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Daily vehicle travel collapsed with the onset of the COVID-19 pandemic in early 2020 but largely bounced back by late 2021. The pandemic caused dramatic changes to working, schooling, shopping, and leisure activities, and to the travel associated with them. Several of these changes have so far proven enduring. So, while overall vehicle travel had largely returned to pre-pandemic levels by late 2021, the underlying drivers of this travel have likely changed.To examine one element of this issue, we analyzed whether patterns of daily trip-making shifted temporally between the fall of 2019 and 2021 in the Greater Los Angeles megaregion. We used location-based service data to examine vehicle trip originations for each hour of the day at the U.S. census block group level in October 2019 and October 2021. We observed notable shifts in the timing of post-pandemic PM peak travel, so we examined changes in the ratio of mid-week trips originating in the early afternoon (12–3:59 PM) and the late afternoon/early evening (4–7:59 PM).We found a clear shift in the temporal distribution of PM trip-making, with relatively more late PM peak period trip-making prior to the pandemic, and more early PM peak trip-making in 2021. The peak afternoon/evening trip-making hour shifted from 5–5:59 PM to 3–3:59 PM. We also found that afternoon/evening trip-making in each year is largely explained by three workplace-area/school-area factors: (1) the number of schoolchildren in a block group (earlier); (2) block groups with large shares of potential remote workers (earlier), and (3) block groups with large shares of low-wage jobs and workers of color (later, except for Black workers in 2021). We found the earlier shift in PM peak travel between pre- and late-pandemic periods to be explained most by (1) higher shares of potential remote workers and (2) higher shares of low-wage jobs and workers of color. These findings suggest that the rise of working from home has likely led to a shift in PM peak travel earlier in the afternoon when school chauffeuring trips are most common. This is especially true for low-income workers and workers of color.

Drawing on the California Household Travel Survey, we demonstrate strong associations between choosing to drive and having free parking at work or home. We find that the median household vehicle in California spends 22 hours a day parked, and that households with parking included in the rent or purchase price of their homes are more likely to drive,and less likely to use transit. We further find that employees with free parking at work are more likely to drive for their commutes. We estimate regressions that analyze the decision to work from home. Largely for data reasons, these regressions are less conclusive.

Safety literature has traditionally focused on identifying and managing risk factors that lead to safety outcomes (e.g., injuries, accidents, death) at work. The current study takes a new perspective on employee safety and proposes that safety‐related experience has more general work implications. Drawing on theories of stress coping and workplace anxiety, we test a mechanism on how employees' daily experiences of safety threats are related to their work behavior via negative emotional reactions. Specifically, we focus on employees' experiences of safety violations on the way to work and at work during the ongoing struggles with COVID‐19. Our daily diary study (Level 1 N = 778, Level 2 N = 84; office workers in South Korea) shows that experiencing safety violations during the daily commute and at work is associated with increased state health anxiety at work, which then translates into work withdrawal on that day. Furthermore, we introduce organizational safety climate as an important mitigating factor of this stress‐coping process, as such a climate can emphasize management's commitment to safety. [ABSTRACT FROM AUTHOR]

The aim of this study is to contribute to the research on life satisfaction by investigating the link between commuting time and life satisfaction in Russia. Using data from the Russia Longitudinal Monitoring Survey, we find that commuting is negatively and significantly associated with life satisfaction. Moreover, we document that the effect of commuting is stronger for married couples and respondents living in rural areas. An extended analysis based on interactive regressions shows that the negative incidence of commute time on life satisfaction is potentially fueled by income and marital status and mitigated by age and gender. [ABSTRACT FROM AUTHOR]

School buses are a prevalent mode of school travel that may negatively affect students' academic performance due to numerous factors, including longer commutes. These extended travel times can introduce or exacerbate mental and physical stressors, including air pollution exposure and bullying, while reducing opportunities for health‐promoting activities like physical activity and sleep. While a few researchers have explored the effects of school bus transportation on academic achievement, the research is limited. In this study, we used data from two major Canadian cities, Toronto and Ottawa, to investigate the relationship between the proportion of students commuting by bus to and from school and the percentage meeting standards on standardized tests. We employed beta regression models to analyze performance in reading, writing, math, and literacy across Grades 3, 6, 9, and 10 while controlling for family and income variables that may influence school travel mode and student achievement. Our findings indicate a significant inverse correlation between school bus transportation and academic achievement for Grade 10 literacy. Longer commutes appear to impair academic performance, given that Grade 10 students presumably spend more time on the bus than younger students. Notably, the negative effects on literacy outcomes are greater than on math. Key messages: Our study identified a significant negative correlation between school bus travel and Grade 10 literacy performance in two major cities.Longer commutes likely hinder academic achievement, given that Grade 10 students presumably spend more time on the bus than younger students.The adverse impacts on literacy outcomes are more pronounced than on math performance. [ABSTRACT FROM AUTHOR]

Migrant mobilities and infrastructures are often studied in either urban or rural socio-spatial contexts, whereas labour migration is often studied in either labour or non-labour realms. However, a too rigid division between these contexts might obscure a crucial part of migrant workers' everyday experiences, struggles and aspirations. To overcome these dichotomies, this paper looks at labour migration from the middle and uses migrant commuting as an entry point to grasp the variegated infrastructures, their connections, and migrants' infrastructuring practices and experiences. It deploys the notion of viapolitics to understand commuting infrastructures not as neutral elements but as relations of materiality, sociality and power. The analysis draws on ethnographic fieldwork in two agricultural regions in the Netherlands and Belgium. Following three commutes across long and short distances, with different vehicles, and along variegated routes, the analysis disentangles how these material, spatial and social ingredients produce different articulations of viapolitics as part of the broader infrastructure of agricultural labour migration. The article argues that the different ways migrant workers commute not only reveal a wide array of formal and informal, material and social infrastructures, but also gives insights into different dimensions of migrant workers' navigations of labour and migration regimes. [ABSTRACT FROM AUTHOR]

