https://teresproject.wordpress.com
Presentation by Dr Giulio Mattioli www.its.leeds.ac.uk/people/g.mattioli
In the UK at present domestic energy policies are framed in terms of reducing energy consumption and emissions while at the same time taking into account issues of affordability, which are part of the established fuel poverty agenda. Similar energy affordability issues in transport have not yet drawn the same attention. This is despite increasing recognition in international research that the costs of daily mobility, notably by car, can have important economic stress impacts, e.g. leading households to curtail expenditure in other essential areas. Different terms are used in the literature to indicate such problems, including ‘forced car ownership’, ‘transport poverty’, ‘oil vulnerability’, 'commuter fuel poverty', and 'car-related economic stress'.
The presentation reports on the intermediate findings of the (t)ERES project linked to the DEMAND Research Centre. It draws on the results of both literature reviews and secondary quantitative data analysis. A first strand of work has focused on the relationships between affordability issues in three different sectors (housing, domestic energy and transport) and whether / to what extent these have been investigated in three European countries (UK, France and Germany). A second work package has focused on the similarities and differences between issues of affordability in the domestic energy and transport sector, and how these should be conceptualised. Finally, the results of the quantitative secondary analysis of British datasets (Living Costs and Food Survey, EU Statistics on Income and Living Conditions, MOT data) will be presented. This has allowed us to assess the incidence of car-related economic stress in the UK, the characteristics of the population concerned, as well as overlaps between different forms of economic stress.
Developing an index of vulnerability to motor fuel price increases in England...(t)ERES research project
As the outlook for oil prices remains uncertain, this paper develops a method to assess which areas of England would be most vulnerable to future motor fuel price increases. Building on previous research, we define and operationalise three dimensions of vulnerability: exposure (the cost burden of motor fuel), sensitivity (income) and adaptive capacity (accessibility with modes alternative to the car). We exploit unique data sets available in England, including the ‘MOT’ vehicle inspection data and DfT Accessibility Statistics. This allows us to map vulnerability to fuel price increases at a spatially disaggregated level (Lower-layer Super Output Areas), taking into account motor-fuel expenditure for all travel purposes, and the ability of households to shift to other modes of travel. This is an advancement on the ‘oil vulnerability’ indices developed in previous international research.
Carsten Gertz's presentation on the impacts of rising transport costs in the Hamburg urban region for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Developing an index of vulnerability to motor fuel price increases in England...(t)ERES research project
As the outlook for oil prices remains uncertain, this paper develops a method to assess which areas of England would be most vulnerable to future motor fuel price increases. Building on previous research, we define and operationalise three dimensions of vulnerability: exposure (the cost burden of motor fuel), sensitivity (income) and adaptive capacity (accessibility with modes alternative to the car). We exploit unique data sets available in England, including the ‘MOT’ vehicle inspection data and DfT Accessibility Statistics. This allows us to map vulnerability to fuel price increases at a spatially disaggregated level (Lower-layer Super Output Areas), taking into account motor-fuel expenditure for all travel purposes, and the ability of households to shift to other modes of travel. This is an advancement on the ‘oil vulnerability’ indices developed in previous international research.
Carsten Gertz's presentation on the impacts of rising transport costs in the Hamburg urban region for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Wisconsin State Energy Office Presentation - 2015 Green Vehicles Workshop & S...Wisconsin Clean Cities
Maria Redmond, Wisconsin State Energy Office, gave an overview of the status and future of transportation fuel technologies in Wisconsin for the 12th Annual Green Vehicles Workshop held on April 21, 2015 at the Milwaukee Area Technical College.
Energy efficiency trends in the EU: Have we got off track?Diedert Debusscher
What has been the overall trend in final energy consumption and by sector in the EU since 2000? What are the main drivers of the energy consumption variation since 2000, and what has been the impact of energy savings? What are the trends in energy efficiency at the country level?
These are the key questions that will guide you through this webinar analysing energy efficiency trends in the EU for the period 2000-2019.
This presentation deck was used during the 9th webinar in the Odyssee-Mure on Energy Efficiency Academy on 25 June 2020. Recordings are available on https://www.youtube.com/user/LeonardoENERGY/videos?view=0&sort=dd&flow=grid
The webinar is an approximately 45 min presentation, followed by a live Q&A session with the panellists.
FARCROSS project Innovative solutions for increased regional cross-border coo...Leonardo ENERGY
Webinar recording: https://youtu.be/BvOX5yvCWRk
The webinar will provide insight into the FARCROSS Horizon 2020 EU research project. Driven by recent development in EU internal market for electricity regulation, increased cooperation is key element for improving the interconnectors’ utilization and market harmonization. FARCROSS project looks into these challenges and promotes integrated hardware and software solutions in 5 pilot demonstrators across 8 European countries.
