Relevant bibliographies by topics / Car dependence

Academic literature on the topic 'Car dependence'

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Published: 4 June 2021
Last updated: 10 March 2023

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Journal articles on the topic "Car dependence"

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Goodwin, Phil. "Car Dependence." Transport Policy 2, no. 3 (July 1995): 151–52. http://dx.doi.org/10.1016/0967-070x(95)96744-6.

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Lucas, Karen. "Actual and Perceived Car Dependence." Transportation Research Record: Journal of the Transportation Research Board 2118, no. 1 (January 2009): 8–15. http://dx.doi.org/10.3141/2118-02.

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Zhao, Jinhua. "Subjective Measure of Car Dependence." Transportation Research Record: Journal of the Transportation Research Board 2231, no. 1 (January 2011): 44–52. http://dx.doi.org/10.3141/2231-06.

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Baddeley, Simon. "Reducing our dependence on the car." Local Government Studies 26, no. 1 (March 2000): 101–10. http://dx.doi.org/10.1080/03003930008433981.

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Cao, Mengqiu, and Robin Hickman. "Car dependence and housing affordability: An emerging social deprivation issue in London?" Urban Studies 55, no. 10 (July 12, 2017): 2088–105. http://dx.doi.org/10.1177/0042098017712682.

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This paper investigates the combined problem of high car dependence and housing affordability, in view of likely continued volatility in oil prices (and hence higher petrol and diesel prices), and rising house prices. Household budgets are likely to be stretched where there are high levels of car dependency and housing unaffordability – with little flexibility for rising costs in either or both of these. A composite car dependence and housing affordability (CDHA) index is developed, using indices of oil vulnerability related to car travel and housing affordability. Greater London is used as the case study, with 2001 and 2011 data analysed at the level of Lower Super Output Areas, and presented using Geographic Information System and R statistical software. The findings reveal that there are high levels of composite car dependence and housing price vulnerability in many suburban areas across Greater London, adding to the previous areas of social deprivation found mainly in East London. The composite CDHA index illustrates where the most vulnerable areas are spatially. Many neighbourhoods may become less attractive for those on median or even relatively high incomes. The areas most affected may become much more expensive to live in, potentially leading to much greater pressure on travel and housing costs as people could be forced to live further from the centre of London, including beyond the Greater London boundary, which has further implications for travel. Failing to consider these emerging affordability issues represents an oversight in terms of transport planning in London.
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Laviolette, Jerome, Catherine Morency, Owen D. Waygood, and Konstadinos G. Goulias. "Car Ownership and the Built Environment: A Spatial Modeling Approach." Transportation Research Record: Journal of the Transportation Research Board 2676, no. 3 (October 21, 2021): 125–41. http://dx.doi.org/10.1177/03611981211049409.

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Car ownership is linked to higher car use, which leads to important environmental, social and health consequences. As car ownership keeps increasing in most countries, it remains relevant to examine what factors and policies can help contain this growth. This paper uses an advanced spatial econometric modeling framework to investigate spatial dependences in household car ownership rates measured at fine geographical scales using administrative data of registered vehicles and census data of household counts for the Island of Montreal, Canada. The use of a finer level of spatial resolution allows for the use of more explanatory variables than previous aggregate models of car ownership. Theoretical considerations and formal testing suggested the choice of the Spatial Durbin Error Model (SDEM) as an appropriate modeling option. The final model specification includes sociodemographic and built environment variables supported by theory and achieves a Nagelkerke pseudo-R2 of 0.93. Despite the inclusion of those variables the spatial linear models with and without lagged explanatory variables still exhibit residual spatial dependence. This indicates the presence of unobserved autocorrelated factors influencing car ownership rates. Model results indicate that sociodemographic variables explain much of the variance, but that built environment characteristics, including transit level of service and local commercial accessibility (e.g., to grocery stores) are strongly and negatively associated with neighborhood car ownership rates. Comparison of estimates between the SDEM and a non-spatial model indicates that failing to control for spatial dependence leads to an overestimation of the strength of the direct influence of built environment variables.
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Smyth, Nina, Monica Milani, Lisa Thorn, Maria Flynn, John F. Golding, Phil Evans, and Angela Clow. "Smaller Cortisol Awakening Responses Are Associated with Greater Visual Dependence in Postural Control." Healthcare 9, no. 6 (June 12, 2021): 723. http://dx.doi.org/10.3390/healthcare9060723.

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There are known links between the hypothalamic–pituitary–adrenal (HPA) axis and systems responsible for regulating posture. Our aim was to explore directly, for the first time, whether an aspect of circadian HPA axis activity (the cortisol awakening response: CAR) was associated with greater visual dependency in postural control. For measurement of the CAR, electronically monitored saliva samples were collected by participants following morning awakening in their home environment. On the afternoons of the same days, postural sway was measured in the laboratory by exposing participants to static (control) and moving visual stimuli whilst standing still and upright on a force platform. Visual dependence was assessed as the increase in postural sway (path length) during exposure to the moving compared with the static condition. The 44 measurement days were derived from four days for each of eleven healthy participants (mean ± SD age: 51.18 ± 3.3 years). As expected, postural sway was greater when exposed to moving versus static cues. Mixed regression modelling showed that participants with smaller four day average CARs had greater deterioration in postural sway when presented with moving stimuli. These data are the first to document associations between the CAR and visual dependency in postural sway.
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Pelenytė-Vyšniauskienė, Lina, and Algirdas Jurkauskas. "THE RESEARCH INTO HEAD INJURY CRITERIA DEPENDENCE ON CAR SPEED." TRANSPORT 22, no. 4 (December 31, 2007): 269–74. http://dx.doi.org/10.3846/16484142.2007.9638140.

