Abstract

Introduction This contribution examines the impact of the housing market on daily mobility and is based on the assumption that, in a supply-dominated housing market, as availability and affordability decline, many people must compromise, particularly on accessibility-related decision criteria when searching for a residential location. This applies even more to households with low financial flexibility, which can neither bear the high cost of housing in accessible inner-city neighborhoods nor afford the higher cost of mobility in less well-connected suburban areas. Methods These interrelations are examined in a current study in more detail by means of problem-centered qualitative interviews highlighting the situation of low-income households, using the Munich Metropolitan Region as an example. This paper gives an overview of interrelations and presents selected results of the study. Results Low-income households do not change their residential location unless it is really necessary. If they do move, they are nearly unable to optimize their location in order to have better access to destinations. Whereas they are able to change some destinations, there are also some immutable destinations, which lead to an increase in effort spent on transport. Conclusions All in all the insights presented confirm the suggested assumptions. They show the very limited residential choices low-income households have, but leave room for further evaluations on possible implications. Document type: Article

Abstract

Proceedings on CD-ROM."br /"Section G. TRANSPORT IN DEVELOPING COUNTRIES.; Environmental problems in Asian cities are more and more subject of international organisations and conference debates for the last decades. Strategies for sustainable urban development are discussed in international forums where urban transport system appears as one of the central issue. The SUSTRAN network (Sustainable Transport Action Network for Asia) is a good illustration of an international forum for promoting a more sustainable and people-centred urban transport. World Bank orientations and policies seems to follow a similar direction. A well documented research was recently made on key choices and policies in transport in nine cities on recent decades (Barter, 1999). Among Asian countries, since doi moi in the midst of 70's, Vietnam, Vietnam a fast urbanisation and a growing motorization in the large cities. Environmental issues appear as more and more important in this period of fast growth, deregulation, and market-oriented development. In 2000, a research project "Pollution of urban transport in Hanoi" from Ministry of Environment pointed out the worsening of Hanoi environment linked to increasing motorization."br /"For 1999 of a co-operation research programme between LET (Lyon) and CRURE (Hanoi) on urban transport and sustainable development of Hanoi This research is based both on household survey and Delphi survey Up to now, few household surveys have been done in Hanoi and their results remain unpublished by agencies or consultants. This paper presents some results of a household survey made in 3 districts of Hanoi in 1999. It is an opportunity to compare some results with outcomes of a previous survey done in Hanoi in 1995 (CUSSET, GODARD, HUONG, 1996)."br /"Daily mobility, travel behaviour, modal choice according to distance, nature of activities to be done, depends from many socio-economic variables. In order to learn a lot about individual's travel behaviour, household surveys should bring insight on population the behaviour (motorised and not yet motorised) and on main obstacles to transfer towards public transport or/and non motorised transport.

Abstract

The ultimate purpose of the transport system is to serve the needs and expectations of the end users, who in turn shape the system by their own behaviour, actions and investments. This paper examines, within the framework of the Large Technological Systems theory the possibility to categorise users of the transport system into homogeneous segments on the basis of their differences in daily mobility and transportation of goods. Furthermore, the potential to deepen this segmentation to describe the needs of, but later in the policy process also the social acceptance by, different user groups for new transport technology or policy, is examined.