Millennials on the move in the UK, US and Australia
In January 2016, Dr Alexa Delbosc spent two weeks visiting ITS Leeds from ITS Monash in Melbourne Australia. Alexa is a leading researcher on the changing mobility of the millennial generation in Australia. This topic has recently gained much attention in the developed world as millennials are taking longer to get a driving license, driving less and using public transport more than previous generations of young people. During her visit, Alexa has been collaborating with Prof Karen Lucas and Prof Noreen McDonald. She summarised the state of research into millennials with this presentation at the first ITS Research Seminar Series for 2016. Karen, Noreen and Alexa have begun to compare the changing travel habits of millennials in the UK, US and Australia and will continue this research after Alexa's return to Australia. A comparative analysis will highlight the impact of land-use, density and city size on auto-mobility and public transport use of young adults. This work will also be shared in an upcoming special session on young people's travel behaviours and life choices to be held at the World Conference of Transport Research in July 2016.
http://users.monash.edu.au/~delbosc/
Giulio Mattioli's presentation on households who cannot afford cars for the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Sam Jenkins' presentation on DECC's fuel poverty policy for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Marie Sevenet and Ines Imbert's presentation on methods to measure transport and domestic energy poverty with the "low-income-high-costs" method for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
05 Motte-Baumvol - Escaping car dependence and transport costs in French peri...(t)ERES research project
Benjamin Motte-Baumvol's presentation on the coping strategies and residential choices of low income households in French periurban areas for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Giulio Mattioli's presentation summarising the first day of the the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Prof. Greg Marsden's introductory presentation to the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Yves Jouffe's presentation on transport poverty and fuel poverty research and policy in France for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Robin Lovelace and Ian Philips' presentation on methods to measure transport and domestic energy poverty with the "low-income-high-costs" method for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Deirdre O'Reilly's presentation on DfT's accessibility and affordability policy for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Jean-Pierre Nicolas' presentation on transport costs and oil vulnerability in French metropolitan areas at the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
07 Scheiner - Transport costs residential self selection mobility biographies(t)ERES research project
Joachim Scheiner's presentation on transport costs, residential self-selection and mobility biographies for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
The potential of electrically assisted cycling in the everyday commute - a mi...Paul Plazier
Conference paper presented to Current and Emerging Research in Transport Session, organized by the Transport Geography Research Group (RGS), RGS-IBG Annual International Conference 2016, London
Gordon Walker's presentation on fuel poverty beyond heating for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Wisconsin State Energy Office Presentation - 2015 Green Vehicles Workshop & S...Wisconsin Clean Cities
Maria Redmond, Wisconsin State Energy Office, gave an overview of the status and future of transportation fuel technologies in Wisconsin for the 12th Annual Green Vehicles Workshop held on April 21, 2015 at the Milwaukee Area Technical College.
Energy efficiency trends in the EU: Have we got off track?Diedert Debusscher
What has been the overall trend in final energy consumption and by sector in the EU since 2000? What are the main drivers of the energy consumption variation since 2000, and what has been the impact of energy savings? What are the trends in energy efficiency at the country level?
These are the key questions that will guide you through this webinar analysing energy efficiency trends in the EU for the period 2000-2019.
This presentation deck was used during the 9th webinar in the Odyssee-Mure on Energy Efficiency Academy on 25 June 2020. Recordings are available on https://www.youtube.com/user/LeonardoENERGY/videos?view=0&sort=dd&flow=grid
The webinar is an approximately 45 min presentation, followed by a live Q&A session with the panellists.
FARCROSS project Innovative solutions for increased regional cross-border coo...Leonardo ENERGY
Webinar recording: https://youtu.be/BvOX5yvCWRk
The webinar will provide insight into the FARCROSS Horizon 2020 EU research project. Driven by recent development in EU internal market for electricity regulation, increased cooperation is key element for improving the interconnectors’ utilization and market harmonization. FARCROSS project looks into these challenges and promotes integrated hardware and software solutions in 5 pilot demonstrators across 8 European countries.
Millennials on the move in the UK, US and Australia
In January 2016, Dr Alexa Delbosc spent two weeks visiting ITS Leeds from ITS Monash in Melbourne Australia. Alexa is a leading researcher on the changing mobility of the millennial generation in Australia. This topic has recently gained much attention in the developed world as millennials are taking longer to get a driving license, driving less and using public transport more than previous generations of young people. During her visit, Alexa has been collaborating with Prof Karen Lucas and Prof Noreen McDonald. She summarised the state of research into millennials with this presentation at the first ITS Research Seminar Series for 2016. Karen, Noreen and Alexa have begun to compare the changing travel habits of millennials in the UK, US and Australia and will continue this research after Alexa's return to Australia. A comparative analysis will highlight the impact of land-use, density and city size on auto-mobility and public transport use of young adults. This work will also be shared in an upcoming special session on young people's travel behaviours and life choices to be held at the World Conference of Transport Research in July 2016.