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There are many ways of car collisions which depend on car motion modes before and after crashes, speed, kinds of baskets, their heights, weights and rigidity. The machinery of the occupant's movement at the moment of the crash is even more difficult. In order to find out precisely the chance of body injury, it is important to measure not only parameters that were mentioned above but also occupant's height, weight, age, position of sitting, condition of body, whether there was any protection system used. The largest number of car crashes happen at the moment of Frontal Crash. This article's aim is to analyse the types of Frontal Crashes and their repartition, to diagnose what part in occupant's safety the protection system's use takes, and also to analyse head injury coefficient dependence on car speed and show critical injuries and fatality limits in cases when driver is driving with no seat‐belts in and while the car is without airbag. The research is done at the moment of ideal Frontal Crash by simulating distance from the occupant body to the wheel in different types of baskets.
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Cullinane, Sharon. "Hong Kong’s low car dependence: lessons and prospects." Journal of Transport Geography 11, no. 1 (March 2003): 25–35. http://dx.doi.org/10.1016/s0966-6923(02)00042-x.

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Lagrell, Ellen, and Ana Gil Solá. "Car Use of the Carless in Sweden: Everyday Life Conditions for Reducing Car Dependence." Sustainability 13, no. 18 (September 14, 2021): 10250. http://dx.doi.org/10.3390/su131810250.

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For the sake of reducing car dependence, much can be learned from non-car owners about how everyday life can, and cannot, be organized without private car ownership. This study aims to explore carless mobility, including the role of the car, in relation to specific everyday projects and life situations. We do so through a descriptive analysis of data from the Swedish National Travel Survey 2011–2016, comparing carless mobility with that of car owners. Theoretically, our analysis builds on a constraints perspective with respect to mobility, which is rooted in time geography. We find that the constraints associated with activities and life situations seem to matter for how mobility is performed and for the feasibility of living a carless life. Managing the material flows of the household (for example, buying food and disposing of waste) is a project handled differently by non-car owners, through using nearby services and with a low degree of car use. On the other hand, our data suggest that maintaining social relations is car dependent and can potentially be more problematic for the carless. Moreover, an individual’s social network itself seems to be an important source of occasional car access. Results also indicate that the life situations of individuals may affect the mobility implications of carlessness, and the largest effect on trip frequency is found among carless retirees. From a planning perspective, and with the ambition to reduce private car use, this study identifies significant value in considering the different contexts of everyday life in which car use may or may not occur.
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Dissertations / Theses on the topic "Car dependence"

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Lichtenberg, Rose, Patricia Guimarães, and Heleen Podsedkowska. "Personal Rapid Transit systems for reduction in car dependence Karlskrona case study." Thesis, Blekinge Tekniska Högskola, Avdelningen för maskinteknik, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:bth-3500.

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This research project is designed to enhance the planning process that can aid authorities moving towards sustainable and economically feasible local and regional mobility systems. The improvements that have been made to transit so far have not been successful in breaking the trend of increasing car traffic and decreasing transit trip making. This means that sustainable mobility is a complex system which also encompasses changing attitudes and behaviours, integrating spatial and energy planning into it, and looking upstream to affect the causes of the problem instead of downstream to just fix its consequences. Environmental impacts (noise, pollution, health problems), accidents and congestion are all by-products of transport activities – they are the so-called external costs – and must be made part of the equation. European guidelines were analysed, as well as the results of many of the European Union‘s mobility research programs. The core of the research analyses how to move Karlskrona municipality‘s mobility system towards its vision of success in the future through the Framework for Strategic Sustainable Development – Sustainable Mobility (FSSD-SM). Backcasting from a sustainable vision in the long-term future is central to this process. The Municipality of Karlskrona, in Sweden, is the case study. A sustainability analysis of Personal Rapid Transit (PRT) systems was undertaken to determine the feasability of integrating this modal system into the mobility solution for Karlskrona municipality.
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Sherwin, Henrietta. "Bike-rail integration as one sustainable transport solution to reduce car dependence." Thesis, University of the West of England, Bristol, 2010. http://eprints.uwe.ac.uk/16859/.

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The level of bike-rail integration (combining cycling with rail) in the UK presents an unrealised sustainable mobility potential: two per cent of rail passengers access the rail network by bicycle, contrasting with 40 per cent in the Netherlands. Cycling on its own has distance limitations but in combination with rail it can substitute for longer car journeys and is one means of reducing car dependence. The overall objective of this PhD research project was to understand existing bike-rail integration behaviour in the UK, using as the research location two stations in the South West of England (Bristol Temple Meads and Bristol Parkway), to inform the design, development and implementation of initiatives to increase its incidence. It therefore had two distinct research phases: an exploratory phase and an action research phase. The exploratory phase demonstrated that bike-rail integrators were mainly motivated by saving time or money and taking exercise. The majority were male, in their thirties, in full-time employment and cycled on average 3.7 km to the station. These data in conjunction with a conceptual „ecological‟ model developed from a critical review of behaviour change theory were used to inform the design and implementation of a pay-as-you-go self-hire cycle network (Hourbike) and an intervention to attract car drivers to switch to rail with either walking or cycling access. In the first year of Hourbike, seven per cent of users had never really cycled before and one per cent of car drivers responded to the opportunity to try rail with walking or cycling access rendering rich qualitative data from non-users about the attractors and barriers to bike-rail integration. The process of incorporating theory into practice is described providing useful insights for future interventions which are discussed in the light of theory. Opportunities are identified in the context of the national policy to implement station travel plans which emerged in the latter phases of the research.
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com, ryno sar@bigpond, and Ryan William Falconer. "Living on the Edge: transport sustainability in Perth’s Liveable Neighbourhoods." Murdoch University, 2008. http://wwwlib.murdoch.edu.au/adt/browse/view/adt-MU20090121.154046.

