0.078) (Figure). Hypertension treatment rates were more strongly related to physician than nurse density (beta = 0.21 vs 0.08; p = 0.10 vs 0.49). Conclusion: Hypertension treatment rates across the world appear to be related to health worker density, although the relationship does not achieve strict statistical significance. Our results suggest that a 10% increase in health worker density is associated with a 2-3% increase in hypertension treatment rate. Given the global burden of hypertension and other chronic diseases, WHO guidelines for health workforce staffing may need to be reconsidered.

scholarly journals Macroscopic dynamics and the collapse of urban traffic

2018 ◽  
Vol 115 (50) ◽  
pp. 12654-12661 ◽  
Author(s):  
Luis E. Olmos ◽  
Serdar Çolak ◽  
Sajjad Shafiei ◽  
Meead Saberi ◽  
Marta C. González
Keyword(s):  
Travel Time ◽  
Road Network ◽  
Spatial Dynamics ◽  
Urban Traffic ◽  
Nonequilibrium Phase Transition ◽  
Vehicle Miles Traveled ◽  
The Road ◽  
Road Capacity ◽  
Total Vehicle ◽  
The Individual

Stories of mega-jams that last tens of hours or even days appear not only in fiction but also in reality. In this context, it is important to characterize the collapse of the network, defined as the transition from a characteristic travel time to orders of magnitude longer for the same distance traveled. In this multicity study, we unravel this complex phenomenon under various conditions of demand and translate it to the travel time of the individual drivers. First, we start with the current conditions, showing that there is a characteristic time τ that takes a representative group of commuters to arrive at their destinations once their maximum density has been reached. While this time differs from city to city, it can be explained by Γ, defined as the ratio of the vehicle miles traveled to the total vehicle distance the road network can support per hour. Modifying Γ can improve τ and directly inform planning and infrastructure interventions. In this study we focus on measuring the vulnerability of the system by increasing the volume of cars in the network, keeping the road capacity and the empirical spatial dynamics from origins to destinations unchanged. We identify three states of urban traffic, separated by two distinctive transitions. The first one describes the appearance of the first bottlenecks and the second one the collapse of the system. This collapse is marked by a given number of commuters in each city and it is formally characterized by a nonequilibrium phase transition.

scholarly journals Does the Credit Cycle Have an Impact on Happiness?

2019 ◽  
Vol 17 (1) ◽  
pp. 183 ◽  
Author(s):  
Tinghui Li ◽  
Junhao Zhong ◽  
Mark Xu
Keyword(s):  
Fixed Effects ◽  
Well Being ◽  
Gdp Per Capita ◽  
Subjective Well Being ◽  
Fixed Effects Model ◽  
Credit Expansion ◽  
Transmission Channels ◽  
Credit Cycle ◽  
Per Capita ◽  
The Relationship

The 2008 international financial crisis triggered a heated discussion of the relationship between public health and the economic environment. We test the relationship between the credit cycle and happiness using the fixed effects model and explore the transmission channels between them by adding the moderating effect. The results show the following empirical regularities. First, the credit cycle has a negative correlation with happiness. This means that credit growth will reduce the overall happiness score in a country/region. Second, the transmission channels between the credit cycle and happiness are different during credit expansion and recession. Life expectancy and generosity can moderate the relationship between the credit cycle and happiness only during credit expansion. GDP per capita can moderate this relationship only during credit recession. Social support, freedom, and positive affect can moderate this relationship throughout the credit cycle. Third, the total impact of the credit cycle on happiness will become positive by the changes in the moderating effects. In general, we can improve subjective well-being if one of the following five conditions holds: (1) with the adequate support from the family and society, (2) with enough freedom, (3) with social generosity, (4) with a positive and optimistic outlook, and (5) with a high level of GDP per capita.

scholarly journals An Analysis of the Entrepreneurial Ecosystem of Malawi: The Global Entrepreneurship Index (GEI) Approach

2021 ◽  
Vol 8 (1) ◽  
pp. 224-238
Author(s):  
Frederick Pobee ◽  
Thuso Mphela
Keyword(s):  
New Technologies ◽  
High Growth ◽  
Gdp Per Capita ◽  
Risk Capital ◽  
Entrepreneurial Ecosystem ◽  
Start Up ◽  
Depth Analysis ◽  
Per Capita ◽  
Global Entrepreneurship ◽  
The Relationship

The research paper provides an in-depth analysis of the entrepreneurial ecosystem of Malawi. Employing the Global Entrepreneurship Index (GEI) methodology, the findings reveal a weak entrepreneurial ecosystem with a GEI score of 12.2 out of a possible 100. The relationship between the GDP per capita and the three entrepreneurship sub-indices, thus, attitude, ability, and aspiration are very weak and fall well below global average trends. Unfortunately, despite the high total entrepreneurship activities (TEA) in Malawi, this leads to little contribution to the country's GDP per-capita – a common phenomenon in many developing countries. At the pillar level, Malawi’s performance is a mixed bag, however, with most pillars performing not only poorly but below world averages. Despite the general positive perception of entrepreneurship by citizens, the country’s weak entrepreneurial ecosystem has failed to harness the propensity to develop new products and adopt new technologies for innovation and high growth entrepreneurship. From a policy intervention perspective, Malawi needs to focus most of its efforts and investments in five areas that include start-up skills, risk acceptance, high growth, risk capital, and human capital to improve the country's GEI score by 0.02.

scholarly journals Influence of the Average per Capita Income on Credit and Savings Behavior of the Population in Russia

2021 ◽  
Vol 17 (1) ◽  
pp. 57-66
Author(s):  
Valerij Gamukin ◽  
Olga Miroshnichenko
Keyword(s):  
Banking System ◽  
Population Based ◽  
Graphical Analysis ◽  
Behavioral Approach ◽  
Savings Behavior ◽  
Savings Bank ◽  
Per Capita ◽  
Negative Balance ◽  
The Stability ◽  
The Relationship

The successful functioning of the national economy is largely determined by the stability of its banking system. The article is aimed at studying the features of credit and savings behavior of the population based on the reporting data of the Central Bank of Russia and Rosstat for the period 01.02.2011 – 01.08.2020. It is proposed to characterize the features of such behavior based on an analysis of the relationship between the volumes of deposit and credit transactions of the population. The theoretical part of the article considers various aspects of determining the behavioral approach to savings: bank contribution, as a form of realization of investments; conservation as a form of reaction to instability; appeal to the bank as part of the fight against the economic crisis, etc. In the practical part of the study, using comparison and graphical analysis methods, 3 periods of transformation of these types of population behavior were identified based on a change in the relationship between the volume of debt on loans and the volume of deposits. Absolute parameters of marginal sizes of fluctuations of indicators of deposit and credit transactions for use in prognostic purposes were evaluated. The value of the deposit volume shift was calculated, which ensured a reduction in the size of the negative balance of deposit and loan operations in the domestic banking system during the crisis of 2015–2016, which contributed to the stability of this system. The analysis of the compared indicators showed the comparability of the dynamics of the change in the ratio of deposits and debt on loans with the dynamics of the average per capita monetary income of the population. The study revealed a stable increase in the volume of deposits of the population in most monthly indicators, which allows us to expect the stability of the banking system of Russia in terms of a balanced subsystem of deposit and credit operations.

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