Car ownership and access to jobs in Spain

This study analyses the impact that job accessibility in public transport has on car ownership. An ordered probit explaining the number of cars per household is estimated as a function of head of household characteristics, household characteristics and job accessibility. The data used in the analysis come from the Microcensus of year 2001 of the Spanish Institute of Statistics for the areas of Barcelona and Madrid. Our results show a significant effect of accessibility on car ownership. Additionally, we carried out simulation exercises in which the expected number of vehicles decreases as accessibility improves. For instance, in the case of households living outside the central city, an improvement of accessibility up to the average level of the central city would offset the effect of the number of working adults on the expected number of vehicles.

Economic development and changes in car ownership patterns

The contributions of this paper are twofold: On the one hand, the paper analyses the factors determining the growth in car ownership in Spain over the last two decades, and, on the other, the paper provides empirical evidence for a controversial methodological issue. From a methodological point of view, the paper compares the two alternative decision mechanisms used for modelling car ownership: ordered-response versus unordered-response mechanisms. A discrete choice model is estimated at three points in time: 1980, 1990 and 2000. The study concludes that on the basis of forecasting performance, the multinomial logit model and the ordered probit model are almost undistinguishable. As for the empirical results, it can be emphasised that income elasticity is not constant and declines as car ownership increases. Besides, households living in rural areas are less sensitive than those living in urban areas. Car ownership is also sensitive to the quality of public transport for those living in the largest cities. The results also confirmed the existence of a generation effect, which will vanish around the year 2020, a weak life-cycle effect, and a positive effect of employment on the number of cars per household. Finally, the change in the estimated coefficients over time reflects an increase in mobility needs and, consequently, an increase in car ownership.

El Orden regional de Asia oriental en materia de seguridad

El trabajo analiza los procesos de gestación y evolución del orden regional de Asia oriental en materia de seguridad, así como la estructura normativa del mismo. En estos procesos las iniciativas bilaterales de los Estados tradicionalmente han jugado un papel determinante. Las últimas dos décadas, no obstante, han sido testigo del creciente peso de otros actores no estatales en el marco del llamado second track y del impulso de iniciativas multilaterales. En cuanto a la estructura de este orden, por otra parte, ésta se compone de unos principios y normas constitucionales y de unas instituciones fundamentales que delimitan un orden diferente de y compatible con el orden internacional actual.

Exploring Determinants of Urban Motorcycle Accident Severity: The Case of Barcelona

Public authorities and road users alike are increasingly concerned by recent trends in road safety outcomes in Barcelona, which is the European city with the highest number of registered Powered Two-Wheel (PTW) vehicles per inhabitant,. In this study we explore the determinants of motorcycle and moped accident severity in a large urban area, drawing on Barcelona’s local police database (2002-2008). We apply non-parametric regression techniques to characterize PTW accidents and parametric methods to investigate the factors influencing their severity. Our results show that PTW accident victims are more vulnerable, showing greater degrees of accident severity, than other traffic victims. Speed violations and alcohol consumption provide the worst health outcomes. Demographic and environment-related risk factors, in addition to helmet use, play an important role in determining accident severity. Thus, this study furthers our understanding of the most vulnerable vehicle types, while our results have direct implications for local policy makers in their fight to reduce the severity of PTW accidents in large urban areas.

El Nuevo acuerdo de financiación regional: un análisis de urgencia

El pasado 15 de julio el Consejo de Política Fiscal y Financiera (CPPF) aprobó un nuevo acuerdo de financiación para las comunidades autónomas de régimen común. El documento en el que se recoge el acuerdo no es precisamente un prodigio de claridad expositiva y describe además un modelo complejo. Como resultado de ambos factores, las descripciones del nuevo sistema que han aparecido en la prensa reciente y en el material "informativo" distribuido por algunas administraciones resultan bastante confusas y no reflejan correctamente, a mi entender, el funcionamiento del modelo o su previsible incidencia sobre la distribución territorial de los recursos públicos. Con el fin de facilitar un debate más informado sobre el tema, en este trabajo se intenta clarificar el funcionamiento del nuevo modelo, ofreciendo una descripción sistemática del mismo, un análisis de sus propiedades dinámicas y una primera estimación de sus resultados iniciales. Por otra parte, en el trabajo se realiza también una valoración crítica del nuevo sistema y se identifican ciertos aspectos del mismo que pueden ser problemáticos. Algunos de ellos son de carácter técnico y podrían corregirse durante el proceso de elaboración de la normativa en la que ha de plasmarse el nuevo acuerdo sin alterar la esencia de éste.