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Following World War Two, land use and transport policy and practice in most major Australian cities was modelled on the US experience. As such, these cities have become characterised by urban sprawl (indicated by segregated zoning and low development densities) and car dependence. In Perth, Western Australia, these characteristics are particularly evident despite, or perhaps because, the city has a strong regional planning system unlike most American cities. Car dependence and sprawl are in turn linked to dependence on fossil fuels for transport energy. Increasingly, too, links are being found between conventional planning outcomes and public health. For example, research has linked car dependence with a variety of health conditions including respiratory illness, overweight and obesity. Moreover, research is increasingly linking sprawl and car dependence with social justice issues because people on limited income and with decreased mobility struggle to undertake their life’s work. In response to these concerns the Western Australian planning system introduced Liveable Neighbourhoods, a new design code, which was meant to reduce car dependence and sprawl. This code has its roots in New Urbanism and appears to have been taken up more rapidly in Perth than elsewhere. No large-scale evaluation of New Urbanism has previously been conducted anywhere. This thesis reports on an extensive literature review, travel survey (n=211), perceptual study (n=992) and environmental study, which together sought to evaluate whether the Liveable Neighbourhoods (LN) design code is contributing to a sustainable transport agenda. In total, 46 neighbourhoods (11 LNs and 35 CNs) were compared. The research found that despite residents of Liveable Neighbourhoods driving less and walking more than residents of conventional neighbourhoods (CNs) (a switch of 9% with some associated health advantages), there was little else to indicate that LN is achieving its goals as transport VKT and fuel use was identical due to regional transport requirements diminishing any local walkability advantages. There was strong supportive evidence that LNs were not significantly different to CNs. For example, there were few differences in perception of opportunity for more sustainable travel and residents of CNs actually had better access, on average, to key destinations, including shops (i.e. the average distance to key destinations was 2.2 kilometres compared with 2.5 kilometres in LNs). Also, residential lot densities were well below what were intended by LN and in both LNs and CNs the time for public transport to get people to work was over 90 minutes compared with around 30 minutes by car. The results reveal that there must be significant revisions to the LN code and how it is applied, because there is no evidence that new neighbourhoods are improving regional transport sustainability. In particular, residential densities and land use mix appear to be too low to encourage community self-sufficiency, indicated by few neighbourhoods being anchored by key destinations. These matters are not mandated in the LN guidelines making them powerless to bring significant change. More generally, the thesis questions the extent to which New Urbanism can promote a sustainable transport agenda wherever it is applied unless it mandates real changes in land use and transit not just local walkability.
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MATTIOLI, GIULIO. "Where sustainable transport and social exclusion meet: households without cars and car dependence in Germany and Great Britain." Doctoral thesis, Università degli Studi di Milano-Bicocca, 2013. http://hdl.handle.net/10281/45618.

