Average weekly household expenditure on goods and services in the UK. Data are shown by region, age, income (including equivalised) group (deciles and quintiles), economic status, socio-economic class, housing tenure, output area classification, urban and rural areas (Great Britain only), place of purchase and household composition.

Analysis of ‘Parking Statistics in North America’ provided by Analyst-2 (analyst-2.ai), based on source dataset retrieved from https://www.kaggle.com/terenceshin/searching-for-parking-statistics-in-north-america on 28 January 2022.

--- Dataset description provided by original source is as follows ---

ABOUT

This dataset identifies areas within a city where drivers are experiencing difficulty searching for parking. Cities can use this data to identify problem areas, adjust signage, and more. Only cities with a population of more than 100,000 are included.

Data

Some variables to highlight:

• AvgTimeToPark: The average time taken to search for parking (in minutes)
• AvgTimeToParkRatio: The ratio between the average time taken to search for parking and of those not searching for parking in the current geohash
• TotalSearching: The number of drivers searching for parking
• PercentSearching: The percentage of drivers that were searching for parking
• AvgUniqueGeohashes: The average number of unique geohashes at the 7 character level (including neighbouring and parking geohashes) that were driven in among vehicles that searched for parking
• AvgTotalGeohashes: The average number of all geohashes at the 7 character level (including neighbouring and parking geohashes) that were driven in among vehicles that searched for parking
• CirclingDistribution: JSON object representing the neighbouring geohashes at the 7 character level whereby vehicles searching for parking tend to spend their time. Each geohash will have the average percentage of time spent in that geohash prior to parking.
• HourlyDistribution: JSON object representing the average prevalence of searching for parking by hour of day (% distribution based on number of vehicles experiencing parking problems)
• SearchingByHour: JSON object representing the average percentage of vehicles searching for parking within the hour
• PercentCar: Percentage of vehicles with parking issues that were cars
• PercentMPV: Percentage of vehicles with parking issues that were multi purpose vehicles
• PercentLDT: Percentage of vehicles with parking issues that were light duty trucks
• PercentMDT: Percentage of vehicles with parking issues that were medium duty trucks
• PercentHDT: Percentage of vehicles with parking issues that were heavy duty trucks
• PercentOther: Percentage of vehicles with parking issues that were unknown classification

Content

This dataset is aggregated over the previous 6 months and is updated monthly. This data is publicly available from Geotab (geotab.com).

Inspiration

As some inspiration, here are some questions:

• Which cities are the hardest to find parking?
• By joining population data externally, can you determine a relationship between a region's population and the time that it takes to find parking?
• Similarly, by finding external data, is there a correlation between GDP and parking times? What about average household income?

--- Original source retains full ownership of the source dataset ---

The data set contains registered vehicle population count by various criteria such as vehicle class, vehicle status, vechicle make, vehicle model, vehicle year, plate class, plate declaration, county, weight related class and other vehicle decriptors.

Dataset contains counts and measures for households from the 2013, 2018, and 2023 Censuses. Data is available by statistical area 2.

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The variables included in this dataset are for households in occupied private dwellings (unless otherwise stated). All data is for level 1 of the classification (unless otherwise stated):

• Count of households in occupied private dwellings
• Access to telecommunication systems (total responses)
• Household crowding index for levels 1 and 2
• Household composition
• Number of usual residents in household
• Average number of usual residents in household
• Number of motor vehicles
• Sector of landlord for households in rented occupied private dwellings
• Tenure of household
• Total household income
• Median ($) total household income
• Weekly rent paid by household for households in rented occupied private dwellings
• Median ($) weekly rent paid by household for households in rented occupied private dwellings.

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Download lookup file from Stats NZ ArcGIS Online or embedded attachment in Stats NZ geographic data service. Download data table (excluding the geometry column for CSV files) using the instructions in the Koordinates help guide.

