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7 Facts City With Most Luxury Cars Per Capita | Ludhiana, Surat enter list of top 10 luxury car markets in India: Report
- The monocentric city model predicts that in cities where cars are cheaper, and therefore car ownership is higher, travel costs per unit of distance are lower and therefore it becomes more attractive to commute longer distances. This results in cities that are less dense in terms of population (Glaeser, 2008). Despite this topic’s relevance and clear theoretical mechanism, Glaeser and Kahn (2004) argue that we know very little about the magnitude of the long-run effect of car ownership on urban density. - Source: Internet
- In Table 7, we present results separating population density into population and area size of the city, and consider two additional dependent variables: employment density and employment centrality, defined by the number of jobs in the CBD. columns (1) and (2) indicate that although the effect of car ownership rates is not statistically significant when regressing both variables separately, the point estimate of cars per 100 on the log of built-up area is 0.019, which is essentially identical to the estimate of cars on population density in column (5) of Table 5, meanwhile, the point estimate on population is essentially zero. This is in line with the sprawl hypothesis as it suggests that the overall effect of cars on population density appears to be via cars causing cities to spread out further (Glaeser and Kahn, 2004; Nechyba and Walsh, 2004; Su and DeSalvo, 2008). - Source: Internet
- How has the rise of the automobile influenced urban areas over the past century? In this paper, we investigate the long-run impact of car ownership on urban population density, based on a sample of 232 city observations in 57 countries. Using the presence of a domestic car manufacturer in 1920 as a source of exogenous variation, our IV estimates indicate that car ownership substantially reduces density. A one standard deviation increase in car ownership rates causes a reduction in population density of around 35%. For employment density, we find almost identical results. This result has important implications for vehicle taxation, car ownership growth in developing countries, and new transport technologies such as automated vehicles. - Source: Internet
- Many large domestic car manufacturers during the 1900s began in the early 20th century, but not all. Countries such as Japan, South Korea, Spain, and Sweden also developed a substantial capacity to manufacture cars, while car manufacturers also set up plants and subsidiaries in other countries. In both cases, however, the political influence was likely smaller than in the early car manufacturing countries because these industries were active for a shorter period and there is a tendency to support domestic industries as opposed to foreign subsidiaries. Nevertheless, if these countries are also treated with lower vehicle costs, our IV estimate remains unbiased, but our first-stage F-statistic will be weaker. - Source: Internet
- A key advantage of these sources is that they rely on a consistent methodology for data collection, which allows us to make accurate comparisons between cities from different countries and time periods. Most importantly, the metropolitan area is consistently defined as the ‘commuter belt or labour market region’ for all our data and hence captures the bulk of home-work journeys in a city. The datasets are then combined, resulting in a total of 232 city observations from 123 cities in 57 countries spanning between 1960 and 2012 (see Table A1 in Online Appendix A which presents the full list of countries and city-year observations). - Source: Internet
- Our findings suggest that unpriced market failures in the car market have additional spillovers on urban density. This has implications for the key benefits of living and working in a city, and may justify higher taxes on private vehicle ownership and use in order to increase the benefits associated with higher densities, such as positive agglomeration economies and public transport efficiency, and decrease the costs associated with lower densities, such as pollution and environmental damage. Furthermore, the paper also has implications for expected urban growth in developing countries, where car ownership rates and populations are rapidly increasing, and future transport technologies such as AVs, which are expected to reduce the costs of using a private vehicle dramatically. - Source: Internet
- The OLS and IV results indicate that one additional car per 100 inhabitants reduces population density at the city level by 2.2% in the long-run. This subsection performs a wide range of robustness checks and provides some tentative evidence on the middle-run effect. - Source: Internet
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