Commuting is generally considered a routine aspect of daily life. As a result of the growing importance of the tertiary sector in the economy, the increasing flexibility of work arrangements, and other individual factors, there has been a noticeable change in commuting patterns, both in terms of time and place. This study aims to characterise the spatio‐temporal practices employed in commuting. We describe these spatio‐temporal practices using spatio‐temporal rhythms enforced among individuals in the case of the Brno Metropolitan Area. To achieve the results we use questionnaire surveys and semi‐structured interviews. The results indicate that the major morning and afternoon commuting flows are spread out over several hours. The afternoon commute is more distributed in time. The phenomenon of the daily commute is clearly weakened. Part of the population commutes to work only some days of the week. Also, the spatial dimension of commuting is diverse, as many originally non‐working places become centres where people commute, such as a café or a hotel. It turns out that commuters typically chain trips when commuting. In this paper, we demonstrate several specific practices associated with these movements, such as commuting to someone's house to work, commuting to a café or realising long‐distance commuting. The observed commuting characteristics are then referred to by the terms of temporal displacement and spatial unbinding of commuting. Using a questionnaire survey and semi‐structured interviews, this paper describes spatio‐temporal practices of commuting in the Brno Metropolitan Area. The results indicate that the major morning and afternoon commuting flows are spread out over several hours, the phenomenon of the daily commute is clearly weakened and the spatial dimension of commuting is diverse as many originally non‐working places become centres where people commute. The observed commuting characteristics are then referred to by the terms of temporal displacement and spatial unbinding of commuting. [ABSTRACT FROM AUTHOR]

In this study, we examined how mobile music listening can change one's perception of the environment. Using a mixed-methods approach, we subjected the written statements of 112 individuals to content analysis and association rule mining to identify categorical relationships. Findings revealed two distinct qualities of perception that are related to relevant factors: (1) Altered attentional focus is predominantly characterized by an intentional shift of attention, usually to exclude the external world from perception. Here, we found associations with situational context and affect regulation. (2) Altered perception and experience of the self are characterized by the inclusion and modification of the environment, or by an altered sense of oneself. They are related to musical attributes, affect regulation, situational context, and behavioral change. We also found an association between the two qualities of perception. Based on the patterns identified, we were able to determine temporal relationships between the effects of mobile music listening. For example, participants often reported that they consciously used music to improve or enhance their mood. On the one hand, they achieve this by focusing their attention on the music and thus blocking out the outside world. On the other hand, mood enhancement through music may lead to a more positive experience of the environment and behavioral consequences. We summarize our findings in a model showing patterns of changes in perception with regard to antecedents and consequences. This model exemplifies the plurality of mobile listening strategies and their psychological effects, advancing our understanding of the multifaceted nature of mobile music listening. [ABSTRACT FROM AUTHOR]

Previous research suggests that women in Sub-Saharan African and other low- and middle-income countries are more time-poor than men. There is also contrary evidence that highlights differences in women's employment rates and access to basic infrastructure. This study examines gender differences in the length of the working day and time poverty in Ghana's Greater Accra Region. The analysis uses a unique primary dataset that includes time spent commuting to and from work and time in paid and unpaid work. Time spent commuting is salient in the Greater Accra Region; commute times can be long and public transport, mainly by trotro, is often uncomfortable. The analysis shows that, when time commuting and in household work are included, women's working days are longer and they are more time-poor than men. Women's greater reliance on trotros for commuting and higher rates of small scale self-employment also contribute to their longer working days.HIGHLIGHTS Time poverty limits time for leisure, sleep, and personal care, impacting life quality.In the Greater Accra Region, working days are long, averaging over twelve hours and commuting times add on average two hours to the working day.Women’s working days are 0.8 h longer, and they are more likely to be time poor.Women's time poverty reflects longer hours in unpaid household work.Self-employed women with no employees are among the most time poor.Time poverty limits time for leisure, sleep, and personal care, impacting life quality.In the Greater Accra Region, working days are long, averaging over twelve hours and commuting times add on average two hours to the working day.Women’s working days are 0.8 h longer, and they are more likely to be time poor.Women's time poverty reflects longer hours in unpaid household work.Self-employed women with no employees are among the most time poor. [ABSTRACT FROM AUTHOR]

The Brussels metropolitan area is one of the most congested areas in Europe every working day, despite alternatives to mobility by means of a car converging on the capital. The article draws on social practice theories to examine the practice of commuting by car to the Brussels Region. The aim is to describe the origins of the commuting and understand the current situation. The constitution of the practice since the 19th century is outlined, with emphasis on its components: the expansion of urban sprawl, favoured by public housing policies, the development of roads and highways, and a specific fiscal scheme for company cars. The empirical data comprise in-depth interviews held namely with beneficiaries of a company car. Comparison of two types of automobility – commuting by private car or company car – reveals differences in the material arrangements, rules, and understandings, whereas values associated with car use are reinforced when driving a company car. Also, the latter is closely bundled with other practices that help to explain the entrenchment of company cars in the practice of commuting by car to Brussels. The authors conclude that, as illustrated by the company-car system, it is important to include rules and procedures in mobility studies. [ABSTRACT FROM AUTHOR]

The Covid-19 pandemic led to fundamental changes in working and commuting patterns for a segment of the workforce, with significant impacts on the level of patronage of public transport systems that are focused on catering to commuters. This aim of this work was to quantify this impact in the long term, using a longitudinal sample of 3826 commuters with a focus on those using rail in Great Britain. Using a panel built in 2020, commuting habits pre-pandemic were compared with those in February 2023. Survey data can now shed light on long-term behavioural adjustments. Building on previous waves, the current wave addresses topics such as commuting frequency, frequency of working from home (WFH) and individual perceptions of WFH and/or in the workplace plus long-term individual decisions such as changes in home location. The results revealed that the pandemic led to a reduction of 1.18 in the number of days commuting to work per week and an increase of 0.85 in the number of days WFH. In addition, if employers had not put restrictions on workplace attendance, the return to commuting would have been 12 percentage points lower. Nonetheless, there is evidence employees are internalising their employer's restrictions to some extent. [ABSTRACT FROM AUTHOR]