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Footnotes

Geographical boundaries

Statistical standard for geographic areas 2023 (updated December 2023) has information about geographic boundaries as of 1 January 2023. Address data from 2013 and 2018 Censuses was updated to be consistent with the 2023 areas. Due to the changes in area boundaries and coding methodologies, 2013 and 2018 counts published in 2023 may be slightly different to those published in 2013 or 2018.

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Caution using time series

Time series data should be interpreted with care due to changes in census methodology and differences in response rates between censuses. The 2023 and 2018 Censuses used a combined census methodology (using census responses and administrative data), while the 2013 Census used a full-field enumeration methodology (with no use of administrative data).

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About the 2023 Census dataset

For information on the 2023 dataset see Using a combined census model for the 2023 Census. We combined data from the census forms with administrative data to create the 2023 Census dataset, which meets Stats NZ's quality criteria for population structure information. We added real data about real people to the dataset where we were confident the people who hadn’t completed a census form (which is known as admin enumeration) will be counted. We also used data from the 2018 and 2013 Censuses, administrative data sources, and statistical imputation methods to fill in some missing characteristics of people and dwellings.

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Data quality

The quality of data in the 2023 Census is assessed using the quality rating scale and the quality assurance framework to determine whether data is fit for purpose and suitable for release. Data quality assurance in the 2023 Census has more information.

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Concept descriptions and quality ratings

Data quality ratings for 2023 Census variables has additional details about variables found within totals by topic, for example, definitions and data quality.

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Household crowding

Household crowding is based on the Canadian National Occupancy Standard (CNOS). It calculates the number of bedrooms needed based on the demographic composition of the household. The household crowding index methodology for 2023 Census has been updated to use gender instead of sex. Household crowding should be used with caution for small geographical areas due to high volatility between census years as a result of population change and urban development. There may be additional volatility in areas affected by the cyclone, particularly in Gisborne and Hawke's Bay. Household crowding index – 2023 Census has details on how the methodology has changed, differences from 2018 Census, and more.

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Using data for good

Stats NZ expects that, when working with census data, it is done so with a positive purpose, as outlined in the Māori Data Governance Model (Data Iwi Leaders Group, 2023). This model states that "data should support transformative outcomes and should uplift and strengthen our relationships with each other and with our environments. The avoidance of harm is the minimum expectation for data use. Māori data should also contribute to iwi and hapū tino rangatiratanga”.

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Confidentiality

The 2023 Census confidentiality rules have been applied to 2013, 2018, and 2023 data. These rules protect the confidentiality of individuals, families, households, dwellings, and undertakings in 2023 Census data. Counts are calculated using fixed random rounding to base 3 (FRR3) and suppression of ‘sensitive’ counts less than six, where tables report multiple geographic variables and/or small populations. Individual figures may not always sum to stated totals. Applying confidentiality rules to 2023 Census data and summary of changes since 2018 and 2013 Censuses has more information about 2023 Census confidentiality rules.

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Measures

Measures like averages, medians, and other quantiles are calculated from unrounded counts, with input noise added to or subtracted from each contributing value during measures calculations. Averages and medians based on less than six units (e.g. individuals, dwellings, households, families, or extended families) are suppressed. This suppression threshold changes for other quantiles. Where the cells have been suppressed, a placeholder value has been used.

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Percentages

To calculate percentages, divide the figure for the category of interest by the figure for 'Total stated' where this applies.

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Symbol

-997 Not available

-999 Confidential

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Inconsistencies in definitions

Please note that there may be differences in definitions between census classifications and those used for other data collections.

This database automatically captures metadata, the source of which is the GOVERNMENT OF THE REPUBLIC OF SLOVENIA STATISTICAL USE OF THE REPUBLIC OF SLOVENIA and corresponding to the source database entitled “Average mileage and fuel consumption of passenger cars, households, Slovenia, 2010, 2014”.

Actual data are available in Px-Axis format (.px). With additional links, you can access the source portal page for viewing and selecting data, as well as the PX-Win program, which can be downloaded free of charge. Both allow you to select data for display, change the format of the printout, and store it in different formats, as well as view and print tables of unlimited size, as well as some basic statistical analyses and graphics.

