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As affluence grows, it gets easier to travel faster and further. But research shows that, despite this, the average travel time in all societies remains steady at roughly an hour a day. The implication is that people are choosing to increase the distance they regularly travel, rather than opting for shorter journey times. While this clearly offers advantages in terms of reaching more desirable locations, the disadvantages are numerous - not least that of anthropogenic climate change, to which transport is the fastest growing contributor. However, the stability of travel time does not form part

The concept of car dependence includes both travel to destinations for which other modes than the car are not practical and preference for car travel even when other modes are available. While the concept has been a focus for transport analysts for some time, car ownership and use have continued to grow. This reflects the utility of the car for travel on roads where drivers do not experience excessive congestion and where there is parking at both ends of the journey. Local public transport and active travel only become generally attractive alternatives to the car in dense city centres where road space for car use is limited. Reduced car dependence is facilitated by city planning that encourages increased density, opportunities for which are constrained by the stability of the built environment. As well as utility for travel to achieve access to desired destinations, car ownership is also attractive on account of positive feelings, including pride, reflecting both self-esteem and social status. The positive feelings of the population at large towards car ownership are not consistent with the critical view of many analysts, a divergence in point of view that contrasts with the general acceptance of the need to respond to climate change, for which the purchase of electric vehicles is seen as an appropriate action. Rather than advocating measures explicitly aimed at reducing car dependence, a more effective policy approach would be to increase the availability of alternative modes while mitigating the detriments of car use.

The availability of a large national data set of accessibility indicators allows investigation of the relationship between mobility and access to, and choice of, key destinations for the population of England. The destinations considered are primary and secondary schools, further education colleges, family doctors, hospitals, food stores, and places of employment. For the populations of 353 local authorities, the average extent of choice of these destinations is estimated as a function of travel time and mode. It is concluded that high levels of access and choice are available to the large part of the population that has available a car or good public transport. This finding is consistent with the suggestion that the demand for daily travel has saturated.

Adapted from the source document.

I dette nummer anmeldes følgende: "Byen tæmmes. Kernefamilie, sociale reformer og velgørenhed i 1800-tallets København" (Karin Lützen), "Fædre og fødsler" (Svend Aage Madsen), "En mor bliver til - hvordan oplevelsen af moderskab forandrer dig for bestandig" (Daniel N. Stern, Nadis Bruschweiler-Stern og Alison Freeland), "Køn, virksomhed og kompetence" (Eva Bendix Petersen). "Feminisme og litteraturvidenskab" (K&K temanummer), "Det bløde punkt" (Jette Hansen), "Min mosters migræne" (Hanne-Vibeke Holst)

"The Federal Emergency Management Agency (FEMA) operates multiple hazard mitigation assistance (HMA) grant programs as a way to promote a national culture of preparedness and public safety, mitigate the consequences that disasters have for communities and infrastructure, and reduce future draws on the Disaster Relief Fund. The Robert T. Stafford Disaster Relief and Emergency Assistance Act requires FEMA to ensure that these mitigation activities are cost-effective. To determine cost-effectiveness, FEMA currently requires any project seeking HMA grants to include a benefit-cost analysis (BCA), implemented in accordance with Office of Management and Budget Circular A-94. Applicants for mitigation grants have provided extensive feedback that the BCA process is cumbersome and that finding the right data to include in the calculations of costs and benefits is difficult. FEMA is concerned that the administrative burdens and the costs of application processes could discourage subapplicants with fewer resources from applying or place them at a disadvantage in developing quality applications. Furthermore, two 2021 executive orders direct federal agencies to achieve greater equity and fairness in allocating federal resources. Two HMA grant programs have been selected as pilot programs for the corresponding federalwide Justice40 Initiative. The authors found that FEMA's dual goals of equity and simplicity occasionally compete, that FEMA has the authority to implement recommended changes, and that FEMA's approach to BCA differs from those of other federal entities. The authors identify nine changes that FEMA could implement to address the inequities introduced by the use of BCA in the HMA grant process."