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The theoretical contribution provided by the transitional theories has fundamentally helped develop a better understanding of the migration process, by showing how migration is interacting with other processes of development. They show that along with development, emigration is following an upside down ‘U’ shaped pattern, being overreached by immigration, while the region changes its migration profile from emigration to immigration. This was the case for the southern European states, which followed a rapid migration transition during the second half of the twentieth century. After large emigration to Western and Northern Europe, these managed to attract large immigration flows from the less developed countries in Africa and Latin America, but also from Eastern Europe after the fall of communist regimes. This chapter aims to test whether Eastern Europe is heading to the same migration transition pattern as the South and change their current status of net migration provider. Thus, the impact of the migration transition drivers in explaining net migration balance is analysed using a panel data for the 2000–2013 period. As a country can encompass both emigration and immigration regions, the current analysis is carried out at European Union (EU) regional level data (NUTS II), while controlling for the regional specifics and unobserved time effects. Overall, most of the factors which led to the migration shift, from emigration to immigration, in Southern Europe were proven to be fundamental at EU regional level as well. Migration flows were shown to be more sensitive to unemployment, urbanisation, segmentation of the labour market and active population share in the eastern as compared to the southern European regions. Nevertheless, accessing the transition drivers evolution during 2011–2013 period, eastern regions are still highly unattractive and their chances for becoming destination regions are currently at low levels.

Interest in car-sharing initiatives, as a tool for improving transport network efficiency in urban areas and on interurban links, has grown in recent years. They have often been proposed as a more cost effective alternative to other modal shift and congestion relief initiatives, such as public transport or highway improvement schemes; however, with little implementation in practice, practitioners have only limited evidence for assessing their likely impacts.

This study reports the findings of a Stated Preference (SP) study aimed at understanding the value that car drivers put on car sharing as opposed to single occupancy trips. Following an initial pilot period, 673 responses were received from a web-based survey conducted in June 2008 amongst a representative sample of car driving commuters in Scotland.

An important methodological aspect of this study was the need to account for differences in behaviour to identify those market segments with the greatest propensity to car share. To this end, we estimated a range of choice model forms and compared the ability of each to consistently identify individual behaviours. More specifically, this included a comparison of:

Standard market segmentation approaches based on multinomial logit with attribute coefficients estimated by reported characteristics (e.g. age, income, etc.);

A two-stage mixed logit approach involving the estimation of random parameters logit models followed by an examination of individual respondent's choices to arrive at estimates of their parameters, conditional on know distributions across the population (following Revelt & Train, 1999); and

A latent-class model involving the specification of C classes of respondent, each with their own coefficients, and assigning each individual a probability that they belongs to a given class based upon their observed choices, socioeconomic characteristics and their reported attitudes.

As hypothesised, there are significant variations in tastes and preferences across market segments, particularly for household car ownership, gender, age group, interest in car pooling, current journey time and sharing with a stranger (as opposed to family member/friend). Comparing the sensitivity of demand to a change from a single occupancy to a car-sharing trip, it can be seen that the latter imposes a ‘penalty’ equivalent to 29.85 IVT minutes using the mixed logit structure and 26.68 IVT minutes for the multinomial specification. Segmenting this latter value according to the number of cars owner per household results in ‘penalties’ equivalent to 46.51 and 26.42 IVT minutes for one and two plus car owning households respectively.

The idea of adapting and designing services and products to serve “special” needs either for the public good or for commercial purposes is fundamentally an idea anchored in US history. At root, it is a simple idea, albeit expressed in widely varying vocabularies across disciplines and professions. In the parlance of social work, public education, and public librarianship, for example, the idea has been repeatedly advanced over the years as a well-meaning reaching out to meet the needs of subpopulations not readily addressed by available service designs. In the parlance of the commercial sector, the idea has focused on market segmentation, dividing the population into finer and finer subgroups for the purposes of marketing products and services. One of the most recent labels for these activities has been marketing to audience “niches” in which the audience is identified “… as a certain definable market segment with demographic characteristics that make it attractive to advertisers.” (Fejes and Lennon, 2000, p. 37).

Access to high-speed Internet is essential for full and consequential participation in the civic, economic, and education systems of modern life. Yet 30% of Californians continue to lack “meaningful Internet access” at home. This digital divide is worse among already disadvantaged communities and prevents rural, lower-income, and disabled individuals from fully participating in the civic, economic, and education systems of life in 2018. This chapter establishes the magnitude of the digital divide, examines the factors that contribute to the Divide, and looks at which groups are most affected. Successful government programs that invested in utility infrastructure and adoption, such as the Rural Electrification Act, the American Reinvestment and Recovery Act and the California Advanced Services Fund, are examined to provide a foundation for broadband specific policy recommendations. The chapter sets up a framework for policy recommendations by segmenting the population based upon the concepts of material and motivational access and establishing meaningful Internet access as the goal for policy-makers. The chapter puts forth a number of specific policy recommendations to address the technological disparity and prevent it from furthering the economic and educational divides.