Daily vehicle miles traveled (VMT) is a distance- and volume-based measure of driving on roadways for all motorized vehicle types—car, bus, motorcycle, and truck—on an average day. Per capita VMT is the same measure divided by the same area's population for the same year. Per vehicle VMT divides VMT by the number of household vehicles available by residents of that geography in the same year. These three value types can be selected in the dropdown in the first chart below. Use the legend items to explore various geographies. The second chart below shows per capita and total personal vehicles available to the region’s households from the American Community Survey.

Normalizing VMT by a county or region's population, or household vehicles, is helpful for context, but does not have complete parity with what is measured in VMT estimates. People and vehicles come into the region from other places, just as people and vehicles leave the region to visit other places. VMT per capita compares all miles traveled on the region's roads to the region's population (for all ages) from the U.S. Census Bureau's latest population estimates. Vehicle counts for VMT are classified by vehicle types, but not by vehicle ownership. In 2017, statewide estimates for VMT by motorcycles, passenger cars, and two-axle single-unit trucks with four wheels made up 88% of Pennsylvania's VMT, and 95% of New Jersey's. These vehicle types are highly likely to be personal vehicles, owned by households, but a small percent could be fleet vehicles of companies or governments. The remaining VMT is made up of vehicle types like school and commercial buses and trucks with more than two axles so they are highly likely to be commercial vehicles.

This data was produced as part of the Energy Technologies Institute's Smart Systems and Heat Programme. It was developed to help understand the possible implications of EV charging in the context of the decarbonisation of buildings in local areas. This data is based upon real world vehicle journeys captured in the Department for Transport's National Travel Survey (NTS). Within this survey families maintain a travel diary for 7 days which contains information about all car journeys completed by the family. For families with more than one vehicle it is possible to identify which car has been used for each journey. Data collected over 8 years for a total of 67,848 vehicles was used in the analysis. This dataset contains EV charge profiles for domestic and public charge points. Domestic charge profiles are represented as both 'after diversity' demands and as 'typical' demand profiles for an individual charge point. After diversity demands represent the average charge profile across a large number of households. These will show a lower peak than the charge profile for an individual household since households will all have unique travel patterns and, therefore, will charge at different times of day. Public and Work charge profiles represent the after diversity demand, but with an assumption that these charge points are used every day.

Concept: Average interest rate from new credit operations, established under market conditions and taken in the reference period. The rate is weighted by the value of operations. Excludes operations with regulated rates, operations with funds from the National Bank for Economic and Social Development (BNDES) or any operations with government funds or funds with mandatory destination. Source: Central Bank of Brazil – Statistics Department 25476-month-average-interest-rate-of-nonearmarked-new-credit-operations---households---vehicles-and 25476-month-average-interest-rate-of-nonearmarked-new-credit-operations---households---vehicles-and

This data set used in the CoIL 2000 Challenge contains information on customers of an insurance company. The data consists of 86 variables and includes product usage data and socio-demographic data derived from zip area codes. The data was collected to answer the following question: Can you predict who would be interested in buying a caravan insurance policy and give an explanation why?

Acknowledgements

DISCLAIMER

This dataset is owned and supplied by the Dutch datamining company Sentient Machine Research, and is based on real world business data. You are allowed to use this dataset and accompanying information for non commercial research and education purposes only. It is explicitly not allowed to use this dataset for commercial education or demonstration purposes. For any other use, please contact Peter van der Putten, info@smr.nl.

This dataset has been used in the CoIL Challenge 2000 datamining competition. For papers describing results on this dataset, see the TIC 2000 homepage: http://www.wi.leidenuniv.nl/~putten/library/cc2000/

Please cite/acknowledge:

P. van der Putten and M. van Someren (eds) . CoIL Challenge 2000: The Insurance Company Case. Published by Sentient Machine Research, Amsterdam. Also a Leiden Institute of Advanced Computer Science Technical Report 2000-09. June 22, 2000.