Aim: Mental health issues in adolescence contribute to various disease burdens later in life and are associated with violence, crime, and suicide. Activities such as sleep, diet, exercise, and time spent using electronic devices are related to declining mental health. However, few studies have examined the association between commuting times to school and mental health. This study tested the hypothesis that high school students' long commuting times are associated with poor mental health. Method: A cross‐sectional study was conducted between October and December 2022 among 2067 students at two private high schools. Survey items included participant information (sex, grade, school), commuting time, mental health status (Patient Health Questionnaire 9 [PHQ‐9]: depressive symptoms, and Generalized Anxiety Disorder 7 [GAD‐7]: anxiety symptoms), lifestyle factors, and sleep‐related factors. Results: Data from 1899 high school students were analyzed. The prevalence of depressive and anxiety symptoms was 17.3% and 19.0%, respectively. A commuting time of ≥1 h was significantly associated with depressive symptoms (adjusted odds ratio: 1.60 [95% confidence interval]: 1.14–2.24) and anxiety symptoms (adjusted odds ratio: 1.51 [95% confidence interval]: 1.09–2.10). Sex, grade, use of ≥8 h/day of electronic devices, and chronotype were significantly associated with depressive symptoms, while sex, grade, use of ≥8 h/day of electronic devices, and insomnia were significantly associated with anxiety symptoms. Conclusion: It is suggested that long commuting times are associated with poor mental health in high school students. Parents and schools should consider commuting time when advising students on school selection to maintain their mental health. [ABSTRACT FROM AUTHOR]

The aim of this study was to describe the goals, activities, and methods of EUMOVE project in developing a set of resources targeting both primary and secondary schools that allow the entire educational community to promote healthy lifestyles (HL). The EUMOVE project is an Erasmus+ program based in the Creating Active Schools (CAS) framework. The project lasted 3 years and was developed by 14 academic and non-governmental institutions from Spain, Portugal, France, Italy, and the UK. EUMOVE was divided into three phases. In the first phase, several work packages were carried out aimed to ensure the coordination/management of the project activities. In the second phase, seven educational resources strengthened by rigorous scientific research were developed to promote HL from schools. During the last phase, all the resources were disseminated through scientific seminars, workshops with families and teachers, and the online promotion by the non-governmental institutions of each country. The EUMOVE project developed and promoted a smartphone APP, video/activity repository of physically active lessons, active break virtual platform, learning units, and parent/teachers/school-leaders' guidelines to promote physical activity, active commuting, active school playgrounds, healthy diet, and sleep habits. To our knowledge, EUMOVE is the first European project to provide a set of practical tools based on scientific evidence to help schools or future school-wide interventions implement a paradigm shift based on the CAS framework for the promotion of HL. Future research will need to investigate the implementation, effectiveness, and scalability of this proposal. [ABSTRACT FROM AUTHOR]

The ability of the cross-city commuting labor force to obtain housing has a profound impact on the development of the housing market and the enhancement of social welfare, but whether cross-city commuting has facilitated housing purchases remains to be verified However, the research on whether cross-city commuting behavior promotes labor force housing purchase in metropolitan areas is still lacking, especially in China, where the culture of buying houses is relatively special. This article used field survey data from the 2023 China Metropolitan Area Occupation and Housing Status Sampling Survey to empirically analyze whether cross-city commuting has facilitated housing purchases within metropolitan areas. The analysis was conducted by constructing a baseline model, a mediation effect model, and a subsample regression model. The results show that the cross-city commuting facilitated housing purchase within metropolitan areas, and the location preference is to purchase a house with a distance of 20–40 km from the workplace, but the contribution of the cross-city commuting to multi-suite purchases is relatively low. Mechanism analysis shows that compared to the workers who work and live in peripheral areas or the workers who work and live in cores, intercity commuters are promoted to purchase housing by relatively higher income and inducement of the housing price gap. The above conclusions still hold after controlling potential endogeneity issues and in robustness tests. The research of this paper can provide a new perspective for alleviating the housing inequality in the metropolitan area. [ABSTRACT FROM AUTHOR]

As a novel industrial space to cope with global competition, industrial parks have gradually become important growth poles to promote regional development and provide a large number of employment opportunities. This study utilizes mobile phone signaling data to identify the commuting origins and destinations (OD) of different industrial parks in Nanjing while comparing the distribution of the working population, residential population, and commuting patterns across varying types and levels of industrial parks. The level of coordination of the employment–residential system in each park is quantified by calculating the resident commuting index (HSCi), employee commuting index (WSCi), and their coupling coordination degree. Additionally, geographic detectors are employed to identify the influencing factors and interaction effects that impact the employment–residential balance in industrial parks. Results show that industrial parks located in the central urban area attract more residential and working populations. The commuting volume of national and municipal as well as high-tech industrial parks is higher than other types of industrial parks. Most industrial parks experience more inward than outward commuting, and there is an uneven distribution of commuting flows, resulting in a network-like pattern of "central dense, peripheral sparse". Various industrial parks exhibit a highly coupled job–housing system, and those with high HSCi tend to have high WSCi as well. The coupling coordination of industrial parks ranged from 0.16 to 0.93, with 13 being primary coordination or above and 3 being disordered. Industrial parks are classified into three types: employment-oriented, residential-oriented, and employment–residential balanced, with the residential-oriented type being predominant. The density of public transportation stops, park area, and land use mix are the primary factors affecting the employment–residential balance. Industrial parks with larger scale, better land allocation, and higher service facility levels are more likely to achieve coordination in the employment–residential system. Our work utilizes mobile signaling data to characterize the commuting patterns of industrial parks, providing insights for industrial park planning and promoting the integration of industry and city. [ABSTRACT FROM AUTHOR]

ABSTRACTThis paper tests how the patterns of residential property values in the Australian state New South Wales changed during the COVID-19 pandemic. Between 2019 and 2021, property values became relatively high in medium-sized towns and cities, suggesting those locations became more attractive. In its capital and largest city Sydney, the premium on proximity to the central business district (CBD), where employment is heavily concentrated, decreased after 2019 and that decrease persisted beyond the end of pandemic measures. The premium in Sydney on proximity to the beach has increased, but on a trajectory consistent with an existing trend. The decreased premium on proximity to the CBD since 2019 appears to have initially been related to the value of access via public transport, but then also to the value of access by car. The findings suggest shifts in regional development and urban form that could have implications for how cities are planned and developed.

Purpose – This study addresses the COVID-19 infection and its relationship with the city’s constructive intensity, commuting time to work and labor market dynamics during the lockdown period. Design/methodology/approach – Microdata from formal workers in Recife was used to adjust a probability model for disease contraction. Findings – The authors' results indicate that greater distance to employment increases the probability of infection. The same applies to constructive intensity, suggesting that residences in denser areas, such as apartments in buildings, condominiums and informal settlements, elevate the chances of contracting the disease. It is also observed that formal workers with completed higher education have lower infection risks, while healthcare professionals on the frontlines of combating the disease face higher risks than others. The lockdown effectively reduced contagion by limiting people’s mobility during the specified period. Research limitations/implications – The research shows important causal relationships, making it possible to think about public policies for the health of individuals both when commuting to work and in living conditions, aiming to control contagion by COVID-19. Practical implications – The lockdown effectively reduced contagion by limiting people’s mobility during the specified period. Social implications – It is also observed that formal workers with completed higher education have lower infection risks, while healthcare professionals on the frontlines of combating the disease face higher risks than others. Originality/value – The authors identified positive and significant relationships between these urban characteristics and increased contagion, controlling for neighborhood, individual characteristics, comorbidities, occupations and economic activities.