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The background for this thesis is the dramatic growth in travel demand that has taken place in developed countries in the last decades, and is gathering speed at the global level. This goes in hand in hand with a dramatic increase in motorisation and car use. This phenomenon is the object of Chapter 1.Increasing mobility and motorisation has raised two kinds of concerns, corresponding to two research fields. Concerns for the environmental consequences of transport are behind the concept of environmentally sustainable transport. Transport contributes to both climate change emissions and oil depletion, arguably two of the most important environmental challenges of the 21st century. However, as mobility grows, society (and urban structure) adapts itself: the result is that being able to cover great distances at sufficient speed has become paramount. In other words, mobility and accessibility have become key factors for social inclusion, resulting in new forms of social inequality and/or reinforcing existing ones. In the theoretical part of this thesis (Part I), these two fields of research are reviewed. Chapter 1 discusses the environmental consequences of increasing motorisation, as well as policies for environmentally sustainable transport. Also, different approaches to the study of increasing motorisation (car ownership modelling, the ‘travel and the built environment’ debate and the concept of car dependence) are reviewed. Chapter 2 introduces the field of transport and social exclusion research, and reviews policies to tackle transport disadvantage. Interestingly, these two fields of research have remained quite separate until very recently. Arguably, this is a problem, for at least three reasons: firstly both concerns arise from a common problem, i.e. the increasing demand for (car) travel; secondly, the leading policy concept of ‘sustainable transport’ includes both environmental and social goals (as well as economic ones); finally, literature in both fields provides numerous examples of instances where there is a trade-off or a latent tension between environmental and social goals (as discussed in Chapter 2). This in turn is arguably a strong barrier to the implementation of sustainable transport policies. At the theoretical level, the goal of this thesis is to put forward an integrated framework to conceptualise the social and environmental consequences of increasing motorisation, and their interrelationships. To do this, I use the concept of car dependence. Since it has mostly been used in studies concerned with the environmental consequences of increasing motorisation, the notion is introduced in Chapter 1. In Chapter 2, I put forward a typology of forms of car-related transport disadvantage, and illustrate how they arise from the process of increasing car dependence. In Chapter 3, I put forward an original working definition of car dependence, aimed at reconciling the two concerns and highlighting the role that the different forms of car-related transport disadvantage play in the self-reinforcing cycle of increasing motorisation. All throughout the theoretical chapters, the emphasis is on the spatial dimension of car dependence: urban structure and the built environment adapt to increasing motorisation, and this results in further motorisation, thus creating a self-reinforcing cycle with both environmental and social consequences. The research object of this thesis is households without cars. There are two main reasons for this. Firstly, it is located at the intersection of the two research fields. From an environmental perspective, carless households have been studied as examples of environmentally sustainable behaviour. Notably, existing research has sought to identify households who choose to live without cars, exploring their motivations and trying to understand how to encourage carfree living. By contrast, in transport and social exclusion research, lack of car access has been considered as the most important form of transport disadvantage in developed societies. Accordingly, studies have focused on the exclusionary consequences of living without cars. Overall, studies on environmentally sustainable transport focus on a type of carless that is quite different from that considered by research into transport and social exclusion: an inadvertent outcome of this situation is that the overall view of the sheer variety of situations that cause people to live without cars is lost. By contrast, I argue in this thesis that there is a need to focus on the composition of the carless group as a whole, and on how it varies over time and space. The empirical work illustrated in Part III of this thesis is organized around two research questions, and both deal with the composition of the carless households group. Notably, the research questions are derived from the ‘car dependence’ theoretical framework, as illustrated in Chapter 3. In a nutshell, the idea behind both research questions is that there is a relationship between the degree of car dependence of a given (local) society and the composition of the carless households group. The two research questions adopt different approaches to explore the relationship between car dependence and the composition of the carless households group. Question 1 adopts a synchronic perspective, by comparing types of area with different levels of car dependence at the same moment in time. Differences in the composition of the carless group across different types of area are explored, with reference to the following four areas: socio-demographics, reasons for not owning cars, travel behaviour and accessibility to services and opportunities. Based on the results of previous research, the different types of area are assumed to correspond to different degrees of car dependence. Question 2 adopts a diachronic perspective by comparing the composition of the carless households group at different moments in time. The assumption is that, given the continuing process of increasing motorisation, car dependence is higher at a later moment in time. In this case, only the socio-demographic composition of the carless household group has been explored. In accordance with the tradition of the Doctoral Programme in Urban and Local European Studies at the University of Milan-Bicocca, the empirical work has focused on two case studies: Germany and Great Britain. Information about the countries (with reference to transport and spatial planning policies and previous research on car ownership trends and households without cars) is provided in Part II (chapters 4 and 5). Both research questions have been explored for both case studies, and the empirical results are illustrated in Chapter 6 and Chapter 7. The research strategy adopted is quantitative secondary analysis of national travel surveys (Mobilität in Deutschland and National Travel Survey). For the synchronic analysis, I used data from the 2008 wave of MiD and a pooled sample (2002-2010) for NTS. For the diachronic analysis, I compared data from the 2002 and 2008 waves of MiD, and single waves of the continuous NTS survey over the period 2002-2010. The data analysis techniques employed include, beside descriptive analysis, (multinomial) logistic regression, cluster analysis and latent class analysis. All techniques are described in detail in Appendix A in Part V. Appendix B and C report the details of the data analysis for both case studies, as well as technical details for both national travel surveys. Part IV consists of a single concluding chapter, including two sections. Firstly, the empirical evidence for the two case studies is brought together and discussed in light of the research questions and hypotheses. Secondly, the empirical results are discussed in light of the theoretical and policy debates outlined in Part I and II. In the following, I outline the main empirical results of this thesis. - firstly, the carless households group is considerably more concentrated among marginal social groups in low density and peripheral (‘car dependent’) types of area. To put it simply, this means that the composition of the carless group is a good indicator for the level of car dependence of a local area. More formally stated, this means that the strength of the association between non-car ownership and its socio-demographic determinants increases as the degree of urbanity decreases. This is a novel conclusion, and sits alongside the results of previous research suggesting that the car is more of a necessity in low density areas - secondly, the ‘mobility gap’ and the ‘accessibility gap’ of carless households (as compared to car-owning households) increase as the degree of urbanity decreases. Also, results for the British case study suggest that carless individuals are more likely to rely on car lifts, taxis and other motorised transport modes in the most car dependent areas. However, in-depth analysis shows that all of these results are also the by-product of the varying socio-demographic composition of the carless group across different types of area - thirdly, carless households in low density areas are more likely to mention age and health-related constraints as reasons for not owning a car. Conversely, they are less likely to mention choice and lack of need. However, perhaps counterintuitively, it is carless households in compact cities who are the most likely to be carless for economic reasons These empirical results contribute to theoretical and methodological debates in both fields of research (environmentally sustainable transport and transport and social exclusion research). Notably: - by showing the variety of conditions associated with non-car ownership, I counter the assumption that lack of car access per se leads to serious transport disadvantage. While the goal of this thesis was not to identify those carless households who are transport disadvantaged, distinguishing them from those who are not, the empirical results suggest that not owning cars might result in very different forms of disadvantage, ranging from virtual immobility to reliance on others for car lifts to time poverty (as a result of lengthy commutes with alternative modes). This thesis shows that these different forms of non-car ownership are not distributed randomly, but follow a spatial pattern: therefore, it might serve as a blueprint for future studies based on ad-hoc surveys or adopting a qualitative approach - the empirical chapters bring to light the peculiar features and the complex structure of the carless households group. Indeed, this population is: concentrated among marginal social groups; concentrated in large cities and in the most densely populated areas; more concentrated among marginal social groups in suburban and rural areas and where population density is low (a novel conclusion). Arguably, this increases the risk of drawing wrong or misleading conclusions when comparing means between the car-owing and the carless population. In other words, the complex structure of the carless households group has methodological implications for future research - the empirical results about the reasons for not owning cars suggest that the emphasis of existing research on questions of choice is misplaced. The data do not show a continuum between the poles of choice and constraint, but rather the existence of ‘absolute’ constraints to car ownership (such as those related to old age and health-related mobility difficulties), on one hand, and the complex interweaving of ‘weaker’ economic constraints with choice and lack of need, on the other. Notably, one possible interpretation of the results is that low-income households have to choose between ‘two evils’: lack of car access (with possible implications in terms of reduced accessibility) and the economic stress arising from owning and running a car. Depending on the structural constraints brought about by the built environment, they end up choosing one or the other. In other words, there might be a complementary relationship between two forms of car-related transport disadvantage: car deprivation and car-related economic stress. While this hypothesis is not tested in this thesis, it is put forward for future research To sum up, with this thesis I hope to demonstrate two things. First, it is possible to conceptualize the environmental and the social consequences of transport within a single framework, and to conduct empirical studies that take into account both sides. The key link between the two concerns is the need to own and drive cars. Second, focusing on those who do not own cars is a powerful way to understand better what makes people so reluctant to give up theirs.
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Webb, Jeremy C. "Theory and practice of automotive modal lock-in – an Indonesian case." Thesis, Queensland University of Technology, 2014. https://eprints.qut.edu.au/78678/2/Jeremy_Webb_Thesis.pdf.