The Data

Originally, this dataset was broken into two parts: the training set and the evaluation set. As this was a competition, the responses to the evaluation set were not given as part of the original release; they were, however, released after the end of the competition in a separate file. This dataset contains all three of these files, combined into one.

The field ORIGIN in the caravan-insurance-challenge.csv file has the values train and test, corresponding to the training and evaluation sets, respectively. To simulate the original challenge, you can ignore the test rows, and test your model's prediction on those observations once you've trained only on the training set.

Each observation corresponds to a postal code. Variables beginning with M refer to demographic statistics of the postal code, while variables beginning with P and A (as well as CARAVAN, the target variable) refer to product ownership and insurance statistics in the postal code.

The data file contains the following fields:

• ORIGIN: train or test, as described above
• MOSTYPE: Customer Subtype; see L0
• MAANTHUI: Number of houses 1 - 10
• MGEMOMV: Avg size household 1 - 6
• MGEMLEEF: Avg age; see L1
• MOSHOOFD: Customer main type; see L2

** Percentages in each group, per postal code (see L3)**:

• MGODRK: Roman catholic
• MGODPR: Protestant ...
• MGODOV: Other religion
• MGODGE: No religion
• MRELGE: Married
• MRELSA: Living together
• MRELOV: Other relation
• MFALLEEN: Singles
• MFGEKIND: Household without children
• MFWEKIND: Household with children
• MOPLHOOG: High level education
• MOPLMIDD: Medium level education
• MOPLLAAG: Lower level education
• MBERHOOG: High status
• MBERZELF: Entrepreneur
• MBERBOER: Farmer
• MBERMIDD: Middle management
• MBERARBG: Skilled labourers
• MBERARBO: Unskilled labourers
• MSKA: Social class A
• MSKB1: Social class B1
• MSKB2: Social class B2
• MSKC: Social class C
• MSKD: Social class D
• MHHUUR: Rented house
• MHKOOP: Home owners
• MAUT1: 1 car
• MAUT2: 2 cars
• MAUT0: No car
• MZFONDS: National Health Service
• MZPART: Private health insurance
• MINKM30: Income < 30.000
• MINK3045: Income 30-45.000
• MINK4575: Income 45-75.000
• MINK7512: Income 75-122.000
• MINK123M: Income >123.000
• MINKGEM: Average income
• MKOOPKLA: Purchasing power class

** Total number of variable in postal code (see L4)**:

• PWAPART: Contribution private third party insurance
• PWABEDR: Contribution third party insurance (firms) ...
• PWALAND: Contribution third party insurane (agriculture)
• PPERSAUT: Contribution car policies
• PBESAUT: Contribution delivery van policies
• PMOTSCO: Contribution motorcycle/scooter policies
• PVRAAUT: Contribution lorry policies
• PAANHANG: Contribution trailer policies
• PTRACTOR: Contribution tractor policies
• PWERKT: Contribution agricultural machines policies
• PBROM: Contribution moped policies
• PLEVEN: Contribution life insurances
• PPERSONG: Contribution private accident insurance policies
• PGEZONG: Contribution family accidents insurance policies
• PWAOREG: Contribution disability insurance policies
• PBRAND: Contribution fire policies
• PZEILPL: Contribution surfboard policies
• PPLEZIER: Contribution boat policies
• PFIETS: Contribution bicycle policies
• PINBOED: Contribution property in...

Abstract

The Household Income, Expenditure and Consumption Survey (HIECS) is of great importance among other household surveys conducted by statistical agencies in various countries around the world. This survey provides a large amount of data to rely on in measuring the living standards of households and individuals, as well as establishing databases that serve in measuring poverty, designing social assistance programs, and providing necessary weights to compile consumer price indices, considered to be an important indicator to assess inflation. The HIECS 2010/2011 is the tenth Household Income, Expenditure and Consumption Survey that was carried out in 2010/2011, among a long series of similar surveys that started back in 1955. The survey main objectives are:

• To identify expenditure levels and patterns of population as well as socio- economic and demographic differentials.

• To measure average household and per-capita expenditure for various expenditure items along with socio-economic correlates.

