Unemployment at IRSAD

Practical Exercise
Name Course Instructor Date
Brief introduction
Mapping geographic information focuses on the unemployment rates, car ownership, public transport and the mode of transport to establish whether there is a link among these variables. Disadvantaged people are heavily concentrated in neighbourhoods with poor resources, and there is also inadequate access to opportunities (Wiesel and Buckle, 2018, 27). The 2011 Australian Bureau of Statistics census, data from the Local Government Area (LGA) and Index of Relative Socio-Economic Advantage and Disadvantage or IRSAD are used to map the area of Sydney.• Results
Map 1: Unemployment at IRSAD at the LGA level of data
This map shows the unemployment correlates with the socio-economic advantage and disadvantage and the local government area. The geographic disadvantage in terms of poor infrastructure and high transport costs as well as high unemployment in the spatial distribution of the areas. We can infer from this map/these maps that there are disparities in the unemployment rates with the historically disadvantaged areas of Sydney still lack the social, economic and territorial development of the more affluent areas. Inadequate infrastructure makes it more difficult to access services, and this is more prevalent in high-density areas with high unemployment rates. Unemployment disparities are persistent, and there is lower mobility in the areas with high unemployment. It is easier to undertake labour force mobilization when there are skilled workers with experience who tend to live in the low-unemployment areas of Sydney. 
High urban unemployment has likely occurred at a time when there has been a shift away from jobs to other areas, and those living in the high unemployment areas have not moved to live there to move closer to where the jobs are partly because of and cost of housing. There may also be discrimination against those from certain neighbourhoods seeking jobs. Finding work was difficulty in finding work is further complicated when there is a poor public transportation system. There is a correlation between where people live and their chances of getting a job, partly because of the lack of skills. 
Map 2: Relationship car ownership and advantage/disadvantage
This map shows the relationship between the Index of Relative Socio-Economic Advantage and Disadvantage (IRSAD) and car ownership. We can infer from this map that the socio-economic indicators show that in areas with the high unemployment rates, there is less car-based mobility because the people own fewer cars and are reliant on public transportation. Vehicle ownership can be a useful indicator of socio-economic in urban contexts, whether there is ease in movement compared to those who rely heavily on public transportation. However, the link between vehicle ownership and disadvantage is complex. On the other hand, in areas where there is low public transport supply, there is greater demand for cars as there is poor accessibility of transportation. There is prevalent car use even in the low-income areas of Sydney, but this likely because public transport is inaccessible. Vehicle ownership is an indicator of advantage, but it is also necessary for low-income residents even as the cost of owning and maintaining the car may be high. In the area code 117031337, there was 200.77% “no vehicle percentage” and in mapping vehicle ownership.
Map 3: Relationship between mode of transport to work and advantage/ disadvantage
This map shows the relationship between the mode of transport and the Index of Relative Socio-Economic Advantage and Disadvantage (IRSAD). We can infer from this that workers commonly use private vehicles, and high car ownership rates may indicate the necessity to use this means of transport to and from work. People in low-income areas depend more on public transport than those who own vehicles. Still, there is also vehicle dependence to perform daily activities where there is a heavy reliance on private vehicles. 
The...