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This thesis examines the question why the automotive mode and the large technological system it creates, continues to dominate urban transport systems despite the availability of more cost-efficient alternatives. A number of theoretical insights are developed into the way these losses evolve from path dependent growth, and lead to market failure and lock-in. The important role of asymmetries of influence is highlighted. A survey of commuters in Jakarta Indonesia is used to provide a measure of transport modal lock-in (TML) in a developing country conurbation. A discrete choice experiment is used to provide evidence for the thesis central hypothesis that in such conurbations there is a high level of commuter awareness of the negative externalities generated by TML which can produce a strong level of support for its reversal. Why TML nevertheless remains a strong and durable feature of the transport system is examined with reference to the role of asymmetries of influence.
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Huang, Alice. "Calcium-sensing Receptor Mediated Control of CYP27B1 Promoter-dependent Gene & Protein Expression: Complex Extracellular Ca2+ Concentration Dependence." Thesis, The University of Sydney, 2018. http://hdl.handle.net/2123/20127.

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Changes in extracellular Ca2+ (Ca2+o) differentially modulate 25-hydroxyvitamin D3 1α-hydroxylase (1αOHase; encoded by CYP27B1) mRNA and protein levels in cell types including the renal proximal tubule (inhibitory), parathyroid, and skeletal osteoblasts (stimulatory) to control 1,25-dihydroxyvitamin D3 synthesis. We hypothesised that the calcium-sensing receptor (CaSR) mediated Ca2+o concentration-dependent control of 1αOHase, either directly through Ca2+o, or through the local production of parathyroid hormone related peptide (PTHrP). To investigate promoter activity, I transfected a firefly luciferase reporter gene under the control of the 1501 bp human CYP27B1 promoter into HEK-293 cells that stably expressed the CaSR (HEK-CaSR cells) and measured luciferase activities from cells exposed to various Ca2+o concentrations. CYP27B1 promoter-controlled luciferase expression exhibited a biphasic Ca2+o-dependent response in luciferase activity and protein that peaked with a 2-fold increase from basal levels at around 3.0 mM Ca2+o in HEK-CaSR cells. This response was absent in HEK-293 cells and was shifted to the left or right in the presence of the CaSR positive allosteric modulator, cinacalcet, or negative allosteric modulator, NPS-2143, respectively, indicating that both the stimulatory and inhibitory phases were CaSR-mediated. Firefly luciferase and 1αOHase mRNA levels obtained from quantitative RT-PCR exhibited a monophasic Ca2+o-dependent increase and suggests that the stimulatory phase arises from increased mRNA expression, whereas the inhibitory phase arises from reduced protein levels. Inhibitor and mutational studies suggested that the stimulatory phase was dependent on Gq/11 signalling, whereas the inhibitory phase requires MEK and PKC-dependent phosphorylation of the crucial T888 site of the CaSR's C-terminal tail.
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Becker, Nadine. "Imaging activity-dependent structural and functional plasticity of hippocampal CA3-CA1 synapses." Diss., lmu, 2008. http://nbn-resolving.de/urn:nbn:de:bvb:19-101290.

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Benezra, Charles. "Eco-innovation dans le secteur automobile : vers un nouveau sentier de dépendance ? : une lecture évolutonniste." Phd thesis, Université de Grenoble, 2013. http://tel.archives-ouvertes.fr/tel-00993653.

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L'industrie automobile tient une place à part dans l'histoire du capitalisme, dont elle détermine jusqu'à l'appellation de sa dernière grande période : le " fordisme ". Depuis la fin du 20ème siècle, elle se trouve confrontée à une double contrainte environnementale : l'épuisement annoncée des carburants fossiles et la lutte contre les pollutions, atmosphériques notamment. Le transport routier représente en effet 20% des émissions de GES. L'objectif de ce travail est d'analyser la réaction de cette industrie pour internaliser cette double contrainte, en se centrant sur la dimension " innovation ". La grille théorique proposée par Schumpeter et prolongée par les auteurs évolutionnistes est mobilisée pour tester l'hypothèse suivante : l'industrie automobile est en train d'amorcer un nouveau sentier de dépendance pour s'émanciper de cette double contrainte. Dès lors, le passage au moteur hybride, lu comme une éco-innovation de rupture, marque la fin du " lock in " sur le sentier précédant caractérisé par la dépendance au moteur à combustion interne.
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Akram, Waseem. "Transport governance, structures and policy implementation : the management of car dependency." Thesis, Ulster University, 2012. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.573121.

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With greater policy emphasis on encouraging sustainable transport modes, this research probes into issues associated with the governance and delivery of sustainable transport policies for the management of car dependency. The research uses a multi-method case study based approach in three UK city-regions, namely Belfast, Glasgow and Manchester. Both qualitative (focus groups and in-depth interviews) and quantitative (Q-methodology) methods are used to explore the perceptions of four categories of transport actors, including (1) transport experts, users and interest groups (2) officials ,,..,, from public bodies (3) public transport operators and (4) politiCians. The experiences of these actors are discussed with regard to the inefficiencies of the existing governance and the barriers to effective policy implementation. The use of Q-methodology indicates the perceptions of key players in terms of the similarities and differences in viewpoints. . The key findings of this research illustrates that respondents are supportive of the sustainable transport system; however, the opinions show that the implementation of policies is neither effective, nor a priority for the authorities who implement them. The reliability and quality of public transport services, integration between transport and land-use activities, better funding and effective parking enforcement are the required interventions to influence existing travel patterns, which are dominated by private cars across three city-regions. The results suggest that the effectiveness of a deregulated bus policy, competition between private bus operators, a lack of political will, coordination between transport actors, parking policy, accountability and the level of stakeholders' participation in the policy processes are controversial issues amongst the transport actors. The Q-methodology results clearly indicate a need for the effective implementation of transport policies to manage car dependency in Belfast. The findings strongly suggest that participatory policy style would improve transport governance in Northern Ireland. The major problem of transport governance in both Glasgow and Manchester is the limited decision-making capacity of city-region governments in local rail, highway and transport funding. A particular emphasis on the needs of real competition between operators along with a smart card ticketing system is the way to promote affordable, IX integrated and reliable public transport system. From a policy implementation perspective, it is crucial to address the split between the policy objectives and funding priorities. Finally, the findings of this research can be used to inform policy-makers as well as implementers in order to facilitate positive outcomes for sustainable transport policies. x
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STOGIANNIS, ALEXANDROS. "THESSALONICATION : Reclaiming public space in a city where car dependency is shrinking." Thesis, KTH, Stadsbyggnad, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-124536.