• To Measure the change in living standards and expenditure patterns and behavior for the individuals and households in the panel sample, previously surveyed in 2008/2009, for the first time during 12 months representing the survey period.

• To define percentage distribution of expenditure for various items used in compiling consumer price indices which is considered important indicator for measuring inflation.

• To estimate the quantities, values of commodities and services consumed by households during the survey period to determine the levels of consumption and estimate the current demand which is important to predict future demands.

• To define average household and per-capita income from different sources.

• To provide data necessary to measure standard of living for households and individuals. Poverty analysis and setting up a basis for social welfare assistance are highly dependent on the results of this survey.

• To provide essential data to measure elasticity which reflects the percentage change in expenditure for various commodity and service groups against the percentage change in total expenditure for the purpose of predicting the levels of expenditure and consumption for different commodity and service items in urban and rural areas.

• To provide data essential for comparing change in expenditure against change in income to measure income elasticity of expenditure.

• To study the relationships between demographic, geographical, housing characteristics of households and their income.

• To provide data necessary for national accounts especially in compiling inputs and outputs tables.

• To identify consumers behavior changes among socio-economic groups in urban and rural areas.

• To identify per capita food consumption and its main components of calories, proteins and fats according to its nutrition components and the levels of expenditure in both urban and rural areas.

• To identify the value of expenditure for food according to its sources, either from household production or not, in addition to household expenditure for non-food commodities and services.

• To identify distribution of households according to the possession of some appliances and equipments such as (cars, satellites, mobiles ,…etc) in urban and rural areas that enables measuring household wealth index.

• To identify the percentage distribution of income earners according to some background variables such as housing conditions, size of household and characteristics of head of household.

Compared to previous surveys, the current survey experienced certain peculiarities, among which :

1- The total sample of the current survey (26.5 thousand households) is divided into two sections:

a- A new sample of 16.5 thousand households. This sample was used to study the geographic differences between urban governorates, urban and rural areas, and frontier governorates as well as other discrepancies related to households characteristics and household size, head of the household's education status, etc.

b- A panel sample with 2008/2009 survey data of around 10 thousand households was selected to accurately study the changes that may have occurred in the households' living standards over the period between the two surveys and over time in the future since CAPMAS will continue to collect panel data for HIECS in the coming years.

2- The number of enumeration area segments is reduced from 2526 in the previous survey to 1000 segments for the new sample, with decreasing the number of households selected from each segment to be (16/18) households instead of (19/20) in the previous survey.

3- Some additional questions that showed to be important based on previous surveys results, were added, such as:

a- Collect the expenditure data on education and health on the person level and not on the household level to enable assessing the real level of average expenditure on those services based on the number of beneficiaries.

b- The extent of health services provided to monitor the level of services available in the Egyptian society.

c- Smoking patterns and behaviors (tobacco types- consumption level- quantities purchased and their values).

d- Counting the number of household members younger than 18 years of age registered in ration cards.

e- Add more details to social security pensions data (for adults, children, scholarships, families of civilian martyrs due to military actions) to match new systems of social security.

f- Duration of usage and current value of durable goods aiming at estimating the service cost of personal consumption, as in the case of imputed rents.

4- Quality control procedures especially for fieldwork, are increased, to ensure data accuracy and avoid any errors in suitable time, as well as taking all the necessary measures to guarantee that mistakes are not repeated, with the application of the principle of reward and punishment. The raw survey data provided by the Statistical Office was cleaned and harmonized by the Economic Research Forum, in the context of a major research project to develop and expand knowledge on equity and inequality in the Arab region. The main focus of the project is to measure the magnitude and direction of change in inequality and to understand the complex contributing social, political and economic forces influencing its levels. However, the measurement and analysis of the magnitude and direction of change in this inequality cannot be consistently carried out without harmonized and comparable micro-level data on income and expenditures. Therefore, one important component of this research project is securing and harmonizing household surveys from as many countries in the region as possible, adhering to international statistics on household living standards distribution. Once the dataset has been compiled, the Economic Research Forum makes it available, subject to confidentiality agreements, to all researchers and institutions concerned with data collection and issues of inequality. Data is a public good, in the interest of the region, and it is consistent with the Economic Research Forum's mandate to make micro data available, aiding regional research on this important topic.