OBJECTIVE: Leisure-time physical activity (PA) has been hypothesized to reduce the likelihood of occupational injuries, but it is unclear whether this association varies between workplace and commuting injuries. The aim of this study was to examine the association between PA and risk of workplace and commuting injuries. METHODS: Data were derived from the Finnish Public Sector study including 82 716 person-observations (48 116 participants). PA was requested repeatedly in four questionnaire surveys between 2000–2012. The average level of PA from two subsequent questionnaires was used to assess long-term PA. To obtain a 1-year incidence of injuries, participants were linked to occupational injury records from the national register. Logistic regression analysis with generalized estimating equations was used to examine the association between PA and injury risk. The analysis was adjusted for age, sex, education, work schedule, job demand, sleep difficulties, cardiovascular diseases, diabetes, and depression for workplace and commuting injuries, and workplace injuries were additionally adjusted for physical heaviness of an occupation and injury risk by occupation. RESULTS: Higher level of PA was associated with a lower risk of workplace injuries compared to inactive participants [odds ratio (OR) 0.85, 95% confidence interval (CI) 0.73–0.98]. This association was most marked in the ≥50-year-old age group (OR 0.78, 95% CI 0.64–0.99). No association between the PA and the risk for commuting injuries was observed. CONCLUSION: Higher PA is associated with lower risk of workplace injuries particularly among older employees.

Abstract Background Greater public transport use has been linked to higher physical activity levels. However, neither the amount of physical activity associated with each daily public transport trip performed, nor the potential total physical activity gain associated with an increase in trips/day, has been determined. Using objective measures, we aimed to quantify the association between public transport use, physical activity and sedentary time. Methods A longitudinal study of Australian adults living in Hobart, Tasmania, who were infrequent bus users (≥ 18 years; used bus ≤ 2 times/week). The number of bus trips performed each day was determined from objective smartcard data provided by the public transportation (bus) provider across a 36-week study timeframe. Accelerometer measured steps/day (primary outcome), moderate-to-vigorous physical activity (min/day), and sedentary time (min/day) were assessed across four separate one-week periods. Results Among 73 participants across 1483 day-level observations, on days that public transport was used, participants achieved significantly more steps (β = 2147.48; 95%CI = 1465.94, 2829.03), moderate to vigorous physical activity (β = 22.79; 95% CI = 14.33, 31.26), and sedentary time (β = 37.00; 95% CI = 19.80, 54.21) compared to days where no public transport trips were made. The largest increase in steps per day associated with a one-trip increase was observed when the number of trips performed each day increased from zero to one (β = 1761.63; 95%CI = 821.38, 2701.87). The increase in the number of steps per day was smaller and non-significant when the number of trips performed increased from one to two (β = 596.93; 95%CI=-585.16, 1779.01), and two to three or more (β = 632.39; 95%CI=-1331.45, 2596.24) trips per day. Significant increases in sedentary time were observed when the number of trips performed increased from zero to one (β = 39.38; 95%CI = 14.38, 64.39) and one to two (β = 48.76; 95%CI = 25.39, 72.12); but not when bus trips increased from two to three or more (β=-27.81; 95%CI=-76.00, 20.37). Conclusions Greater public transport use was associated with higher physical activity and sedentary behaviour. Bus use may yield cumulative increases in steps that amount to 15–30% of the daily recommended physical activity target. A policy and public health focus on intersectoral action to promote public transport may yield meaningful increases in physical activity and subsequent health benefits.

The face and nature of the workplace are changing; remote work technologies and the capabilities of artificial intelligence are having a transformative effect on traditional norms of work performance, to which both employees and managers must adapt. The article analyzes the advantages and problems of remote work, its impact on staff turnover and retention, the sources and specifics of industrial stress during remote work, and the problem of environmentalization of workplaces with this format of work organization. The basis of the study was the results of an electronic survey from November 2023 till March 2024 of 40 specialists from the public and private sectors of South Florida (USA) who studied a postgraduate course in personnel management regarding their views, expectations, and preferences for onsite, remote and hybrid workplaces. Respondents gave answers to both closed and open questions to analyze the answers to which content analysis and inductive coding were used. 54% of respondents work in traditional offices, 32% can work remotely, and 14% of respondents have a hybrid work format. Analysis of the answers to the open questions allows us to determine the desired organizational culture format as flexible, remote/hybrid, positive, belonging/inclusive, work-life balance, and employee-oriented. The majority of respondents consider workplace design to be an essential determinant of labor productivity. Technologies for monitoring employees' working hours for office, remote or hybrid work formats are different, and it is necessary to respect the employee's right to privacy (20% of respondents consider regular monitoring appropriate, 50% – periodic, and 30% consider monitoring inappropriate). Organizations that organize a comfortable format of remote work for their employees are more likely to be able to attract and retain a talented workforce at a lower cost than those that require the presence of employees in the office (over the next decade, only 10% of respondents are willing to prefer working in the office, then as 90% - hybrid or remote work option). Based on the survey results, a list of criteria a company must fulfil to attract and retain talented employees and the characteristics of the most attractive work environment was formulated.