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Books on the topic "Car dependence"

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Crook, Michael James. Rural car dependence and the journey to work. Oxford: Oxford Brookes University, 2001.

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1949-, Newman Peter, ed. "Car-free" Copenhagen: Perspective and ideas for reducing car dependence in Copenhagen. Copenhagen: Dept. of Urban Design, Royal Danish Academy of Fine Arts, 1997.

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Urban structure matters: Residential location, car dependence and travel behaviour. New York: Routledge, 2006.

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RAC Foundation for Motoring and the Environment. and University of Oxford, eds. Car dependence: A report for the RAC Foundation for Motoring and the Environment. Oxford: Transport Studies Unit, 1995.

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RAC Foundation for Motoring and the Environment. and University of Oxford. Transport Studies Unit., eds. Car dependence: A report for the RAC Foundation for Motoring and the Environment. Oxford: Transport Studies Unit, University of Oxford, 1995.

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Neill, Matthias. Cutting Back the Car - Lessons on Reducing Suburban Automobile Dependence from the US & Germany. [New York, N.Y.?]: [publisher not identified], 2017.

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David, O'Brien, and Alexander Shirley, eds. High dependency nursing care. Edinburgh: Churchill Livingstone, 1985.

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Andrea, Cockett, and Day Helen RGN, eds. Children's high dependency nursing. Chichester, West Sussex: Wiley Blackwell, 2010.

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Foundation, Joseph Rowntree, ed. Care assessment and 'dependency scoring'. York: Joseph RowntreeFoundation, 1993.

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California. Legislature. Assembly. Committee on Judiciary. Juvenile dependency. Sacramento, CA: Assembly Publications Office, 1995.

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Book chapters on the topic "Car dependence"

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Mattioli, Giulio, and Matteo Colleoni. "Transport Disadvantage, Car Dependence and Urban Form." In Understanding Mobilities for Designing Contemporary Cities, 171–90. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-22578-4_10.

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Wang, Hui. "Mapping Walking Accessibility, Bus Availability, and Car Dependence: A Case Study of Xiamen, China." In Spatial Planning and Sustainable Development, 249–67. Dordrecht: Springer Netherlands, 2013. http://dx.doi.org/10.1007/978-94-007-5922-0_14.

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Maas, Suzanne, and Maria Attard. "Shared Mobility Services in Malta: User Needs and Perceptions." In Sustainable Mobility for Island Destinations, 87–100. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-73715-3_5.

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AbstractMalta is a small island state home to nearly half a million inhabitants. It is a major tourist destination in the Mediterranean, with visitor numbers totalling 2.6 million in 2018. There are 799 vehicles for every thousand inhabitants and the modal split shows a 74.6% reliance on the car. Ownership and use of private cars are at an all-time high in Malta. This dependence on the car has increased congestion and given rise to parking issues in many localities, taken-up limited space in the urban area, increased air and noise pollution, and created accessibility problems for pedestrians and cyclists. Shared mobility services (bicycle, car, scooter sharing) have been introduced in Malta very recently. Malta is one of the case study sites in the CIVITAS DESTINATIONS project, which focused on sustainable mobility in tourist destinations. As part of the project, a survey was conducted to understand the awareness and acceptance of these shared mobility services by Maltese residents (n = 1,100). Insights from this survey used to understand user needs and perceptions in light of such mobility innovations and what might encourage people to start using them as an alternative to private car use.
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Choudhury, Pritam, Harley Eades, and Stephanie Weirich. "A Dependent Dependency Calculus." In Programming Languages and Systems, 403–30. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-99336-8_15.

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AbstractOver twenty years ago, Abadi et al. established the Dependency Core Calculus (DCC) as a general purpose framework for analyzing dependency in typed programming languages. Since then, dependency analysis has shown many practical benefits to language design: its results can help users and compilers enforce security constraints, eliminate dead code, among other applications. In this work, we present a Dependent Dependency Calculus (DDC), which extends this general idea to the setting of a dependently-typed language. We use this calculus to track both run-time and compile-time irrelevance, enabling faster type-checking and program execution.
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Dijkstra, Ate. "Care Dependency." In Dementia in Nursing Homes, 229–48. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-49832-4_17.

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Zhang, Junyi, Masashi Kuwano, Makoto Chikaraishi, and Hajime Seya. "The Car-Dependent Life." In Life-Oriented Behavioral Research for Urban Policy, 97–122. Tokyo: Springer Japan, 2017. http://dx.doi.org/10.1007/978-4-431-56472-0_4.

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Ripley-Moffitt, Carol E., and Adam O. Goldstein. "Tobacco Use and Dependence." In Chronic Illness Care, 41–53. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-71812-5_4.

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Auschra, Carolin, and Jörg Sydow. "Path Dependence and Integrated Care." In Handbook Integrated Care, 119–29. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-69262-9_8.

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VanderHeiden, Todd F., Philip F. Stahel, Stuart L. Goldstein, Aditya Uppalapati, John A. Kellum, Aditya Uppalapati, John A. Kellum, et al. "Oxygen Supply Dependency." In Encyclopedia of Intensive Care Medicine, 1642–46. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-00418-6_721.

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Petty, Julia. "Levels of dependency." In Bedside Guide for Neonatal Care, 190–92. London: Macmillan Education UK, 2015. http://dx.doi.org/10.1007/978-1-137-39847-5_14.

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Conference papers on the topic "Car dependence"

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Gennarelli, Thomas A., Lawrence E. Thibault, G. Tomei, R. Wiser, D. Graham, and J. Adams. "Directional Dependence of Axonal Brain Injury due to Centroidal and Non-Centroidal Acceleration." In 31st Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1987. http://dx.doi.org/10.4271/872197.

