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Our study explores the phenomenon of using the crowdfunding website GoFundMe.com to raise money to purchase and or repair a personal vehicle. We use both text mining and qualitative analysis methods to ask three research questions about GoFundMe campaigns from the United States created in 2018 and 2019. First, how do campaigners on GoFundMe describe their need for personal vehicles? Second, what precipitating events led them to seek crowdfunding for a car purchase or repair? Third, what are broader contexts for these requests for financial assistance?We find that many campaigns describe several interrelated crises, complications, or challenges that the campaigners faced, such as medical conditions, loss of employment, and housing crises. Most campaigners are without a functioning car because of an unexpected event—a car crash, a breakdown, or repairs piling up—combined with their inability to pay for the repairs or replacement. Finally, campaigners wanted cars to travel to work and school, to chauffeur children, and to access medical care.

An increasing body of literature has found a positive and significant impact of airport activities on local economies. However, it is not clear whether this effect is driven by demand factors (passengers arriving and departing with their expenditure) or supply factors (accessibility provision for local firms). By considering the 2008 de-hubbing of Malpensa Airport as a natural experiment, we estimate the impact of a reduction in flight network connectivity on employment in the travel to work areas of Lombardia, Piemonte, Liguria and Emilia Romagna. The de-hubbing decision, in fact, permanently affected the intercontinental accessibility of the airport, with only a temporary effect in terms of passengers. We found that areas characterized by export-oriented sectors suffered from contraction in the degree of connectivity, which decreased as an effect, along with distance from the airport. No effect was found in urban areas and areas characterized by heavy industry sectors.

The paper investigates the effects of firms’ investment in Research and Development (R&D) on employment dynamics in the British local labour markets (Travel to Work Areas). We distinguish between local areas characterised by the initial level of routinised employment of the workforce. We implement a instrumenting strategy to address endogeneity issues in the relation between innovation and employment. Our results suggest that increases in R&D investments mainly affect routinised areas, where the employment created is low skilled, concentrated in non-tradable sectors (like transport, construction) and services. A significant share of the jobs created is self-employment, concentrated in the 25-34 age cohort. We qualify the effect of R&D on self-employment by looking at local firms’ dynamics, which suggest that the increase in self-employment is reflected in a higher number of micro-firms. Rather, in non-routinized areas, R&D results in the expected increase in the demand of high-skilled workers and a reduced demand of low-skill employment.

Longer distance cycling is a commuting mode that contributes to sustainability and public health objectives, but little is known about current long distance cyclist׳s motives. The paper explores longer distance commuter cyclists, their characteristics, practice and motives. Longer distance, commuter cyclists (>5 km from home to work) have more mobility options, higher incomes, and a longer education than other commuter cyclists. The main motive for longer distance cycling is physical exercise, followed by reduced costs and time used for traveling. The long distance commuter cyclists surveyed are very positive about their commute - pointing to positive experiences, better mood, and stress relief as experiences related to their cycle trip to work. Policy support should devote attention to unlocking the potential that may be embedded in individuals combining their exercise and travel time, budgets to promote active travel to work as well as the role of psychological benefits as a factor in promoting and sustaining cycling practices.

This article contributes to our understanding of the interaction between travel-to-work, time-use, and subjective well-being among full-time men and women in dual career households. Findings from empirical investigation of the British Household Panel Survey (1993–2009) identify comparable overall time-use (combined commutes, working hours/overtime, housework, and (ill/elderly) care) between genders, however the distributions are distinct. Women report shorter commutes and working hours/overtime, but lengthy housework. Among men lengthier commutes generate dissatisfaction, while the presence of dependent children reduces satisfaction with leisure indicative of the impact of chauffeuring. Women’s relationship with travel-to-work appears more complex. Women remain car dependent. Meanwhile, both short and long commutes generate dissatisfaction. Findings indicate short commutes among mothers which reduce satisfaction with leisure time, reflecting multi-activity journeys including the school run. The evidence is indicative of inequality in the household division of labour limiting women’s temporal and spatial flexibility and reducing satisfaction with leisure time.

The non-homogeneity of geographic space brings about the processes that horizontally relate sections of geographic space, in transport geography referred to as spatial interactions. The distance separating different types of locations plays a crucial role in these interactions. Distance is the major factor that influences the values of interaction intensities. The question is how the intensities decrease with distance, since this decrease is usually not linear. This paper pursues the issues of the shape and parameters of the distance-decay functions based on daily travel-to-work transport movements, taking regional centres in the Czech Republic as the example. First the special distance-decay functions for individual regional centres are presented and discussed, followed by the expression of the universal distance-decay function approximating generally to the traits of the Czech settlement system and the nature of the interaction flows, i.e., travel-to-work. The expression of the universal function is based on the application of two easily accessible variables: population and number of jobs.