Travel Time Reliability (TTR) plays a pivotal role in commuting. Nevertheless, existing measurement methods are not specifically designed for commuting scenarios, and their direct application to assess TTR for commuting may yield results incongruent with actual commuting conditions, as they overly rely on measures like mean and percentiles. Drawing on the cyclical characteristics of commuting, the study has established a TTR measurement model based on information entropy and standard deviation, tailored to individual commuters. By selecting commuting data from extensive travel datasets and applying both this model and conventional measurement methods, the focus is on quantitatively analyzing TTR for metro commuters and car commuters under various feature conditions, with a particular emphasis on commuting to work. The objective is to verify the feasibility and advantages of the proposed model. The research indicates that, compared to typical measurement methods, this model more accurately reflects TTR for commuting purposes. The results underscore a significantly superior TTR for metro commuters over car commuters. Distance and departure time exert a substantial impact on the TTR of car commuters, while distance and transfer times moderately influence the TTR of metro commuters. These findings serve as a crucial foundation for enhancing the quality of commuting experiences. [ABSTRACT FROM AUTHOR]

There have been numerous theoretical and empirical transportation studies contesting the stability of commuting time over time. The constant commuting time hypothesis posits that people adjust trip durations, shift across modes, and sort through locations, so that their average commuting time remains within a constant budget. There is a discrepancy between studies applying aggregate analysis and those using disaggregate analysis, and differences in data collection may have contributed to the varying conclusions reported in the literature. This study conducts both aggregate and disaggregate analyses with two travel surveys of the Portland region. We employ descriptive analysis and t-tests to compare the aggregate commuting times of two years and use regression models to explore factors affecting the disaggregate commuting time at the individual trip level to examine whether the stability of the commuting time remains after substantial changes in the transportation and land use systems. Our study indicates that the average commuting time, along with the average commuting distance, increased slightly, as the mode share shifted away from driving during the examined period. The growth in shares of non-driving modes, which are slower than driving, coupled with an increased travel distance, contributed to the small increase in the average commuting time. Our analysis also indicates that the average travel speed improved for transit riders as well as drivers, contradicting earlier research that claims that public transit investment has worsened the congestion in Portland. [ABSTRACT FROM AUTHOR]

Regional commuting networks are shaped by the distribution of population and employment as well as a host of other socioeconomic and demographic factors. A commuting network type of particular interest consists of residential origins and work destinations as nodes, with the desire lines between them functioning as links. A residential origin has links not only to adjacent towns and the main city, but to work destinations in many other towns as well. Although it is expected that highly connected towns are spatially clustered around the urban core, reflected in positive spatial autocorrelation (PSA), this pattern can be interrupted by origins with seemingly low demonstrated connectivity, reflecting negative spatial autocorrelation (NSA). Principal components analysis leading to regression analysis combined with Moran eigenvector spatial filtering provide an approach for achieving deeper insight into these varied patterns of connectivity in the Pittsburgh, Pennsylvania, region, while taking the role of PSA and NSA into account. It also highlights the role of NSA, which reveals spatial patterns that can at least appear to challenge the notion of Tobler's law that closer things are more related, and a deeper analysis suggests that PSA and NSA jointly characterize connectivity, but not in equal measure. It is argued that actors such as population age, wealth, occupation type, household car ownership, distance from the core, and so on would offer refinement to the predictive ability of density or accessibility in modeling connectivity as represented by degree of node. [ABSTRACT FROM AUTHOR]

This study employs the 2012 to 2016 commuting flows of Florida to reexamine excess commuting (EC) through multiscale complex network analysis. The results reveal significant discrepancies in urban connectivity, hierarchy, and labor market geography between the actual (ACN) and optimal commuting networks (OCN). Compared to ACN, OCN illustrates an overly simplified and isolated polycentric commuting system. This is evident through reduced overall network connectivity, a restructured centrality distribution pattern, and fragmented community divisions. Consequently, these results underscore the importance of delving into the economic implications of commuting within the conventional EC framework. [ABSTRACT FROM AUTHOR]

Work from home (WFH) arrangements may provide an opportunity to reduce gender gaps in labor market outcomes by reducing the gender differences in the willingness to commute. Using a stated-preference experiment among German employees, we estimate workers' valuation of working from home and its impact on willingness-to-pay to avoid commuting by gender after the end of the COVID pandemic. We show that workers are willing to give up 7.7% of their earnings for full WFH and 5.4% for 2-day WFH on average. The willingness-to-pay for WFH steeply increases with commuting distance, in line with WFH reducing the need for long commutes for many workers. Importantly, we find that WFH reduces, but does not close, the gender gap in willingness-to-pay to avoid commuting. This result is unaffected by accounting for underage children in the household. This suggests that hopes of technology closing the gender wage gap are premature. [ABSTRACT FROM AUTHOR]

Cycling is among the healthiest, greenest, and most affordable means of transportation for a better future city, but mobility patterns of cyclists with different income have rarely been studied due to the limitation of data availability. Newly emergent dockless bike-sharing platforms that record detailed trip information provide us a unique opportunity. Attributing to its better usage flexibility and accessibility, dockless bike-sharing is booming over the past few years worldwide and reviving the cycling fashion in cities. In this work, by exploiting massive platform-collected trip records in four diversified Chinese cities, we reveal that individual mobility patterns, including radius of gyration and average travel distance, are similar among the users with different income, indicating that human beings all follow similar physical rules. However, collective mobility patterns, in terms of average range and diversity of visitation, and commuting direction, exhibit different behaviors and spatial patterns across income categories. Hotspot locations that attract a high volume of cycling activities are quite different over groups, and locations with either a lower or higher income level have a relatively low user ratio. Cyclists from lower income groups are inclined to visit less flourishing locations across all four cities, and have a higher fraction to commute toward the city center in larger cities and away from the city center in smaller cities. Middle income groups of cyclists generally have a higher visitation diversity except in Shanghai. Our findings would be helpful on designing better promotion strategies for dockless bike-sharing platforms and toward the transition to a more inclusive and sustainable transportation. [ABSTRACT FROM AUTHOR]

We provide an experimental design to study how estimates of the distance deterrence parameter in a standard doubly-constrained gravity model respond to different patterns of spatial structure. The design is defined as an agent-based simulation framework that simultaneously considers the response of commuting and migration to changes in the spatial structure, accounting for labor and housing market issues. The agents are equipped with a utility function and are expected to maximize their utilities corresponding to their disposable income net of commuting costs and house value. We study how the estimates of the distance deterrence parameter respond to where the central business district is located, to the clustering of local and basic sector jobs, to changes in the road transportation network, and to the compactness in the system of towns in the geography. [ABSTRACT FROM AUTHOR]

We analyze the relationship between gender and the time devoted to commuting by men and women in four Latin American countries. Using data from time surveys from Peru (2010), Ecuador (2012), Chile (2015) and Colombia (2012 and 2017), we observe in all four countries that women devote less time to this activity compared to men, in both urban and rural areas This gender difference varies depending on the presence of children, the working hours, the type of employment, and the urban or rural status of the respondent. Our results contribute to the literature on gender differences in commuting time for a set of countries that have not been thoroughly analyzed, pointing to the responsibility for the care of children as a factor limiting the daily mobility of women in these countries. [ABSTRACT FROM AUTHOR]

