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The share of expenditure is not the most obvious indicator of transport poverty risk.
The level of car ownership is thus not a direct indicator of transport poverty, but of transport poverty risk, and, through it, of the risk at accessibility poverty.
As an indicator of transport efficiency, the average payload can be computed as the ratio between the tonne kilometers and the vehicle kilometers: Open image in new window (5).
The first indicator, car ownership or, rather, the lack of car ownership, is clearly an indicator of transport poverty: a car is an important transport-related resource in current societies.
Drawing on the first indicator of transport poverty, we start by making a distinction between households with and without a car, given the important role of the car in providing accessibility to destinations in current societies.
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The indicators of transport are coming directly and indirectly from the survey.
The S A framework used indicators of transport capacity (Qc) and sediment supply (Qs) to differentiate channel types.
In order to obtain this estimate, we will use two key indicators of transport poverty: car ownership and transport-related expenditures (Table 1).
We then present two indicators of transport poverty which we will use to identify the share of the population at risk of accessibility poverty (Section 3).
Lacking detailed data on levels of accessibility for different population groups, across a range of contexts and at a national level, we will employ two indicators of transport poverty to identify the population at risk of accessibility poverty.
The ASSET project (ASsessing SEnsitiveness to Transport) has developed a GIS based Web tool using a map database to depict spatial indicators of transport and related pressures and maps on sensitiveness to transport activities.
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