http://users.monash.edu.au/~delbosc/
Giulio Mattioli's presentation on households who cannot afford cars for the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Sam Jenkins' presentation on DECC's fuel poverty policy for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Marie Sevenet and Ines Imbert's presentation on methods to measure transport and domestic energy poverty with the "low-income-high-costs" method for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
05 Motte-Baumvol - Escaping car dependence and transport costs in French peri...(t)ERES research project
Benjamin Motte-Baumvol's presentation on the coping strategies and residential choices of low income households in French periurban areas for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Giulio Mattioli's presentation summarising the first day of the the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Prof. Greg Marsden's introductory presentation to the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Yves Jouffe's presentation on transport poverty and fuel poverty research and policy in France for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Robin Lovelace and Ian Philips' presentation on methods to measure transport and domestic energy poverty with the "low-income-high-costs" method for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Deirdre O'Reilly's presentation on DfT's accessibility and affordability policy for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Jean-Pierre Nicolas' presentation on transport costs and oil vulnerability in French metropolitan areas at the 2-day international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
07 Scheiner - Transport costs residential self selection mobility biographies(t)ERES research project
Joachim Scheiner's presentation on transport costs, residential self-selection and mobility biographies for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
The potential of electrically assisted cycling in the everyday commute - a mi...Paul Plazier
Conference paper presented to Current and Emerging Research in Transport Session, organized by the Transport Geography Research Group (RGS), RGS-IBG Annual International Conference 2016, London
Gordon Walker's presentation on fuel poverty beyond heating for the international workshop "Energy-related economic stress at the interface between transport poverty, fuel poverty and residential location", held at the University of Leeds, 20th – 21st May 2015.
Presentation by Caroline Mullen & Greg Marsden, delivered at Royal Geographical Society (RGS) Annual International Conference, August 2014.
www.rgs.org/WhatsOn/ConferencesAndSeminars/Annual+International+Conference
www.demand.ac.uk
www.it.leeds.ac.uk
This presentation created and addressed by Gonzalo Saenz de Miera in the intensive three day course from the BC3, Basque Centre for Climate Change and UPV/EHU (University of the Basque Country) on Climate Change in the Uda Ikastaroak Framework.
The objective of the BC3 Summer School is to offer an updated and multidisciplinary view of the ongoing trends in climate change research. The BC3 Summer School is organized in collaboration with the University of the Basque Country and is a high quality and excellent summer course gathering leading experts in the field and students from top universities and research centres worldwide.
The Role of Renewable Energy in Moving Towards Sustainable TransportationAbdulrazaq Abdulkareem
An analysis of the future of renewable energy; what are the costs, benefits and future prospects for countries moving away from conventional sources of energy in their transportation sector to renewable sources of energy.
Presentation delivered at Royal Geographical Society (RGS) Annual International Conference, August 2014.
www.rgs.org/WhatsOn/ConferencesAndSeminars/Annual+International+Conference
http://www.its.leeds.ac.uk/people/k.lucas
Jillian Anable, The Centre for Transport Research, University of Aberdeen
Christian Brand, The Environmental Change Institute, University of Oxford
Nick Eyre, The Environmental Change Institute, University of Oxford
Benjamin Sovacool "The Nordic Low-Carbon Transition: Implications and Insights for Researchers and Practitioners" Keynote Energy Cultures Conference 2016
Gordon Walker - What energy uses matter? Fuel poverty beyond heatingHarriet Thomson
Fuel poverty policy seeks to make the use of energy affordable, particularly for those who are disadvantaged and vulnerable. But what uses of household energy should this policy be concerned with? In the UK energy for heating is readily seen as essential because of the need for people to keep warm and healthy in their homes. Fuel poverty policy does recognise the need for household expenditure on other forms of energy use – for lighting, cooking, water
heating and appliances - but the rationale for seeing these as necessities that should be affordable for all has rarely been articulated. In our work we have examined the grounds on which energy uses can be considered essential for enabling a minimally-decent quality of life, drawing on both theoretical ideas and empirical evidence. This research has implications for the scope of current fuel poverty policy, and its overriding concern with affordable warmth rather than with supporting other outcomes from the use of energy.
www.nhtnetwork.org/cqc-efficiency-network/home
The CQC Efficiency Network is a collaborative venture between ITS researcher Dr Phill Wheat and leading
performance and benchmarking company measure2improve (m2wi). Dr Wheat has used funding from the EPSRC
Impact Acceleration Account (IAA) to refine the tools to support m2i in developing the fast growing network. The IAA is an institutional award funded by EPSRC to help speed up the contribution that engineering and physical science research make towards new innovation, successful businesses and
the economic returns that benefit UK plc.
Posters summarizing dissertation research projects - presented by MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2017. http://bit.ly/2re35Cs
www.its.leeds.ac.uk/courses/masters/dissertation
Cutting-edge transport research showcased to Secretary of State during the event to officially re- open the Institute building www.leeds.ac.uk/news/article/4011/cutting-edge_transport_research_showcased_to_secretary_of_state
DR STEPHEN HALL, PROFESSOR SIMON SHEPHERD, DR ZIA WADUD; UNIVERSITY OF LEEDS, IN COLLABORATION WITH FUTURE CITIES CATAPULT
Also see https://theconversation.com/five-reasons-why-you-might-be-driving-electric-sooner-than-you-think-71896
Presentation Fiona Crawford - winner of the Smeed prize for best student paper at the UTSG Conference 2017
www.its.leeds.ac.uk/people/f.crawford
www.utsg.net/web/index.php?page=annual-conference
Efforts to reduce the emissions from car travel have so far been hampered by a lack of specific information on car ownership and use. The Motoring and vehicle Ownership Trends in the UK (MOT) project seeks to address this by bringing together new sources of data to give a spatially and disaggregated diagnosis of car ownership and use in Great Britain and the associated energy demand and emissions.