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Lu, Bing, James R. Wasson, Eric Weisbrod, Pawitter Mangat, Eric Ainley, Adolpho Rios, and Kevin J. Nordquist. "CD uniformity dependence on CAR PEB process and its improvement for EUVL mask fabrication." In Photomask Technology, edited by Kurt R. Kimmel and Wolfgang Staud. SPIE, 2003. http://dx.doi.org/10.1117/12.517989.

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moletta, eduardo, Jose Pontes, Hugo Siqueira, and Angelo Marcelo Tusset. "State Dependence Riccati Equation for the training of the Echo State Network for Control Half-Car System." In 24th ABCM International Congress of Mechanical Engineering. ABCM, 2017. http://dx.doi.org/10.26678/abcm.cobem2017.cob17-0963.

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Yu, Liangyao, Xiaohui Liu, Zejin Xie, and Yi Chen. "Review of Brake-by-Wire System Used in Modern Passenger Car." In ASME 2016 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/detc2016-59279.

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As an important component in brake systems, the Brake-by-Wire system has attracted great attention recently with the development of emerging energy vehicle and modern passenger cars. The main feature of the Brake-by-Wire system, in contrast to the conventional braking system, is the elimination of the dependence of the vacuum booster on engine vacuum through decoupling of the brake pedal and the brake actuator. The influences from road surface to the driver’s brake feeling can also be eliminated by employment of a brake pedal simulator. The Brake-by-Wire system can greatly improve the automotive safety performance of modern passenger cars, including response time, control capability and stability. As much as the system shows great promise, drawbacks should be addressed as well. For example, design theories on system structure, reliable control strategies, high energy consumption, the modeling of global Brake-by-Wire non-linear dynamic system, poor working conditions and high maintenance costs are major concerns. This paper aims to provide a timely and comprehensive review on the state-of-the-art Brake-by-Wire system used in modern passenger cars. Variety of major components are compared in order to get a more reliable and lower energy consumption system, which includes actuators, pedal simulators and backup brake systems. Researches on control strategies as well as future research direction of Brake-by-Wire system are also discussed.
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Pongprasert, Pornraht, and Hisashi Kubota. "The Influences of Built Environment Factors on Mode Switching of TOD Residents from Car Use to Transit Dependence: Case Study of Bangkok, Thailand." In International Conference on Transportation and Development 2018. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784481547.018.

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Kibushi, Risako, Tomoyuki Hatakeyama, and Masaru Ishizuka. "Estimation of Heat Generation From Power Si MOSFET Using Electro-Thermal Analysis." In ASME 2013 11th International Conference on Nanochannels, Microchannels, and Minichannels. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/icnmm2013-73169.

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This paper describes thermal and electrical properties of power Si MOSFET. The problem of hot spot in sub-micron scale Si MOSFET has been widely known. Recently, power Si MOSFET is key device in a lot of area, for example car electronics. In power Si MOSFET, high voltage is applied and high current is generated. Therefore, heat generation becomes higher and thermal management is important. In this paper, thermal and electrical properties of power Si MOSFET is evaluated with Electro-Thermal Analysis and fundamental heat generation phenomenon of power Si MOSFET is discussed. Under high electric field, electron thermal energy becomes much higher than thermal energy of crystal lattice. Therefore, in this paper, non-equiriblium energy state between electron and lattice is considered. Calculated results showed that hotspot appears in power Si MOSFET. Further, drain voltage dependence of hotspot temperature and temperature dependence of drain current are discussed.
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Ng, G., and W. North. "Material Dependency on Optical Surface Roughness Measurements." In Passenger Car Meeting & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1987. http://dx.doi.org/10.4271/871946.

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Sandu, Adrian, Corina Sandu, Brendan J. Chan, and Mehdi Ahmadian. "Control of Mechanical Systems Using a Parameterized Spectral Decomposition Approach." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-60844.

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This study investigates a control methodology for dynamic systems based on representing all possible system responses under all possible values of the control variables. The underlying idea is to extend the system along the “control dimension” and explicitly account for the dependence of the system state on control variables. A spectral discretization along the “control dimension” is employed. The optimal control values are chosen to obtain the desired system response. Numerical studies for the control of linear and nonlinear quarter car models riding on various terrain profiles show promising results.
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Palevičius, Vytautas, Tomas Karpavičius, and Mantas Kaušylas. "The Evaluation of Opportunities for the Development of Access for Charging Electric Vehicles in the Territory of Apartment Buildings." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.113.

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The beginning of 21th century is extremely important for developed countries because of the reduction of their dependence on fossil fuels. The biggest vehicle manufacturing companies are planning to start selling at least one model of electric vehicle and it is expected that by 2025 approximately 10% of the new cars sold worldwide will be electric. In order to reach this goal, some countries are successfully executing an effective electric transport development policy: to create a publicly accessible network for charging electric vehicles, pay incentives for purchasing an electric car, create free of charge parking places and implement other encouraging measures. While analysing world trends it has been noted that the majority of electric cars owners live in private houses. This is due to the fact that people who are living in apartment buildings and planning on purchasing an electric car come across multiple issues when it comes to charging the car at their living area at night. Therefore, the aim of this article is to evaluate the opportunities of developing access points for charging electric cars around the territory of apartment buildings. To achieve this we have raised these main objectives: have the EU member states already foreseen the necessary measures ensuring comfortable charging of electric cars in the territory of apartment buildings?; have the plans for the development of charging facilities in the territory of apartment buildings already been prepared?; which new technologies will be used for the safe charging of electric cars?
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Schmitt, Kyle, Justin Madsen, Mihai Anitescu, and Dan Negrut. "A Gaussian Process-Based Approach for Handling Uncertainty in Vehicle Dynamics Simulation." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-66664.