El Nuevo acuerdo de financiación regional: un análisis de urgencia ADENDA

This note contains some addenda to a recent paper (de la Fuente, 2009) that analyzed the new Spanish system of regional financing on the basis of the agreement between the central and regional Governments reached last July. The note updates my previous discussion after examining the bill that has been recently sent to Parliament by the Government and identifies some technical problems of the Government's proposal.

Inter-regional redistribution through infrastructure investment: tactical or programmatic?

In this paper we analyze the effects of both tactical and programmatic politics on the inter-regional allocation of infrastructure investment. We use a panel of data for the Spanish electoral districts during the period 1964-2004 to estimate an equation where investment depends both on economic and political variables. The results show that tactical politics do matter since, after controlling for economic traits, the districts with more ‘Political power’ still receive more investment. These districts are those where the incumbents’ Vote margin of victory/ defeat in the past election is low, where the Marginal seat price is low, where there is Partisan alignment between the executives at the central and regional layers of government, and where there are Pivotal regional parties which are influential in the formation of the central executive. However, the results also show that programmatic politics matter, since inter-regional redistribution (measured as the elasticity of investment to per capita income) is shown to increase with the arrival of the Democracy and EU Funds, with Left governments, and to decrease the higher is the correlation between a measure of ‘Political power’ and per capita income.

Human capital spillovers, productivity and regional convergence in Spain

This paper analyses the differential impact of human capital, in terms of different levels of schooling, on regional productivity and convergence. The potential existence of geographical spillovers of human capital is also considered by applying spatial panel data techniques. The empirical analysis of Spanish provinces between 1980 and 2007 confirms the positive impact of human capital on regional productivity and convergence, but reveals no evidence of any positive geographical spillovers of human capital. In fact, in some specifications the spatial lag presented by tertiary studies has a negative effect on the variables under consideration.

The Accessibility City. When Transport Infrastructure Matters in Urban Spatial Structure

Suburbanization is changing the urban spatial structure and less monocentric metropolitan regions are becoming the new urban reality. Focused only on centers, most works have studied these spatial changes neglecting the role of transport infrastructure and its related location model, the “accessibility city”, in which employment and population concentrate in low-density settlements and close to transport infrastructure. For the case of Barcelona, we consider this location model and study the population spatial structure between 1991 and 2006. The results reveal a mix between polycentricity and the accessibility city, with movements away from the main centers, but close to the transport infrastructure.

Los Actores económicos y la dimensión regional : la Cambra de Comerç de Barcelona y Foment del Treball Nacional (1997-2007)

Esta investigación trata de esclarecer qué opinión merece y cómo repercute la existencia de gobiernos regionales en las organizaciones empresariales de ámbito regional. Ello lo observamos mediante el análisis de dos organizaciones empresariales catalanas: Foment del Treball Nacional y la Cambra de Comerç, Indústria i Navegació de Barcelona. Desafortunadamente, como sucede para el caso español, tras más de veinticinco años de experiencia regional existe un vacío en la literatura académica, tan sólo unos pocos estudios referenciados, tanto de organizaciones empresariales regionales como de su opinión sobre el Estado de las Autonomías y sus implicaciones para un determinado modelo económico y proyecto político.