Data from annual car M.O.T tests, made available by the Department for Transport, will be used as a platform upon which to develop and undertake a set of inter-linked modelling and analysis tasks using multiple sources of vehicle-specific and area-based data. Through this the project will develop the capability to understand spatial and temporal differences in car ownership and use, the determinants of those differences, and how levels may change over time and in response to various policy measures. The relationship between fuel use and emissions, and the demographic, economic, infrastructural and socio-cultural factors influencing these will also be tested.
Consequently, the MOT project has the potential to transform the way in which energy and emissions related to car use are quantified, understood and monitored to help refine future research and policy agendas and to inform transport and energy infrastructure planning.
www.its.leeds.ac.uk/research/featured-projects/mot
The University's Annual Review covering the 2015-16 academic year. This new publication gives an overview of some of the most important initiatives and activities that the University has undertaken recently and a sense of the scale of the ambition for the future.
www.its.leeds.ac.uk/people/c.calastri
Social networks, i.e. the circles of people we are socially connected to, have been recognised to play a role in shaping our travel and activity behaviour. This not only has to do with socialisation being the purpose of travel, but also with enabling mobility and other activities through the so-called social capital. Another theme in the literature connecting social environment and travel behaviour is social influence, i.e. the investigation of how travel behaviour can be affected by observation or comparison with other people. Research about the impact of social influence on travel choices is still at its infancy. In this talk, I will give an overview of how choice modelling can be used to investigate the relationships between social networks, travel and activities. I will touch upon work that I have done so far, in particular I will describe my applications of the Multiple Discrete-Continuous Extreme Value (MDCEV) model to frequency of social interactions as well as to allocation of time to different activities, taking the social dimension into account. In these studies, I make use of social network and travel data collected in places as diverse as Switzerland and Chile. I will also discuss ongoing work making use of longitudinal life-course data to model the impact of family of origin and the “mobility environment” people grew up in on travel decision of adults. Finally, I will outline future plans about modelling behavioural changes due to social influence using the smartphone app travel data that are being collected in Leeds within the “Choices and consumption: modelling long and short term decisions in a changing world” (“DECISIONS”) project.
Shigeki Oxawa is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges.
Abstract: In the national railway revolution in Japan, the passenger division was divided into 6 companies by regions. They operate trains and own/manage the rail track (vertical integration system). On the other hand, vertical separation was introduced into freight companies, therefore, freight companies have to access rail track owned/managed by passenger companies. The Japanese regulator regards track access transactions between passenger companies and freight companies as private business.
In the vertical separation system, freight companies cannot get access to the slots required and efficient allocation of rail track cannot be achieved. The vertical separation is a very significant issue in railway policy and freight transport policy in Japan. In the presentation, causes and possible solutions to the issue will be shown.
Shigeki is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges. He has 20 years of experience in research and teaching.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
More from Institute for Transport Studies (ITS) (20)
Empowering the Unbanked: The Vital Role of NBFCs in Promoting Financial Inclu...Vighnesh Shashtri
In India, financial inclusion remains a critical challenge, with a significant portion of the population still unbanked. Non-Banking Financial Companies (NBFCs) have emerged as key players in bridging this gap by providing financial services to those often overlooked by traditional banking institutions. This article delves into how NBFCs are fostering financial inclusion and empowering the unbanked.
how to sell pi coins on Bitmart crypto exchangeDOT TECH
Yes. Pi network coins can be exchanged but not on bitmart exchange. Because pi network is still in the enclosed mainnet. The only way pioneers are able to trade pi coins is by reselling the pi coins to pi verified merchants.
A verified merchant is someone who buys pi network coins and resell it to exchanges looking forward to hold till mainnet launch.
I will leave the telegram contact of my personal pi merchant to trade with.
@Pi_vendor_247
USDA Loans in California: A Comprehensive Overview.pptxmarketing367770
USDA Loans in California: A Comprehensive Overview
If you're dreaming of owning a home in California's rural or suburban areas, a USDA loan might be the perfect solution. The U.S. Department of Agriculture (USDA) offers these loans to help low-to-moderate-income individuals and families achieve homeownership.
Key Features of USDA Loans:
Zero Down Payment: USDA loans require no down payment, making homeownership more accessible.
Competitive Interest Rates: These loans often come with lower interest rates compared to conventional loans.
Flexible Credit Requirements: USDA loans have more lenient credit score requirements, helping those with less-than-perfect credit.
Guaranteed Loan Program: The USDA guarantees a portion of the loan, reducing risk for lenders and expanding borrowing options.