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Advances in vehicle modeling and simulation in recent years have led to designs that are safer, easier to handle, and less sensitive to external factors. Yet, the potential of simulation is adversely impacted by its limited ability to predict vehicle dynamics in the presence of uncertainty. A commonly occurring source of uncertainty in vehicle dynamics is the road-tire friction interaction, typically represented through a spatially distributed stochastic friction coefficient. The importance of its variation becomes apparent on roads with ice patches, where if the stochastic attributes of the friction coefficient are correctly factored into real time dynamics simulation, robust control strategies could be designed to improve transportation safety. This work concentrates on correctly accounting in the nonlinear dynamics of a car model for the inherent uncertainty in friction coefficient distribution at the road/tire interface. The outcome of this effort is the ability to quantify the effect of input uncertainty on a vehicle’s trajectory and the associated escalation of risk in driving. By using a space-dependent Gaussian process, the statistical representation of the friction coefficient allows for consistent space dependence of randomness. The approach proposed allows for the incorporation of noise in the observed data and a nonzero mean for inhomogeneous distribution of the friction coefficient. Based on the statistical model considered, consistent friction coefficient sample distributions are generated over large spatial domains of interest. These samples are subsequently used to compute and characterize the statistics associated with the dynamics of a nonlinear vehicle model. The information concerning the state of the road and thus the friction coefficient is assumed available (measured) at a limited number of points by some sensing device that has a relatively homogeneous noise field (satellite picture or ground sensors, for instance). The methodology proposed can be modified to incorporate information that is sensed by each individual car as it advances along its trajectory.
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Reports on the topic "Car dependence"

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Al Hosain, Nourah, and Alma Alhussaini. Evaluating Access to Riyadh’s Planned Public Transport System Using Geospatial Analysis. King Abdullah Petroleum Studies and Research Center, June 2021. http://dx.doi.org/10.30573/ks--2021-dp10.

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The King Abdulaziz Project for Public Transport in Riyadh city is one of the world’s largest urban transit systems being developed. The project aims to meet the demands of the city’s growing urban population while reducing traffic congestion, heavy private car dependence and air pollution. The performance of any public transport system largely depends on its accessibility. Therefore, this study evaluates the populations’ access to Riyadh’s public transport stations using network analysis tools based on geographic information systems.
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Oliveira, Lélia, Larissa Pedreira, Ana Paula Jesus, Flávia Ferreira, Ivana Pinto, Jeferson Santos, and Catarina Araújo. Hospital-home transitional care and support for home caregivers of elderly people with functional dependence: a scoping review. INPLASY - International Platform of Registered Systematic Review and Meta-analysis Protocols, March 2022. http://dx.doi.org/10.37766/inplasy2022.3.0143.

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Review question / Objective: The review questions of this scoping are: 1. How does hospital-home transitional care support home caregivers of functionally dependent elderly people? 2. How is hospital-home transitional care applied to support home caregivers of elderly people with functional dependence? 3. What experiences of transitional hospital-home care were successful in supporting home caregivers of elderly people with functional dependence? The objective of this scoping review is to identify the hospital-home transitional care offered as support to the home caregiver of elderly people with functional dependence. Information sources: Medline/Pubmed, CINAHL, Scopus, Web of Science, LILACS and Embase will be used. As gray literature, the CAPES Digital Library of Theses and Dissertations and the OpenGrey platform will be evaluated.
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Aranco, Natalia, Pablo Ibarrarán, and Marco Stampini. Open configuration options Prevalence of care dependence among older persons in 26 Latin American and the Caribbean countries. Inter-American Development Bank, May 2022. http://dx.doi.org/10.18235/0004250.

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Rapid population aging will drive a strong increase in the demand for long-term care services in Latin America and the Caribbean. To inform policy making, in this study we present novel estimates of the number of care dependent older persons in 26 countries of the region. For ten of these countries, estimates are based on existing survey data. For the remaining 16 countries, we use a statistical model to predict the prevalence of care dependence based on the relationship between this condition and age, sex and health status. We also forecast the number of care dependent older persons in the years 2035 and 2050. On average, we find that 14% of the over-65 population is care dependent in 2020, and this average prevalence is predicted to grow to 16% in 2050. Driven mostly by the increase in the size of the older population in the region, the number of care dependent older persons is expected to grow by a factor of three over the same period, from 8 million in 2020 to 23 million in 2050.
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Young, Shelton R., Robert F. Prinzbach, William Kelley, Albert L. Putnam, Cynthia G. Williams, Dennis R. Wokeck, William E. Shimp, Clara L. Stanfield, Michell S. Emigh, and Teena R. Propst. Acquisition: Overseas Purchase Card Transactions by DoD Dependents Schools-Europe. Fort Belvoir, VA: Defense Technical Information Center, October 2004. http://dx.doi.org/10.21236/ada432909.

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Klann, Eric. Excessive Cap-dependent Translation as a Molecular Mechanism Underlying ASD. Fort Belvoir, VA: Defense Technical Information Center, October 2014. http://dx.doi.org/10.21236/ada612864.

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Klann, Eric. Excessive Cap-dependent Translation as a Molecular Mechanism Underlying ASD. Fort Belvoir, VA: Defense Technical Information Center, August 2012. http://dx.doi.org/10.21236/ada567862.

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Klann, Eric. Excessive Cap-dependent Translation as a Molecular Mechanism Underlying ASD. Fort Belvoir, VA: Defense Technical Information Center, August 2013. http://dx.doi.org/10.21236/ada592185.

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Goda, Gopi Shah, Monica Farid, and Jay Bhattacharya. The Incidence of Mandated Health Insurance: Evidence from the Affordable Care Act Dependent Care Mandate. Cambridge, MA: National Bureau of Economic Research, January 2016. http://dx.doi.org/10.3386/w21846.

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Ahn, B. H., Y. Kamide, S. I. Akasofu, H. W. Kroehl, and D. J. Gorney. Ionospheric Conductivity Dependence of the Cross-Polar Cap Potential Difference and Global Joule Heating Rate. Fort Belvoir, VA: Defense Technical Information Center, October 1988. http://dx.doi.org/10.21236/ada220376.

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Doperak, Martin D. A Comparison of Dependent Primary Care Utilization Rates Based on Deployments. Fort Belvoir, VA: Defense Technical Information Center, March 2009. http://dx.doi.org/10.21236/ada516837.

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