The Irish government has outlined plans for 10% of the national road fleet to be powered by electricity by 2020. The objective of this paper is to evaluate the potential reduction in road traffic related emissions due to commuting in the Greater Dublin Area under different electric vehicle market penetration scenarios. The results indicate that the introduction of electric vehicles offers the potential for reductions in all road traffic related emissions. However, the time required for electric vehicles to acquire a significant share of the fleet, suggests that they will have a limited impact on climate change and urban air quality for at least the next decade.

The relationships between urban sprawl and journey to work in the metropolitan area of Madrid are analysed. Three elements of urban sprawl are addressed (metropolitan expansion, low-density and work and leisure facilities in suburban areas) and are related to the main characteristics of mobility (flow networks, mode-choice, and travel times). The conclusion reached is that the elements defining the new metropolitan morphology are related to an unsustainable mobility model, which increases commuter numbers, distances, and car use.

The objective of this study is to analyse the diurnal rhythms of city life and its spatial differences in Tallinn, using mobile telephone positioning data. The positioning experiment was carried out in April 2006 over an 8-day period and 15-min intervals, with a random sample of 277 respondents living in new residential areas outside the city of Tallinn. The investigation of the space–time movements and daily distances of respondents showed that the majority of respondents had a similar temporal rhythm related to work, school, services and leisure in the city. Because of the different timing of those activities, the mobile positioning data made it possible to map functional differences in the city. The advantages and disadvantages of mobile positioning data in mapping urban life are discussed in the final section of the study.

This paper considers the length of time that parents are willing to travel to an existing or new job. Using data for over 12,000 parents it finds that many characteristics were associated with being less likely to be willing to travel to work for at least an hour (roundtrip). These include: being a women, those out of work, having children under 5, being a lone parent and using formal childcare. Professionals and associate professions were more willing to travel for longer periods. In terms of location, those in accessible small towns and rural areas were willing to travel more than those in larger urban areas and those in remote rural areas willing to travel most. Policy implications are also set out.

The reference point hypothesis of prospect theory is applied to commuters' departure time decision-making and to obtain a better understanding of how commuters use arrival time information in daily departure time choice. There are two reference points defined in this study: the earliest acceptable arrival time and the work starting time for a given commuter. An arrival is defined as an early-side arrival if the arrival time is earlier than his/her preferred arrival time, and a late-side arrival otherwise. A gain occurs when a commuter experiences an arrival time that is between his/her earliest acceptable arrival time and work starting time; this is assumed to enhance the likelihood of choosing the same departure time. Similarly, a loss is observed when the commuter experiences an arrival time which is outside that range; this is assumed to reduce the likelihood of choosing that departure time. The empirical results indicate that around 20% of commuters are likely to switch their departure times and routes and most of commuters experience gains, and that preferred arrival times of commuters tend to be near their work starting times. Most importantly, it is shown that, consistent with prospect theory, commuters react asymmetrically to gains and losses.

This paper has two objectives: to examine the volatility of travel behaviour over time and consider the factors explaining this volatility; and to estimate the factors determining car ownership and commuting by car. The analysis is based on observations of individuals and households over a period of up to 11 years obtained from the British Household Panel Survey (BHPS). Changes in car ownership, commuting mode and commuting time over a period of years for the same individuals/households are examined to determine the extent to which these change from year-to-year. This volatility of individual behaviour is a measure of the ease of change or adaptation. If behaviour changes easily, policy measures are likely to have a stronger and more rapid effect than if there is more resistance to change. The changes are “explained” in terms of factors such as moving house, changing job and employment status. The factors determining car ownership and commuting by car are analysed using a dynamic panel-data models.

This paper focuses on the nature and structure of spatial industrial property market areas within today's pattern of dispersed stage urban development. It seeks to achieve four main objectives. First, it considers the underlying factors influencing the intra-regional location of industry through a review of industrial location theories, theories of industrial clustering and Alonso's urban land use model. Next the paper assesses the concept of a local industrial property market. The third step attempts to identify, empirically, the spatial pattern and structure of local industrial property markets in west central Scotland. The research is based on a unique stock database and the empirical analysis draws on parallel research criteria developed in the analysis of local labour and housing markets. These primarily apply criteria of spatial containment. The final section re-appraises the theoretical elements and makes some conclusions for public policy. The results of our analysis suggest that local industrial property market areas are relatively small and embedded within travel to work areas.