Eligibility Criteria:
Location: The property must be located in a USDA-designated rural or suburban area. Many areas in California qualify.
Income Limits: Applicants must meet income guidelines, which vary by region and household size.
Primary Residence: The home must be used as the borrower's primary residence.
Application Process:
Find a USDA-Approved Lender: Not all lenders offer USDA loans, so it's essential to choose one approved by the USDA.
Pre-Qualification: Determine your eligibility and the amount you can borrow.
Property Search: Look for properties in eligible rural or suburban areas.
Loan Application: Submit your application, including financial and personal information.
Processing and Approval: The lender and USDA will review your application. If approved, you can proceed to closing.
USDA loans are an excellent option for those looking to buy a home in California's rural and suburban areas. With no down payment and flexible requirements, these loans make homeownership more attainable for many families. Explore your eligibility today and take the first step toward owning your dream home.
when will pi network coin be available on crypto exchange.DOT TECH
There is no set date for when Pi coins will enter the market.
However, the developers are working hard to get them released as soon as possible.
Once they are available, users will be able to exchange other cryptocurrencies for Pi coins on designated exchanges.
But for now the only way to sell your pi coins is through verified pi vendor.
Here is the telegram contact of my personal pi vendor
@Pi_vendor_247
Falcon stands out as a top-tier P2P Invoice Discounting platform in India, bridging esteemed blue-chip companies and eager investors. Our goal is to transform the investment landscape in India by establishing a comprehensive destination for borrowers and investors with diverse profiles and needs, all while minimizing risk. What sets Falcon apart is the elimination of intermediaries such as commercial banks and depository institutions, allowing investors to enjoy higher yields.
how to sell pi coins effectively (from 50 - 100k pi)DOT TECH
Anywhere in the world, including Africa, America, and Europe, you can sell Pi Network Coins online and receive cash through online payment options.
Pi has not yet been launched on any exchange because we are currently using the confined Mainnet. The planned launch date for Pi is June 28, 2026.
Reselling to investors who want to hold until the mainnet launch in 2026 is currently the sole way to sell.
Consequently, right now. All you need to do is select the right pi network provider.
Who is a pi merchant?
An individual who buys coins from miners on the pi network and resells them to investors hoping to hang onto them until the mainnet is launched is known as a pi merchant.
debuts.
I'll provide you the Telegram username
@Pi_vendor_247
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What price will pi network be listed on exchangesDOT TECH
The rate at which pi will be listed is practically unknown. But due to speculations surrounding it the predicted rate is tends to be from 30$ — 50$.
So if you are interested in selling your pi network coins at a high rate tho. Or you can't wait till the mainnet launch in 2026. You can easily trade your pi coins with a merchant.
A merchant is someone who buys pi coins from miners and resell them to Investors looking forward to hold massive quantities till mainnet launch.
I will leave the telegram contact of my personal pi vendor to trade with.
@Pi_vendor_247
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We study the link between the evolving age structure of the working population and unemployment. We build a large new Keynesian OLG model with a realistic age structure, labor market frictions, sticky prices, and aggregate shocks. Once calibrated to the European economy, we quantify the extent to which demographic changes over the last three decades have contributed to the decline of the unemployment rate. Our findings yield important implications for the future evolution of unemployment given the anticipated further aging of the working population in Europe. We also quantify the implications for optimal monetary policy: lowering inflation volatility becomes less costly in terms of GDP and unemployment volatility, which hints that optimal monetary policy may be more hawkish in an aging society. Finally, our results also propose a partial reversal of the European-US unemployment puzzle due to the fact that the share of young workers is expected to remain robust in the US.
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If you are looking for a pi coin investor. Then look no further because I have the right one he is a pi vendor (he buy and resell to whales in China). I met him on a crypto conference and ever since I and my friends have sold more than 10k pi coins to him And he bought all and still want more. I will drop his telegram handle below just send him a message.
@Pi_vendor_247
Currently pi network is not tradable on binance or any other exchange because we are still in the enclosed mainnet.
Right now the only way to sell pi coins is by trading with a verified merchant.
What is a pi merchant?
A pi merchant is someone verified by pi network team and allowed to barter pi coins for goods and services.
Since pi network is not doing any pre-sale The only way exchanges like binance/huobi or crypto whales can get pi is by buying from miners. And a merchant stands in between the exchanges and the miners.
I will leave the telegram contact of my personal pi merchant. I and my friends has traded more than 6000pi coins successfully
Tele-gram
@Pi_vendor_247
US Economic Outlook - Being Decided - M Capital Group August 2021.pdfpchutichetpong
The U.S. economy is continuing its impressive recovery from the COVID-19 pandemic and not slowing down despite re-occurring bumps. The U.S. savings rate reached its highest ever recorded level at 34% in April 2020 and Americans seem ready to spend. The sectors that had been hurt the most by the pandemic specifically reduced consumer spending, like retail, leisure, hospitality, and travel, are now experiencing massive growth in revenue and job openings.