Geographic coverage

National

Analysis unit

1- Household/family

2- Individual/Person

Universe

The survey covered a national sample of households and all individuals permanently residing in surveyed households.

Kind of data

Sample survey data [ssd]

Sampling procedure

The sample of HIECS, 2010-2011 is a self-weighted two-stage stratified cluster sample, of around 26500 households. The main elements of the sampling design are described in the following:

1- Sample Size It has been deemed important to collect a smaller sample size (around 26.5 thousand households) compared to previous rounds due to the convergence in the time period over which the survey is conducted to be every two years instead of five years because of its importance. The sample has been proportionally distributed on the governorate level between urban and rural areas, in order to make the sample representative even for small governorates. Thus, a sample of about 26500 households has been considered, and was distributed between urban and rural with the percentages of 47.1 % and 52.9, respectively. This sample is divided into two parts: a- A new sample of 16.5 thousand households selected from main enumeration areas. b- A panel sample with 2008/2009 survey data of around 10 thousand households.

2- Cluster size The cluster size in the previous survey has been decreased compared to older surveys since large cluster sizes previously used were found to be too large to yield accepted design effect estimates (DEFT). As a result, it has been decided to use a cluster size of only 16 households (that was increased to 18 households in urban governorates and Giza, in addition to urban areas in Helwan and 6th of October, to account for anticipated non-response in those governorates: in view of past experience indicating that non-response may almost be nil in rural governorates). While the cluster size for the panel sample was 4 households.

3- Core Sample The core sample is the master sample of any household sample required to be pulled for the purpose of studying the properties of individuals and families. It is a large sample and distributed on urban and rural areas of all governorates. It is a representative sample for the individual characteristics of the Egyptian society. This sample was implemented in January 2010 and its size reached more than 1 million household (1004800 household) selected from 5024 enumeration areas distributed on all governorates (urban/rural) proportionally with the sample size (the enumeration area

This dataset contains estimates of the average number of vehicles that used roads throughout the City of Detroit. Each record indicates the Annual Average Daily Traffic (AADT) and Commercial Annual Average Daily Traffic (CAADT) for a road segment, where the road segment is located, and other characteristics. This data is derived from Michigan Department of Transportation's (MDOT) Open Data Portal. SEMCOG was the source for speed limits and number of lanes.

The primary measure, Annual Average Daily Traffic (AADT), is the estimated mean daily traffic volume for all types of vehicles. Commercial Annual Average Daily Traffic (CAADT) is the estimated mean daily traffic volume for commercial vehicles, a subset of vehicles included in the AADT. The Route ID is an identifier for each road in Detroit (e.g., Woodward Ave). Routes are divided into segments by features such as cross streets, and Location ID's are used to uniquely identify those segments. Along with traffic volume, each record also states the number of lanes, the posted speed limit, and the type of road (e.g., Trunkline or Ramp) based on the Federal Highway Administration (FHWA) functional classification system.

According to MDOT's Traffic Monitoring Program a commercial vehicle would be anything Class 4 and up in the FHWA vehicle classification system. This includes vehicles such as buses, semi-trucks, and personal recreational vehicles (i.e., RVs or campers). Methods used to determine traffic volume vary by site, and may rely on continuous monitoring or estimates based on short-term studies. Approaches to vehicle classification similarly vary, depending on the equipment used at a site, and may consider factors such as vehicle weight and length between axles.

For more information, please visit MDOT Traffic Monitoring Program.