This paper is part of a research on gaming and reality carried out by the Laboratório de Poéticas Fronteiriças, a research group rolled on the CNPq's directory and certified by the UEMG (Brazil). Growing number of phone programs that provide ride-share services, transportation, or product delivery, primarily food, remind us of old games that use similar mechanisms. Our aim is to analyze the games series Crazy Taxi and Grand Theft Auto, their narrative and aesthetic elements as well as similarities to the Uber app in order to better understand ways the gamification of such types of apps can allow a re-signification of the city spaces, its users as players and of its socio-economic impact. [ABSTRACT FROM AUTHOR]

Active commuting (AC) may have the potential to prevent the incidence of cardiovascular disease (CVD). However, the evidence for a correlation between AC and the risk of CVD remains uncertain. The current study thoroughly and qualitatively summarized research on the relationship between AC and the risk of CVD disease. From conception through December 2022, researchers explored four databases (PubMed, PEDro, Cochrane, and Bibliothèque Nationale of Luxembourg [BnL]) for observational studies. The initial findings of the search yielded 1042 references. This systematic review includes five papers with 491,352 participants between 16 and 85 years old, with 5 to 20 years of follow-up period. The exposure variable was the mode of transportation used to commute on a typical day (walking, cycling, mixed mode, driving, or taking public transportation). The primary outcome measures were incident CVD, fatal and non-fatal (e.g., ischemic heart disease (IHD), ischemic stroke (IS), hemorrhagic stroke (HS) events, and coronary heart disease (CHD). Despite methodological variability, the current evidence supports AC as a preventive measure for the development of CVD. Future research is needed to standardize methodologies and promote policies for public health and environmental sustainability. [ABSTRACT FROM AUTHOR]

Based on limited theoretical applicability of metropolitan area concept under China's circumstances and the planning practice in Greater Shanghai Metropolitan Area, this article proposes a Chinese understanding on the concept of "Metropolitan Area", which extends its core connotation from a commuting area to a multi-functional area. It further proposes to utilize the preparation of spatial plans as means to promote high-quality development of metropolitan areas and to achieve coordinated regional development. Metropolitan area planning takes spatial planning as its basic attribute, and simultaneously embodies the contents of economic and social arrangements. It could become a binding contract based on consensus among member cities. In terms of technical innovations in planning practice, this article firstly suggests using a "problem-based, goal-targeted, action-driven, space-oriented and implementation-guided" approach to form a framework of "objective (indicator)-strategy-action-mechanism" to realize collaborative goals. Secondly, the spatial plan should focus on "bottom line factors" as well as "collaborative factors", establishing a technical framework for regional spatial organization from multiple dimensions such as ecological pattern, city function, spatial structure, and conduction mechanism which drive transformations in regional governance modes. [ABSTRACT FROM AUTHOR]

Although driving to and from work is an unavoidable part of the working life of many people, little is known about the relationship between work-related and drive-related cognitive load in daily commuting. To explore those relationships, Study 1 examined the effect of a demanding driving period on the performance of a subsequent cognitive task (mimicking a home-to-work commuting scenario). That driving-related higher cognitive load than the control condition was associated with an increased accuracy in the following cognitive task. Study 2 examined the effects of a period of demanding cognitive tasks on the performance of a subsequent driving task (mimicking a work-to-home commuting scenario). Although no reliable effect on speed or lane keeping ability in a virtual motorway scenario was observed, the completion of tasks under the higher cognitive load condition before driving led to a modest increase in the distance kept from the car ahead. The two sets of findings suggest that moderate levels of cognitive load could modulate the performance in timely contiguous tasks. The process underpinning possible spillover effects with such timestamp is unknow but might be linked to the activation of long-lasting attentional processes involving alertness. Hence, this exploratory study can be a catalyst for future studies investigating the interplay between cognitive load and driving in scenarios of daily commuting. [ABSTRACT FROM AUTHOR]

Background: Greater public transport use has been linked to higher physical activity levels. However, neither the amount of physical activity associated with each daily public transport trip performed, nor the potential total physical activity gain associated with an increase in trips/day, has been determined. Using objective measures, we aimed to quantify the association between public transport use, physical activity and sedentary time. Methods: A longitudinal study of Australian adults living in Hobart, Tasmania, who were infrequent bus users (≥ 18 years; used bus ≤ 2 times/week). The number of bus trips performed each day was determined from objective smartcard data provided by the public transportation (bus) provider across a 36-week study timeframe. Accelerometer measured steps/day (primary outcome), moderate-to-vigorous physical activity (min/day), and sedentary time (min/day) were assessed across four separate one-week periods. Results: Among 73 participants across 1483 day-level observations, on days that public transport was used, participants achieved significantly more steps (β = 2147.48; 95%CI = 1465.94, 2829.03), moderate to vigorous physical activity (β = 22.79; 95% CI = 14.33, 31.26), and sedentary time (β = 37.00; 95% CI = 19.80, 54.21) compared to days where no public transport trips were made. The largest increase in steps per day associated with a one-trip increase was observed when the number of trips performed each day increased from zero to one (β = 1761.63; 95%CI = 821.38, 2701.87). The increase in the number of steps per day was smaller and non-significant when the number of trips performed increased from one to two (β = 596.93; 95%CI=-585.16, 1779.01), and two to three or more (β = 632.39; 95%CI=-1331.45, 2596.24) trips per day. Significant increases in sedentary time were observed when the number of trips performed increased from zero to one (β = 39.38; 95%CI = 14.38, 64.39) and one to two (β = 48.76; 95%CI = 25.39, 72.12); but not when bus trips increased from two to three or more (β=-27.81; 95%CI=-76.00, 20.37). Conclusions: Greater public transport use was associated with higher physical activity and sedentary behaviour. Bus use may yield cumulative increases in steps that amount to 15–30% of the daily recommended physical activity target. A policy and public health focus on intersectoral action to promote public transport may yield meaningful increases in physical activity and subsequent health benefits. [ABSTRACT FROM AUTHOR]