Could this growth lead to a “Roaring Twenties”? As quickly as the U.S. economy contracted, experiencing a 9.1% drop in economic output relative to the business cycle in Q2 2020, the largest in recorded history, it has rebounded beyond expectations. This surprising growth seems to be fueled by the U.S. government’s aggressive fiscal and monetary policies, and an increase in consumer spending as mobility restrictions are lifted. Unemployment rates between June 2020 and June 2021 decreased by 5.2%, while the demand for labor is increasing, coupled with increasing wages to incentivize Americans to rejoin the labor force. Schools and businesses are expected to fully reopen soon. In parallel, vaccination rates across the country and the world continue to rise, with full vaccination rates of 50% and 14.8% respectively.
However, it is not completely smooth sailing from here. According to M Capital Group, the main risks that threaten the continued growth of the U.S. economy are inflation, unsettled trade relations, and another wave of Covid-19 mutations that could shut down the world again. Have we learned from the past year of COVID-19 and adapted our economy accordingly?
“In order for the U.S. economy to continue growing, whether there is another wave or not, the U.S. needs to focus on diversifying supply chains, supporting business investment, and maintaining consumer spending,” says Grace Feeley, a research analyst at M Capital Group.
While the economic indicators are positive, the risks are coming closer to manifesting and threatening such growth. The new variants spreading throughout the world, Delta, Lambda, and Gamma, are vaccine-resistant and muddy the predictions made about the economy and health of the country. These variants bring back the feeling of uncertainty that has wreaked havoc not only on the stock market but the mindset of people around the world. MCG provides unique insight on how to mitigate these risks to possibly ensure a bright economic future.
What website can I sell pi coins securely.DOT TECH
Currently there are no website or exchange that allow buying or selling of pi coins..
But you can still easily sell pi coins, by reselling it to exchanges/crypto whales interested in holding thousands of pi coins before the mainnet launch.
Who is a pi merchant?
A pi merchant is someone who buys pi coins from miners and resell to these crypto whales and holders of pi..
This is because pi network is not doing any pre-sale. The only way exchanges can get pi is by buying from miners and pi merchants stands in between the miners and the exchanges.
How can I sell my pi coins?
Selling pi coins is really easy, but first you need to migrate to mainnet wallet before you can do that. I will leave the telegram contact of my personal pi merchant to trade with.
Tele-gram.
@Pi_vendor_247
how to sell pi coins in South Korea profitably.DOT TECH
Yes. You can sell your pi network coins in South Korea or any other country, by finding a verified pi merchant
What is a verified pi merchant?
Since pi network is not launched yet on any exchange, the only way you can sell pi coins is by selling to a verified pi merchant, and this is because pi network is not launched yet on any exchange and no pre-sale or ico offerings Is done on pi.
Since there is no pre-sale, the only way exchanges can get pi is by buying from miners. So a pi merchant facilitates these transactions by acting as a bridge for both transactions.
How can i find a pi vendor/merchant?
Well for those who haven't traded with a pi merchant or who don't already have one. I will leave the telegram id of my personal pi merchant who i trade pi with.
Tele gram: @Pi_vendor_247
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The secret way to sell pi coins effortlessly.DOT TECH
Well as we all know pi isn't launched yet. But you can still sell your pi coins effortlessly because some whales in China are interested in holding massive pi coins. And they are willing to pay good money for it. If you are interested in selling I will leave a contact for you. Just telegram this number below. I sold about 3000 pi coins to him and he paid me immediately.
Telegram: @Pi_vendor_247
1. Institute for Transport Studies
FACULTY OF ENVIRONMENT
Is there a transport equivalent of fuel
poverty?
Transport-related economic stress and vulnerability to
fuel price increases in the UK: intermediate findings from
the (t)ERES project
Giulio Mattioli
Institute for Transport Studies, University of Leeds
g.mattioli@leeds.ac.uk
ITS Seminar Series
10 March 2016
2. ENERGY
Home
Housing costs
Domestic
energy costs
Transport costs
Residential location
Geography, urban form, spatial
development, etc.
Common energy nature
Global fossil fuel prices, energy mix,
CO2 reduction policies, etc.
Transport costs and
affordability – Why it matters?
3. ENERGY
Home
Housing costs
Domestic
energy costs
Transport costs
Residential location
Geography, urban form, spatial
development, etc.
Common energy nature
Global fossil fuel prices, energy mix,
CO2 reduction policies, etc.
Official metrics / indicators
?
Housing affordability
Housing overburden
Fuel poverty
Energy poverty
4. • ‘forced car ownership’ (Jones, 1987; Banister, 1994; Currie & Senbergs, 2007; Currie
& Delbosc, 2011; BMVBS, 2012)
• ‘transport poverty’ (Gleeson & Randolph, 2002; Stokes & Lucas, 2011; RAC, 2012;
Sustrans, 2012)
• ‘commuter fuel poverty’ (Lovelace & Philips, 2014)
• ‘oil vulnerability’ (e.g. Dodson & Sipe, 2007; Rendall et al., 2014)
• ‘transportation affordability’ (Litman, 2015; Lucas et al., in press)
• ‘précarité énergétique des transports’ (Cochez et al., 2015; Jouffe & De Massot,
2013; ONPE, 2014)
• ‘car-related economic stress’ (CRES) (Mattioli, 2013; Mattioli & Colleoni,
2016)
car-owning households who need to spend a disproportionately
high share of their income to get where they need to go, with
negative consequences in terms of restricted activity spaces
and/or spending cuts in other essential areas
Transport costs and
affordability
5. 1. The links between transport, housing and domestic energy costs:
(how) are they considered in UK, FR and DE?
