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This research contributes to theory on self-control at work through applying and extending the limited-capacity model of self-control to examine the extent to which daily self-control work demands predict self-control failure and driving behavior during the commute after work. We develop a dual-pathway model in which resisting-distractions demands and impulse-control demands at work have unique relationships with speeding behavior via two separate pathways of self-control failure: one reflecting a failure to regulate attention and the other reflecting a failure to suppress impulses, which is moderated by negative affect. In two studies of daily work experiences and driving behavior, we find support for our model, over and above the effects of cognitive and affective work demands, postwork fatigue, and motivation. We discuss the implications of our findings in relation to the concept of self-control work demands and self-control depletion theory. Our findings also contribute to research on the links between work and commuting, and driving commuting most specifically, which is important because work-to-driving spillover represents a substantive safety issue for organizations.

Travel can be a derived demand and exhibit intrinsic benefits beyond simply reaching destinations. While commuting is stressful for many people, others enjoy or like their commutes. Why? What trip and traveler characteristics explain variations in people’s affinity for travel? This research tackles these and other questions surrounding travel liking in the context of commuting. The data used in this study were collected from 609 commuters through a 30-minute online questionnaire survey in Portland, Oregon, in fall 2016. An ordered logit model examined associations between explanatory factors—commute mode, travel time, sociodemographics, a subjective assessment of travel usefulness, and (for a subsample) attitudinal and well-being measures—and travel liking for a recent commute, measured on a five-point scale from “strongly disliked” to “strongly liked.” Confirming previous research, most travelers (64%) liked their commutes and only 15% disliked the journey to work. People bicycling and walking had the most positive ratings of commute liking, and automobile drivers had the least. Furthermore, travel time was negatively associated with commute liking, especially for auto drivers and transit passengers. Few sociodemographic characteristics were significant, although people with an undergraduate degree, in a low-income household, and aged 65+ were more likely to like their commutes. There was also a strong and positive association between commute liking and the perceived usefulness of the commute. Additional analysis of a subsample found only a few attitudes and well-being scales that were significantly associated with commute liking: People who were satisfied with their life and led a purposeful life had a greater chance of liking travel.

The present study aims to conduct 2 types of statistical analysis to reveal the impact of the spread of COVID-19 on train delays by comparing the potential contributing factors before, during and after the outbreak of the virus in the metropolitan train lines in Japan. First of all, the result of the present study clearly revealed the changes in contributing factors for train delays caused by the spread of COVID-19. Specifically, the contributing factors for train delays changed due to the decrease of passengers by the effect of the outbreak of the virus. Additionally, though large terminal stations were considered to be a major contributing factor in causing and increasing train delays in the past, this was not the case after the spread of COVID-19. Therefore, under such conditions, it is more effective to make improvements in small to medium stations and tracks rather than terminal stations. Furthermore, as the decrease in passengers also decreased train delays in commuter lines going to the suburbs due to the spread of COVID-19, the contributing factor for such lines is the excessive number of passengers. Therefore, as for countermeasures for train delays after the effects of COVID-19, it is necessary to disperse passengers in order to avoid passengers concentrating in the same time zones and train lines.

Nuorten osallisuuden toteutumista kehittämistoiminnassa haastavat usein hanketoiminnan lähtökohdat, joissa tavoitteet ja toiminnot on ainakin osittain määritelty ennen nuorten osallistamista. Pelillistäminen on keino motivoida ja innostaa nuoria toimintaan. Tässä artikkelissa kerrotaan, miten nuorten osallistumista tuettiin Matti – Miesten matkat työhön (ESR 2016–2018) ja Versus (THL Terveyden edistämisen määräraha 2017–2019) -hankkeissa. Artikkelissa tarkastellaan, miten osallisuus ja kokemus osallisuudesta kehittyivät osallistumisen myötä. Tutkimuskysymyksenä on, onko hankkeissa toteutettu pelillisyys vahvistanut osallistujien osallisuutta, ja jos on, millä tavoilla. Käytämme tässä artikkelissa molemmissa hankkeissa kerättyä aineistoa. Matti-hankkeessa tuotettiin aineistoa hankearviointia varten haastattelemalla nuoria ja samaa aineistoa käytettiin myös tässä tutkimuksessa. Versus-hankkeessa osallistettiin nuoria mukaan kehittämistyöhön palautekyselyjen ja ryhmähaastattelujen avulla. Versus-hankkeen palauteaineistoa otettiin tarkempaan analyysiin osallisuuden kokemuksen tunnistamiseksi. Aineisto osoittaa, että osallisuuden kokemus on nuorille monimuotoinen. Osallistuminen tuotti heille uuden oppimista ja kompetenssia, omaehtoisuutta ja autonomiaa, vaikuttamismahdollisuuksia ja yhteenkuuluvuuden tunnetta., The participation of young people does often challenge the starting points of the projects, where the goals and activities are, at least partly, defined before the involvement of the young people. Gamification is a tool for motivate and inspire them to act. In this article will be narrated how the participation is taken in the account in projects Matti - Men`s journey to work (ESF 2016–2018) and in Versus (THL Health promotion grant 2017–2019). In this article, was examined how participation and experiences of participation were developed by answering the following question: has gamification enhanced participation and if yes, in which way? In this article we used data, which was gathered in both projects. In the Mattiproject was produced data for the evaluation of the project by interviewing young people and the same data was used in this research. In the Versus-project, the young people were involved to developing work by a feedback questionnaire and group interviews. The feedback data was analyzed more closely to recognize the feeling of participation. The data indicates that the experience of participation is manifold. Participation has given them learning experiences and competence, independency and autonomy, possibilities to influence and solidarity.