Concept: Average time between new credit operation date and final payment date. Refers to credit with interest rates established under market conditions. Excludes operations with regulated rates, operations with funds from the National Bank for Economic and Social Development (BNDES) or any operations with government funds or funds with mandatory destination. Source: Central Bank of Brazil – Statistics Department 20891-average-term-to-maturity-of-nonearmarked-new-credit-operations---households---vehicles-and-ot 20891-average-term-to-maturity-of-nonearmarked-new-credit-operations---households---vehicles-and-ot

The primary data source for this study is the Madrid Transport Consortium (CRTM) survey, conducted from February 8, 2018, to June 11, 2018. This survey, carried out from Monday to Thursday over approximately four months, is based on individual travel diaries. Participants were primarily contacted through phone calls to answer structured surveys and questionnaires. In some cases, information was collected via direct, in-person interviews to ensure data accuracy and completeness. Additionally, electronic means such as online forms and digital devices were used for participants who preferred or were more accessible through these methods. After the initial data collection, follow-up calls or visits were made to verify the information provided, fill in any missing data, or clarify responses.

The CRTM dataset includes trip-specific data (e.g., travel mode, distance, weekday) and socio-economic data about the participants (e.g., gender, age, education level) as well as household information (e.g., number of cars). This present dataset comprises a subset of the original data, including 4 features out of 15 from the travel table and 7 out of 22 from the individual table. Records of trips that were not completed, those with a distance of zero, and those with a distance over 500 km were excluded to avoid distortion by outliers, as they represented only 0.0236% of the data.

Furthermore, the dataset is enriched with meteorological data from the State Meteorology Agency (AEMET), providing information about the average temperature, wind, and precipitation of the day.

CONTENT

1. mode_main: The primary mode of transportation used for the trip. 'pt': Public Transportation, 'car', 'walk', 'moto', 'bike' Note: The 'other' category was removed as it was not representative, accounting for only 0.3210% of the data, to keep the target modes consistent.

2. distance: The distance traveled in km for the given trip.

3. main_reason: The main reason or purpose for the trip. 'shopping', 'commuting', 'taking_bringing_persons', 'personal_errands', 'other'

4. week_day: The day of the week on which the trip was made.

Monday, 2. Tuesday, 3. Wednesday, 4. Thursday 5. age: The age range of the participant.

6. education: The education level of the participant. 'middle', 'lower', 'higher'

7**. female:** A binary indicator of the participant's gender (1 for female, 0 for male).

8. license: A binary indicator of whether the participant holds a driving license (1 for yes, 0 for no).

9. main_activity: The primary daily activity of the participant. 'unemployed', 'employee', 'family caregiver', 'student', 'retired/pensioner', 'other'

10. cars: A binary indicator of whether the participant has a car (1 for yes, 0 for no).

11. temp: The average temperature on the day of the trip (in degrees Celsius).

12. precip: The amount of precipitation on the day of the trip (in millimeters).

13. wind: The average wind speed on the day of the trip (in meters per second).

This dataset contains estimates of the average number of vehicles that used roads throughout the City of Detroit. Each record indicates the Annual Average Daily Traffic (AADT) and Commercial Annual Average Daily Traffic (CAADT) for a road segment, where the road segment is located, and other characteristics. This data is derived from Michigan Department of Transportation's (MDOT) Open Data Portal. SEMCOG was the source for speed limits and number of lanes.

The primary measure, Annual Average Daily Traffic (AADT), is the estimated mean daily traffic volume for all types of vehicles. Commercial Annual Average Daily Traffic (CAADT) is the estimated mean daily traffic volume for commercial vehicles, a subset of vehicles included in the AADT. The Route ID is an identifier for each road in Detroit (e.g., Woodward Ave). Routes are divided into segments by features such as cross streets, and Location ID's are used to uniquely identify those segments. Along with traffic volume, each record also states the number of lanes, the posted speed limit, and the type of road (e.g., Trunkline or Ramp) based on the Federal Highway Administration (FHWA) functional classification system.

According to MDOT's Traffic Monitoring Program a commercial vehicle would be anything Class 4 and up in the FHWA vehicle classification system. This includes vehicles such as buses, semi-trucks, and personal recreational vehicles (i.e., RVs or campers). Methods used to determine traffic volume vary by site, and may rely on continuous monitoring or estimates based on short-term studies. Approaches to vehicle classification similarly vary, depending on the equipment used at a site, and may consider factors such as vehicle weight and length between axles.