Copyright of Environmental & Social Management Journal / Revista de Gestão Social e Ambiental is the property of Environmental & Social Management Journal and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article investigates the factors behind the likelihood of experiencing a specific type of mobility situation. The case of commuting by public transport in Greater Mexico City is analysed. A one-way ANOVA with post-hoc procedures and three multinomial logistic regression models are used to assess the extent to which transport-, land use- or socio-economic-related variables influence the likelihood of experiencing a specific mobility situation. The results show that the mobility situations of workers are primarily influenced by the socio-economic characteristics of commuters, followed by land-use patterns and the availability of transport systems, respectively. This means that in addition to transport-related policies, reducing commuting disparities in urban regions will require policies able to reduce socio-economic inequalities and influence the urban structure. [ABSTRACT FROM AUTHOR]

Youth justice commuting problems need better recognition due to the complex dispersal of practice sites and prevalence of characteristics associated with journey barriers. Applying a transport poverty framework to the youth justice population develops adult-focused research and establishes youth transport poverty for the first time. Data from 28 young people and 33 practitioners in two high-deprivation, post-industrial English towns suggests that free transport offers a partial solution. Recommendations indicate that inclusive communication and established education sector policies could support youth justice accessibility, help understand connections between over-representation and commuting problems, and support other contexts like education to employment transitions. [ABSTRACT FROM AUTHOR]

It is well established that living in a high‐poverty area often leads to lower levels of well‐being for residents. While these deleterious effects of place‐based poverty are well‐documented, the conceptual mechanisms linking poverty of place to negative outcomes remain debated, and the our understanding of the spatial patterning of poverty remains underdeveloped. In this paper, we problematize simple conceptualizations of the negative impacts of poverty exposure by illustrating the dynamic patterns poverty displays across cities on a daily basis. The vast majority of prior research on poverty of place has relied upon data anchored to place of residence. Thus, poverty rates broadly reflect poverty as it exists at night. This bias toward nighttime statistics leaves us with an incomplete understanding of spatial inequalities because daytime poverty rates can differ markedly from nighttime poverty rates due to work‐related commuting patterns. Here, we use novel data from the Census Transportation Planning Products to fully illustrate diurnal patterns in poverty at the census tract level in metropolitan America. Through a combination of descriptive, spatial, and statistical analyses, we show that the majority of census tracts experience changes in poverty throughout the day. Through a series of regression models, we also show that diurnal patterns in poverty are unevenly distributed along the lines of suburbanization, race, economic status, age composition, and industrial structure. Overall, our findings provide analytic insights into properly documenting poverty across space, while further problematizing lingering culture of poverty frameworks. [ABSTRACT FROM AUTHOR]

Commuting behaviors have been changed by the COVID-19 pandemic. To investigate the impacts at different stages of sudden and localized COVID-19 outbreak, this paper carries out an online survey to obtain data, targeting the residents in Nanjing China, where there had been COVID-19 outbreaks and proposes a sequential analysis method to calculate the complexity of commuting behavior changes. The Tobit model is used to explore the factors that influence the complexity of commuting behavior changes. Results show that commuters using public transportation drop significantly when sudden outbreaks occur, with 43.5% of them switching to private cars or working from home. The number of residents working from home increases by 14 times. While an outbreak gradually subsides, commuting modes tend to recover, but does not immediately return to the state before the outbreak. Regression model results indicate that commuters aged 40–60 tend to maintain their commuting habits, while younger workers are more flexible on their commuting options. Middle-income commuters, or those living in low-risk areas or near a subway within 800 m prefer to change commuting modes, opting for what they perceive to be safer ways to commute. For commuters living in medium- or high-risk areas and those who are living with people who have non-green health codes, they tend to adjust their commuting modes in real time based on the color change in the health codes and the risk level of the areas they live. The research findings contribute to our understanding of commuting behaviors and targeted management needs during local outbreaks, and can help the government formulate a comprehensive and more effective pandemic prevention policy. [ABSTRACT FROM AUTHOR]

Traffic congestion has caused great concern among policymakers in large cities around the world. In contrast with constantly increasing transport supply, individual-based active travel demand management (ATDM) has been proposed as a more efficient policy alternative for combating congestion. However, how individuals make routing choices during commuting in response to ATDM incentives is still largely unknown, given the lack of individual travel data. Using a desensitized one-week travel trajectory data set involving 5641 personal electric vehicles, we examine the major influencing factors of commuting route stability during working days and make suggestions on targeting the most responsive commuters. We first filter family-used vehicles by clustering vehicle usage patterns through employing the Gaussian mixture model and interpret drivers' route choice behaviors during morning peak hours. To look for factors affecting route stability, we develop a generalized additive model and find that route stability is significantly associated with road network density of origins and destinations, departure time, travel duration, commuting distance, reliability of the expressway, and volatility of the congested sections by which the routes passed. The empirical results may contribute to the understanding of individual route choices, and help urban managers develop more refined ATDM policies to alleviate traffic congestion in the future. [ABSTRACT FROM AUTHOR]

On average, temporary jobs are far less stable than permanent jobs. This higher instability could potentially lower workers' incentives to relocate towards the workplace, thereby resulting in longer commutes. However, surprisingly few studies have investigated the link between temporary employment and commuting length. Building on the notion that individuals strive to optimize their utility when deciding where to work and live, we develop and test a theoretical framework that predicts commuting outcomes for different types of temporary workers – fixed-term, casual and temporary agency workers – and in different institutional contexts. We estimate fixed-effects regression models using 17 waves of data from the Household, Income and Labour Dynamics in Australia (HILDA) Survey and the German Socio-Economic Panel (SOEP). As expected, the results show that the link between temporary employment and commuting length varies by employment type and institutional context. Agency work is associated with longer commutes than permanent work in both countries, whereas this applies to fixed-term contracts for Germany only. For casual work, the findings suggest no commuting length differential to permanent employment. In terms of policy, our findings suggest lengthy commuting can be a side effect of flexible labour markets, with potentially negative implications for worker well-being, transportation management and the environment. [ABSTRACT FROM AUTHOR]