Sobre la puesta en marcha del nuevo sistema de financiación regional: proyecciones para 2009 y algunas reflexiones

This paper presents an estimate of the financial results of the new Spanish system of regional financing in 2009. According to these estimates, some regions will experience sharp reductions in their adjusted financing per capita between 2007 and 2009 which may be very difficult to accept. This would mean that there will be strong pressures for the reform of the new system from the very beginning. To avoid, or at least mitigate, this problem it would be helpful to introduce some changes in the bill currently being discussed by the Parliament. The necessary changes would not alter the nucleus of the recent agreement.

Implementation of IPM programs on European greenhouse tomato production areas: Tools and constraints

Whiteflies and whitefly-transmitted viruses are some of the major constraints on European tomato production. The main objectives of this study were to: identify where and why whiteflies are a major limitation on tomato crops; collect information about whiteflies and associated viruses; determine the available management tools; and identify key knowledge gaps and research priorities. This study was conducted within the framework of ENDURE (European Network for Durable Exploitation of Crop Protection Strategies). Two whitefly species are the main pests of tomato in Europe: Bemisia tabaci and Trialeurodes vaporariorum. Trialeurodes vaporariorum is widespread to all areas where greenhouse industry is present, and B. tabaci has invaded, since the early 1990’s, all the subtropical and tropical areas. Biotypes B and Q of B. tabaci are widespread and especially problematic. Other key tomato pests are Aculops lycopersici, Helicoverpa armigera, Frankliniella occidentalis, and leaf miners. Tomato crops are particularly susceptible to viruses causingTomato yellow leaf curl disease (TYLCD). High incidences of this disease are associated to high pressure of its vector, B. tabaci. The ranked importance of B. tabaci established in this study correlates with the levels of insecticide use, showing B. tabaci as one of the principal drivers behind chemical control. Confirmed cases of resistance to almost all insecticides have been reported. Integrated Pest Management based on biological control (IPM-BC) is applied in all the surveyed regions and identified as the strategy using fewer insecticides. Other IPM components include greenhouse netting and TYLCD-tolerant tomato cultivars. Sampling techniques differ between regions, where decisions are generally based upon whitefly densities and do not relate to control strategies or growing cycles. For population monitoring and control, whitefly species are always identified. In Europe IPM-BC is the recommended strategy for a sustainable tomato production. The IPM-BC approach is mainly based on inoculative releases of the parasitoids Eretmocerus mundus and Encarsia formosa and/or the polyphagous predators Macrolophus caliginosus and Nesidiocoris tenuis. However, some limitations for a wider implementation have been identified: lack of biological solutions for some pests, costs of beneficials, low farmer confidence, costs of technical advice, and low pest injury thresholds. Research priorities to promote and improve IPM-BC are proposed on the following domains: (i) emergence and invasion of new whitefly-transmitted viruses; (ii) relevance of B. tabaci biotypes regarding insecticide resistance; (iii) biochemistry and genetics of plant resistance; (iv) economic thresholds and sampling techniques of whiteflies for decision making; and (v) conservation and management of native whitefly natural enemies and improvement of biological control of other tomato pests.

Metropolitan Areas in Spain and Italy

Metropolitan areas concentrate the main share of population, production and consumption in OECD countries. They are likely to be the most important units for economic, social and environmental analysis as well as for the development of policy strategies. However, one of the main problems that occur when adopting metropolitan areas as units of analysis and policy in European countries is the absence of widely accepted standards for identifying them. This severe problem appeared when we tried to perform comparative research between Spain and Italy using metropolitan areas as units of analysis. The aim of this paper is to identify metropolitan areas in Spain and Italy using similar methodologies. The results allow comparing the metropolitan realities of both countries as well as providing the metropolitan units that can be used in subsequent comparative researches. Two methodologies are proposed: the Cheshire-GEMACA methodology (FUR) and an iterative version of the USA-MSA algorithm, particularly adapted to deal with polycentric metropolitan areas (DMA). Both methods show a good approximation to the metropolitan reality and produce very similar results: 75 FUR and 67 DMA in Spain (75% of total population and employment), and 81 FUR and 86 DMA in Italy (70% of total population and employment).