For more information, please visit MDOT Traffic Monitoring Program.

This dataset provides Census 2021 estimates for the number of households in Northern Ireland by the number of cars or vans available and by the average number of cars or vans per household. The estimates are as at census day, 21 March 2021.

The census collected information on the usually resident population of Northern Ireland on census day (21 March 2021). Initial contact letters or questionnaire packs were delivered to every household and communal establishment, and residents were asked to complete online or return the questionnaire with information as correct on census day. Special arrangements were made to enumerate special groups such as students, members of the Travellers Community, HM Forces personnel etc. The Census Coverage Survey (an independent doorstep survey) followed between 12 May and 29 June 2021 and was used to adjust the census counts for under-enumeration.

This spreadsheet contains 3 worksheets: a cover sheet; 1 sheet containing the data tables; and a notes sheet.

Data are available for Northern Ireland and the 11 Local Government Districts.

This dataset contains estimates of the average number of vehicles that used roads throughout the City of Detroit. Each record indicates the Annual Average Daily Traffic (AADT) and Commercial Annual Average Daily Traffic (CAADT) for a road segment, where the road segment is located, and other characteristics. This data is derived from Michigan Department of Transportation's (MDOT) Open Data Portal. SEMCOG was the source for speed limits and number of lanes.

The primary measure, Annual Average Daily Traffic (AADT), is the estimated mean daily traffic volume for all types of vehicles. Commercial Annual Average Daily Traffic (CAADT) is the estimated mean daily traffic volume for commercial vehicles, a subset of vehicles included in the AADT. The Route ID is an identifier for each road in Detroit (e.g., Woodward Ave). Routes are divided into segments by features such as cross streets, and Location ID's are used to uniquely identify those segments. Along with traffic volume, each record also states the number of lanes, the posted speed limit, and the type of road (e.g., Trunkline or Ramp) based on the Federal Highway Administration (FHWA) functional classification system.

According to MDOT's Traffic Monitoring Program a commercial vehicle would be anything Class 4 and up in the FHWA vehicle classification system. This includes vehicles such as buses, semi-trucks, and personal recreational vehicles (i.e., RVs or campers). Methods used to determine traffic volume vary by site, and may rely on continuous monitoring or estimates based on short-term studies. Approaches to vehicle classification similarly vary, depending on the equipment used at a site, and may consider factors such as vehicle weight and length between axles.

For more information, please visit MDOT Traffic Monitoring Program.

Number of Cars: Privately Owned: Per 1000 Person: CF: City of Moscow data was reported at 282.272 Unit in 2022. This records a decrease from the previous number of 297.353 Unit for 2021. Number of Cars: Privately Owned: Per 1000 Person: CF: City of Moscow data is updated yearly, averaging 232.100 Unit from Dec 1990 (Median) to 2022, with 33 observations. The data reached an all-time high of 306.351 Unit in 2017 and a record low of 69.800 Unit in 1990. Number of Cars: Privately Owned: Per 1000 Person: CF: City of Moscow data remains active status in CEIC and is reported by Federal State Statistics Service. The data is categorized under Global Database’s Russian Federation – Table RU.RAD005: Number of Cars Privately Owned per 1000 Persons.

Egypt Number of Registered Vehicles: Private Cars data was reported at 5,229,787.000 Unit in 2023. This records an increase from the previous number of 5,111,892.000 Unit for 2022. Egypt Number of Registered Vehicles: Private Cars data is updated yearly, averaging 2,437,543.000 Unit from Dec 1995 (Median) to 2023, with 29 observations. The data reached an all-time high of 5,238,260.000 Unit in 2019 and a record low of 1,052,786.000 Unit in 1995. Egypt Number of Registered Vehicles: Private Cars data remains active status in CEIC and is reported by Ministry of Interior. The data is categorized under Global Database’s Egypt – Table EG.TA001: Number of Registered Vehicles: Annual.