With trends of urbanisation on the rise, providing adequate housing to individuals remains a complex issue to be addressed. Often, the slow output of relevant housing policies, coupled with quickly increasing housing costs, leaves individuals with the burden of finding housing that is affordable and in a safe location. In this paper, we unveil how transit service to employment hubs, not just housing policies, can prevent individuals from improving their housing conditions. We approach this question in three steps, applying the workflow to 20 cities in the United States of America. First, we propose a comprehensive framework to quantify housing insecurity and assign a housing demographic to each neighbourhood. Second, we use transit-pedestrian networks and public transit timetables (GTFS feeds) to estimate the time it takes to travel between two neighbourhoods using public transportation. Third, we apply geospatial autocorrelation to identify employment hotspots for each housing demographic. Finally, we use stochastic modelling to highlight how commuting to areas associated with better housing conditions results in transit commute times of over an hour in 15 cities. Ultimately, we consider the compounded burdens that come with housing insecurity, by having poor transit access to employment areas. In doing so, we highlight the importance of understanding how negative outcomes of housing insecurity coincide with various urban mechanisms, particularly emphasising the role that public transportation plays in locking vulnerable demographics into a cycle of poverty. [ABSTRACT FROM AUTHOR]

In many countries, there are signs of declining migration to high-productivity urban areas due to restrictions in the housing market and increasing regional differences in housing prices. Using detailed population-wide register data for Sweden, we estimate how regional variation in housing prices and homeownership is associated with the individual's decision whether to accept a job offer in the Stockholm metropolitan region and the interrelated choice between migration and commuting as the mobility mode. Our findings indicate that high relative housing prices in the Stockholm area and homeownership are associated with decreasing total geographical labour mobility to the region. This is pronounced among the young and among highly skilled workers. The negative effects of high relative housing prices and homeownership on migration are partially but not fully compensated by positive effects on commuting to Stockholm. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has initiated more telecommuting (or working from home) than ever. This paper provides an economic analysis of the impacts of telecommuting on the residential location choice equilibrium. In particular, this paper employs a simplified monocentric city model of urban spatial structure to analytically examine the impacts of telecommuting on residential location choices and the associated commuting pattern in a city, considering that telecommuting may have positive, zero, or negative impact on individual income level. We found that the income effect of telecommuting and its relative magnitude against the commuting cost govern whether telecommuting will attract more to live in the suburb or the downtown. Moreover, the impacts of housing supply and commuting costs on the residential location choice equilibrium are dependent on the level of telecommuting, where such impacts diminish when the level of telecommuting increases. Furthermore, this paper derives and examines analytical solutions for the optimal level of telecommuting, the optimal housing supply and the optimal transport investment (that reduces commuting cost) in order to improve social welfare or the housing operator's profit in the context of telecommuting. How these optimal solutions are related to the level of telecommuting is also analyzed. This study provides understanding on how telecommuting may affect the joint equilibrium of residential location choice and commuting and how housing supply and transport investment should be adjusted in response to telecommuting. • This paper analyzes the impacts of telecommuting on residential location choices. • The income effect of telecommuting affects where to live. • We analyze the optimal telecommuting level, housing supply and transport investment. [ABSTRACT FROM AUTHOR]

Commuting, the spatial mismatch between work and residential locations, necessitates integrated urban and transport policies to mitigate its societal impacts. While cross-border commuting (CBC) is increasing and governance of border regions is on the rise beyond national borders, no systemic review of this specific commuting pattern exists. We aim to consolidate the CBC literature accumulated over the years into a coherent and synthetic framework. Our systematic review assembles an inaugural comprehensive corpus of cross-border commuting literature. It reveals three transversal key topics (transport-oriented topic, qualitative approaches versus a lack of quantitative data, and a large majority of European papers) and four sub-topics (patterns, determinants, impacts and policies). Moreover, we consolidate findings through meticulous mapping of evidence, where most links are traced between the determinants and the level of flows across borders. Finally, the discussion offers directions for future research, with an exhortation to explicitly link policies to sustainability and social concerns, and the necessity for standardised datasets for methodological comparability across cases and in alignment with general commuting research. [ABSTRACT FROM AUTHOR]

• Sustainable urban mobility transitions impact emotional commuting experiences. • Introducing a new commuting mode impacts the emotional experiences of commuters. • A new commuting mode impacts the emotional experiences of non-adopters. • The emotional commuting experiences are dynamic. Sustainable urban mobility transitions require various measures that impact peoples' everyday lives. Implementing these measures, such as transport infrastructure projects, requires public acceptance. However, there is a lack of research on how sustainable urban mobility transitions impact commuters' emotional experiences. This study aims to understand the formation of emotional commuting experiences and to analyse the impact of the introduction of a tramway on those experiences. The findings are mainly based on qualitative data (33 interviews) but also on quantitative data on the participants' commuting behaviour collected in a Finnish city, Tampere, which launched a new tramline a couple of months prior to data collection. The research shows a variety of triggers for negative and positive emotional commuting experiences and highlights the role of critical incidents in the formation of emotional experiences. It reveals how launching a tram in a city impacts emotional commuting experiences on many levels, even for those who do not change their main mode of commuting. It also shows the dynamics involved in emotional commuting experiences, demonstrating how emotional experiences in the construction phase may differ greatly from those after the new commuting mode has been launched. Based on the findings, we suggest that in order to guarantee public support for sustainable urban transport projects, practitioners should recognise the wide range of emotional experiences associated with commuting, even for those who do not adopt the new mode of transport, and take these experiences into account not only during the lengthy infrastructure-building phase but also during the utilisation phase. [ABSTRACT FROM AUTHOR]

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Increased daily exposure to fine particulate matter air pollution (PM2.5) is associated with increased morbidity, yet high exposures over shorter timeframes (e.g., hourly) may also play a role. Transportation is a milieu for increased transient pollution exposures. Both the road traveled and nearby roadways (i.e., surrounding road density) may play a role in increased PM2.5 exposure during commutes. For 2311 min of commutes, corresponding to 25 participants, we obtained in-vehicle PM2.5 exposures using personal monitors and, through GPS data, road features, including road density and road type (e.g., highway vs. local roads). We considered the density of both the surrounding highways and the local roads at 500 m and 1000 m resolutions. We estimated associations of road features with minute-averaged in-vehicle PM2.5 by applying linear mixed-effects models with random intercepts and autoregressive errors. The difference in log PM2.5, comparing the highest vs. lowest quartile of highway road density at 1 km resolution, was 0.09 log μg/m3 (95% confidence interval: 0, 0.19), which was similar to the difference between driving on highways vs. local roads (0.07 log μg/m3 (95% confidence interval: 0.00, 0.14)). Estimated differences were attenuated for local road density and 500 m resolution. The results were robust to adjustment for meteorology and ambient PM2.5. Unlike road features such as speed and road type, the surrounding road density is less modifiable during transportation. Therefore, road choice may not have a large impact on personal PM2.5 exposures. [ABSTRACT FROM AUTHOR]