2. Fuel poverty and ‘transport poverty’: from analogy to comparison
3. Two possible metrics of ‘car-related economic stress’
4. Policy implications: synergies and trade-offs with climate change
policy
Outline
6. 1. Transport, housing and domestic
energy costs in UK, FR & DE
• Multilingual literature review
• Two-day international workshop
“Energy-related economic stress at the interface between
transport poverty, fuel poverty and residential location”
(Leeds, 20-21 May 2015)
• Transport Policy special issue (2017)
10. • Sustrans (2012):
≈1.5 million people at risk of ‘transport poverty’ in England. Half of local
authorities have at least one high risk area
• Lovelace & Philips (2014):
2-6% of population in York is ‘commuter fuel poor’
12. • Two forms of ‘energy precarity’: domestic energy and transport
• (How) do they overlap?
• INSEE model based on census
• (How) do households trade-off between transport and housing costs?
• How to encourage sustainable residential location choices?
• Concern for peri-urban areas
14. • “Opportunities and risks of increasing transport costs for spatial
development” (BBSR, 2009)
• Web tools to create awareness of implications of residential location
choices
Gertz et al., 2015:
• Higher fuel prices…
‘return to the city’
higher housing prices!
15. 2. Is there a transport
equivalent of fuel poverty?
HoC Environmental Audit Committee inquiry into “Transport and the
accessibility of public services” (2013):
“Would a measure of the transport accessibility of key public services,
in a similar manner as ‘fuel poverty’ be useful for policy-making (and if
so how it should be defined)?”
Sustrans’ response:
• wish to "get transport poverty recognised alongside fuel poverty as a
meaningful concept”
• "unlike fuel poverty, at the moment there is no officially accepted
definition of transport poverty and no strategies in place to address the
issue"
16. Drivers
FUEL POVERTY
Lack of warmth results from:
1.(low) income
2.(high) energy prices
3.(poor) energy efficiency
‘TRANSPORT POVERTY’
Lack of access results from…
• many more drivers!
(lack of access, disability, age, gender,
cognitive factors, low travel horizons,
generation, lack of driving licence,
coordination within households, safety
concerns)
• not all of them are economic
factors
20. Metrics – Modelling of required
energy use and related expenditure
FUEL POVERTY
1. temperature standards based
on WHO guidance
2. four heating regimes based on
activity status of adults and
under-occupancy
3. required energy consumption
estimated based on thermal
efficiency
4. required expenditure estimated
based on prices
It allows the inclusion of
‘underspending’ households.
TRANSPORT AFFORDABILITY
Problems:
• Overwhelming complexity of
defining activity participation
standards: highly individualised
and context-specific
• Each required trip would need to
be assigned destination, travel
distance and mode
Transport affordability metrics
should be based on actual
(not required) expenditure
21. Metrics – Affordability threshold
FUEL POVERTY
TPR (2001-2012):
• 10% = twice the actual median
cost burden of domestic energy
in the UK in 1988(!)
LIHC (2013-):
• median required costs of
domestic energy estimated for
that year
TRANSPORT AFFORDABILITY
• 10% or other thresholds
originally estimated based on
domestic energy costs data are
not suited for use in transport!
Any threshold of transport
affordability should be derived
by data on transport spending
22. Metrics – Income threshold
FUEL POVERTY
TPR (2001-2012):
• no threshold, but regressive
distribution of domestic
energy costs ensures that most
non-poor households are
excluded anyway.
LIHC (2013-):
• 60% of median residual income
(after housing and required
domestic energy costs)
TRANSPORT AFFORDABILITY
• Transport costs are not
necessarily regressively
distributed
a simple cost burden threshold
will not ensure that well-off
households are excluded.
Income threshold is
necessary
LIHC approach should be
preferred
23. 3. A LIHC metric of
Car-Related Economic Stress (GB)
9%
13%
13%
65%
Data: Living Costs and Food Survey 2012
24. Households who cannot afford at least 3 of the following:
1. to face unexpected expenses;
2. one week annual holiday away from home;
3. to pay for arrears (mortgage or rent, utility bills or hire purchase
instalments);
4. a meal with meat, chicken or fish every second day;
5. to keep home adequately warm
6. to have a washing machine
7. to have a colour TV
8. to have a telephone
9. to have a personal car
Material deprivation
(EU-SILC definition)
28. • 7-9% of the population (1.7-2.3 million)
• not so different from the average of the population…but clearly distinct
from LILC and households who cannot afford cars
• spatial factors: low density areas, (semi)detached housing
• socio-economic factors that may increase ratio between car travel
needs and household income: household size, presence of children,
underemployment, disability
• overlap of different types of economic stress:
• high rates of fuel poverty
• housing cost overburden is positively associated with CRES
• association with a certain stage of the family life-cycle (middle
adulthood, children, access to home ownership…)?
