Abstract

to quality public transportation is critical for employment, especially for low-income and minority populations. This study contributes to previous work on equity analyses of the U.S. public transportation system by including the 45 largest Metropolitan Statistical Areas (MSAs) in a single analysis. Year-2014 Census demographic data were combined with an existing 2014 dataset of transit job accessibility. Then, transit equality and justice indicators were developed and a regression analysis was performed to explore trends in transit job accessibility by race and income. The findings suggest that within individual MSAs, low-income populations and minorities have the highest transit job accessibility. However, the overall transit ridership is low, and in certain MSAs with high transit job accessibility both high and low income populations have high access levels but middle income populations do not. Within individual MSAs, on average, accessibility differences by income are greater than accessibility differences by race. The relative importance of race versus income for injustice increases with MSA size. In upper mid-size and large MSAs, differences by race increase. Also, the differences by race are greater among low-income populations. Accessibility- related equality and justice indicators are only one of many issues that comprise the wider discussion of equity.

Abstract

This paper proposes two related measures of educational inequality: one for educational achievement and another for educational opportunity. The former is the simple variance (or standard deviation) of test scores. Its selection is informed by consideration of two measurement issues that have typically been overlooked in the literature: the implications of the standardization of test scores for inequality indices, and the possible sample selection biases arising from the Program of International Student Assessment (PISA) sampling frame. The measure of inequality of educational opportunity is given by the share of the variance in test scores that is explained by pre-determined circumstances. Both measures are computed for the 57 countries in which PISA surveys were conducted in 2006. Inequality of opportunity accounts for up to 35 percent of all disparities in educational achievement. It is greater in (most of) continental Europe and Latin America than in Asia, Scandinavia, and North America. It is uncorrelated with average educational achievement and only weakly negatively correlated with per capita gross domestic product. It correlates negatively with the share of spending in primary schooling, and positively with tracking in secondary schools. Document type: Book

Abstract

bility of pricing changes in the transport sector : how to reconcile efficiency and equity ? – This paper elaborates an analytical framework of the acceptability of pricing changes in the transport sector. This framework is built on the confrontation of the economic efficiency, territorial equity, horizontal equity, and vertical equity dimensions. This analytical framework is then applied to some ongoing urban and suburban road toll schemes in various countries. The analysis shows that these efficiency and equity dimensions combine themselves, by most often reinforcing the ones the others in their negative or positive aspects. This analysis also shows that these various dimensions of equity cannot be ignored on pain of failure. It enables us to identify the ways according to which the acceptability of urban road pricing could be improved. Un cadre d'analyse de l'acceptabilité des changements tarifaires dans le secteur des transports est élaboré. Ce cadre analytique est bâti sur la confrontation des dimensions de l'efficacité économique, de l'équité territoriale, de l'équité horizontale et de l'équité verticale. Ce cadre analytique est appliqué à quelques expériences de péages routiers urbains ou suburbains dans divers pays. Leur analyse montre que les dimensions de l'efficacité et de l'équité se conjuguent, en se renforçant le plus souvent les unes les autres dans leurs aspects négatifs ou positifs. Cette analyse montre aussi que ces différentes dimensions de l'équité ne peuvent être ignorées sous peine d'échec. Elle permet ainsi d'identifier les voies selon lesquelles l'acceptabilité de la tarification de la circulation urbaine pourrait être améliorée.

Abstract

Policy makers have proposed various incentive programs to curb consumption-related problems, such as traffic congestion and carbon emissions. While experts consider such programs effective in reducing those problems, consumers are more skeptical. Although this "effectiveness skepticism" is currently viewed as an important cause of public opposition, the authors argue that it may also arise as a consequence of opposition. Specifically, consumers oppose policies they consider personally unattractive or unfair. This opposition motivates them to also be skeptical about the potential effectiveness of such policies. Three studies that include a variety of methods, policies, and samples provide empirical support for this reasoning: perceptions of expected effects can be biased by consumers' perceptions of personal attractiveness and fairness. In line with this causal ordering, the authors find that offering optimistic effectiveness estimates, although successful in reducing effectiveness skepticism, did not boost policy support. Policy makers aiming to boost support prior to implementation should thus not only communicate a policy's effectiveness, but also address other causes of opposition.