One potential solution to reducing peak hour congestion has been to identify a role for the employer in reducing car-based travel to work and promoting more sustainable alternatives through comprehensive ‘employee travel plans’ (Rye, T., 1995. Employee Transport Plans—An Easy Means to Cut Congestion? The 23rd European Transport Forum, Proceedings of Seminar B, Planning for Sustainability, PTRC, pp. 229–241). In the UK such plans have seen a steady increase in interest since the early 1990s culminating in their recognition in the Department of the Environment, Transport and the Regions DETR, 1998 (DETR, 1998. A New Deal for Transport: Better for Everyone, The Government's White Paper on the Future of Transport, HMSO, London) Transport White Paper as a policy tool for reducing car-based travel. Despite their inclusion as a policy tool little information exists on the views of employers towards such plans (Rye, T., 1995. Employee Transport Plans—An Easy Means to Cut Congestion? The 23rd European Transport Forum, Proceedings of Seminar B, Planning for Sustainability, PTRC, pp. 229–241; Rye, T., MacLeod, M., 1998. An Investigation of Employer Attitudes to Employer Transport Plans, AET European Transport Conference 1998, Policy Planning and Sustainability Seminar (Seminar C), vol. 2, PTRC). This is of considerable concern given that employers by default are the key implementers. Studies to date on employers’ attitudes have concentrated on the views of the large employer (over 100 employees). The Transport White Paper however suggests that there is also a role for the small employer. This paper therefore investigates the attitudes and policy of the small employer (under 100 employees) towards staff travel and green commuter plans. The paper is based on the analysis of data collected in 1998 from 352 small Oxfordshire employers. The research was funded under the DETR's Seedcorn Research Programme. The paper outlines selected findings of this research, and concludes by suggesting that while ultimately there should be a role for the small employer in developing green commuter plans it is the large firms that are more likely to implement green commuter plans in the short term. In policy terms, the continuing focus of green commuter plans on large employers is therefore the best way forward. In the long term however consideration needs to be given to the role that the small employer can play in reducing employee travel.

This research considers vehicle emissions from travel to work trips by car within and through the localities of London. Specific focus is placed on the residential origins of the trips and the analysis is based on 1981 and 1991 Census travel to work data. London is divided into some 24 one kilometre concentric ring bands and the number of vehicle kilometres travelled within each of these is calculated from ward to ward origin-destination worktravel movements by car. The spatial distribution of vehicle emissions from the perspective of the source origin of this type of urban environmental external disbenefit is derived. The research points to the highest concentrations of emissions located firmly in the centre of the city and this confirms scientific survey evidence of air quality. The results also confirm that in Central and Inner London the largest proportionate contribution to total emissions arises from vehicles originating from residences in Outer London.

Section headings: Abstract. Introduction. Methodology. Results. Synthesis of A Priori and Cluster Analysis Classification of TTWAs. Policy Perspectives. Using the Classification of TTWAs in an Analysis of Spatial Patterns of Employment Change, 1981-84. Summary. Appendices. Bibliography.

Since employment problems vary widely between individual localities, the definition of local labour market areas is of considerable importance for employment policy. The paper describes the results of studies undertaken to identify changes in self-contained labour market areas (LMAs) throughout Great Britain between 1961 and 1971. LMAs are defined by the application of a gravity formula to commuter flows between areas. The number of LMAs fell by one third over the decade, reflecting longer average work journeys. LMAs tended to combine on stable and predictable lines, through the strengthening of their main previous commuter links. The studies also show marked contrasts in LMA patterns between the central and peripheral regions of Britain. Most of the conurbations comprise a number of separate LMAs (some of them extending far into the surrounding countryside) and thus cannot be regarded as unified labour markets. Over one half of the 25 largest LMAs are located outside the conurbations, representing large self-contained economic communities which are inadequately recognised in conventional geographical categories. The paper also notes recent changes in the Department of Employment's “travel to work areas” based on similar criteria. Finally, it seems likely that LMAs have continued to expand since 1971 as the result of interconnected developments in housing, employment and transport.

Worsening suburban congestion in recent years has sparked considerable interest in the travel behavior of suburban workers. This paper examines workplace characteristics have influenced the modal and temporal travel choices of suburban employees, using Pleasanton, California, a fast-growing suburb of the San Francisco Bay Area, as a case setting. The incidence of ridesharing was found to be highest for large companies of single-tenant sites with predominantly white-collar workers. Employers who offer workers flex-time privileges tend to be smaller firms with professional staffs situated in multitenant complexes. Many opt for flex-time because they do not have a critical mass of workers to successfully launch and sustain ridesharing programs. Flex-time programs were found to hinder the formation of carpools and vanpools in suburban settings like Pleasanton. The preferred traffic management program, it is argued, would encourage the staggering of work schedules across, not within, companies in order to promote more ridesharing.

This paper discusses a method used for organizing a network of urban express bus services to cater for travel to work in a number of medium-sized Soviet cities. The method provides a chain of linked bus runs to service a matrix of passenger demands which vary over time. The experience of installing such a network of express bus works services in the city of Chimkent is described. Passenger travel times were reduced by some 30%, while the express services consumed 30–40% less fuel than the equivalent stopping services.