CRES in GB:
empirical findings
29. 4. Fuel poverty: synergies and trade-
offs with climate change policy
WIN (affordability) LOSE (climate)
Income and costs policies
(e.g. Cold Weather Payments, Winter Fuel
Payments, Warm Home Discount)
increase energy consumption
reduce incentives to invest in energy
efficiency
WIN-WIN
Energy efficiency policies
(e.g. Warm Front, Decent Homes Standard,
Affordable Warmth Obligation)
reduce in principle both fuel poverty
and emissions (if targeted to low-
income groups)
LOSE (affordability) WIN (climate)
Pricing policies
(e.g. carbon pricing, environmental obligations on
energy suppliers that are recouped through higher
prices)
regressive impact
increase hardship
(Ürge-Vorsatz & Tirado-Herrero, 2012)
30. What is energy efficiency?
FUEL POVERTY
1. Home insulation
2. Heating system
• (Home size)
Energy efficiency of housing stock
increases almost by definition
over time (demolitions, new
buildings, retrofit)
TRANSPORT AFFORDABILITY
1. Required travel distances
2. Viability of energy-efficient
modes
3. Vehicle fuel efficiency
No inevitable trend towards
increasing energy efficiency
Lock-in into residential location
is stronger
31. Cost- and energy- efficiency
vs. effectiveness
FUEL POVERTY
• Most energy-efficient housing /
technologies
= most cost-efficient to run
= most effective in delivering
warmth
TRANSPORT AFFORDABILITY
• Walking, cycling
= most energy-efficient
= most cost-efficient
≠ most effective in delivering
access (private car)
32. Transport affordability: synergies and
trade-offs with climate change policy
WIN (affordability) LOSE (climate)
Income policies and costs policies:
(e.g. demand-side subsidies to car and public
transport use, income-tax deductions for
commuting, concessionary travel passes)
increase energy consumption
may increase car-dependence
WIN-WIN
Energy efficiency:
reduce need to travel (e.g. compact city
policies)
improve modal alternatives to the
car
‘technological fix’
LOSE (affordability) WIN (climate)
Pricing policies:
(e.g. fuel tax escalator, carbon pricing)
increase hardship among car-
dependent, low income households
(Mattioli, 2013; SDC, 2011)
35. Conclusions
• Transport poverty: more complex than fuel poverty
→ cannot rely on a single metric
• But: useful to develop sensible metrics of transport
affordability
• Mismatches between income, prices and energy efficiency
in transport deserve more attention
• Improving energy efficiency of transport systems: more
long-term, resource intensive and politically controversial
than in the housing sector
→ more trade-offs between social and environmental
goals
36. Institute for Transport Studies
FACULTY OF ENVIRONMENT
Thank you for your attention!
g.mattioli@leeds.ac.uk
https://teresproject.wordpress.com/
@TranspPoverty
www.demand.ac.uk
@DEMAND_CENTRE
37. To know more about this work
• Mattioli, G., Lucas, K., & Marsden, G. (2016). The affordability of household transport costs: quantifying
the incidence of car-related economic stress in Great Britain, 48th Annual Universities' Transport Study
Group. http://eprints.whiterose.ac.uk/92738/
• Mattioli, G. (2015). Energy-related economic stress at the interface between transport, housing and fuel
poverty: a multinational study, 2nd International Days of Sociology of Energy, pp.254-257.
http://eprints.whiterose.ac.uk/87866/
• Lucas, K., Mattioli, G., Verlinghieri, E., & Guzman, A. (2016) Transport Poverty and its Adverse Social
Consequences, Proceedings of the Institution of Transport Engineers – Transport
http://eprints.whiterose.ac.uk/94663/
38. Acknowledgements
• This work arises from the research project "Energy-related economic stress in the UK, at the interface
between transport, housing and fuel poverty", funded by the Engineering and Physical Sciences
Research Council (grant number EP/M008096/1) as part of the RCUK Energy Programme. The funders
had no involvement in the analysis and interpretation of the data, nor in the preparation of the
presentation.
• This presentation includes findings based on data from Eurostat, EU-SILC, 2005-2013 and Living Costs
and Food Survey, 2012 (Office for National Statistics and Department for Environment, Food and Rural
Affairs, Living Costs and Food Survey, 2012 [computer file]. 2nd Edition. Colchester, Essex: UK Data
Archive [distributor], June 2014. SN: 7472 , http://dx.doi.org/10.5255/UKDA-SN-7472-2). The LCFS
2012 of the Office for National Statistics and the Department for Environment, Food and Rural Affairs is
Distributed by UK Data Archive, University of Essex, Colchester. The responsibility for the analysis,
interpretation and all conclusions drawn from the data lies entirely with the authors.