We analyze the complex travel behavior of workers who utilize public transit as part of their work tours (“transit commuters”). Here, complex travel behavior is defined in terms of tours, where a tour is defined as a sequence of trips and activities that begins and ends at the same location and a work tour contains at least one non-home, work activity. The objective of this study is to investigate how transit commuters link non-work activities as part of work tours under transit operational constraints. In particular, we identify dominant patterns of work tours made by transit commuters and analyze these tours using a set of activity-travel analytics and data from the 2017 National Household Travel Survey (NHTS). The primary insights are: (1) about 80 percent of work tours consist of 7 dominant patterns whereas the remaining 20 percent of tours demonstrate a total of 106 diverse and more complicated patterns; (2) half of the transit work tours are complex; (3) most simple tours are transit-only tours whereas most complex tours are multi-modal tours; and (4) transit use is more complex than the traditional home to work commute with a diverse set of choices at various stages of activity scheduling. While policies associated with public transit typically focus only on the journey to work, this study considers the complete set of trips starting and ending at home including intermediate non-work activity, which can provide insights for land use and transit-related policies to better accommodate the complex travel behavior of commuters who utilize transit.

Promoting walking or cycling and reducing cars’ use is one of the city planners’ main targets, contributing to a sustainable transport method. Yet, the number of vehicles worldwide is increasing as fast as the population, and motorized mobility has become the primary transport method in most cities. Here, we consider modal share as an emergent behaviour of personal decisions. All individuals minimize their commuting time and reach an equilibrium under which no person is willing to change their transportation mode. In terms of the minimum travel time, the best-case scenario is used to determine the extra commuting time and the excess cars, computed as a social inefficiency. Results show that commuting times could increase up to 25% with many more vehicles than optimum. Paradoxically, all individuals trying to minimize their time could collectively reach the maximum commuting times in the extreme case, with all individuals driving during rush hour.

National and international strategies and recommendations are intended to increase physical activity in the general population. Active transportation is included in interdisciplinary strategies to meet these recommendations. Cycling seems to be more health enhancing than walking for transportation since cycling seems to reduce the risk of cardiovascular disease and associated risk factors. Furthermore, the health benefits of cycling are proven to outrun the risk of injuries and mortality. Politicians seem to approve costly infrastructure strategies to increase the amount of cycling in the population to improve public health and shift to more sustainable travel habits. A linear relationship between cycle-friendly infrastructure and the amount of commuter cycling has been demonstrated. However, in Norway and on a global level, there is a lack of robust evaluations of actions and sensitive monitoring systems to observe possible change. Therefore, we aimed to develop the Norwegian bike traffic index and describe the national, regional, and local trends in counted cycle trips. We used a transparent methodology so that the index can be used, developed, and adapted in other countries. We included 89 stationary counters from the whole country. Counters monitored cycling from 2018 onward. The index is organized at local, regional, and national levels. Furthermore, the index is adjusted for population density at the counter level and presented as ratio of counted cycle trips, comparing 2018 to subsequent years. The index is presented as a percentage change with 95% confidence intervals. In Norway, counted cycle trips increased by 11% from 2018 (100, 100–100) to 2020 (111.0, 106.2–115.1), with large geographical differences. In Southern Norway, there was a significant increase of 23%, and in Northern Norway, there was a nonsignificant decrease by 8% from 2018 to 2020. The indices may indicate possible related effects of local to national cycling strategies and how the COVID-19 pandemic has affected Norwegian travel habits in urban areas.

Based on a survey of 197 Sydneysiders, this study shows residents overestimated the attractiveness of the city centre compared to the entire metropolitan area, as well as the number of jobs they can reach from home. They also overestimated travel times compared to Google Maps, especially for travel times by car.

As air pollution varies significantly in both space and time, commuter exposure may differ considerably depending on the route taken between home to work. This is especially the case for active mode commuters who often have a wider range of route choices available to them compared with those traveling by private motor vehicle or by public transport. The aim of this study was to investigate the effect of route choice on air pollution exposure among active commuters, and to estimate, based on modeling, the health benefits able to be achieved from air pollution exposure reductions, modeled across a population, through route optimization. We searched for studies that used portable personal air pollution monitoring equipment during active mode commuting, and reported measurements of air quality on at least two routes, either as a journey to work or to school. The World Health Organization (WHO) model AirQ+ was then exploited to estimate the premature deaths attributable to air pollution according to route choice. Ten publications were identified that met the inclusion criteria. Ultrafine particle counts (UFP), black carbon (BC), and carbon monoxide (CO) were the most commonly measured pollutants in the studies identified. The exposures associated with “high exposure” and “low exposure” routes (categorized based on differences in traffic counts on the roads along the commute route or walking on opposite sides of the road with different levels of traffic traveling in each direction) were found to vary on average by 30 ± 8%, 42 ± 35%, and 55 ± 17% for BC, CO and UFP, respectively. On the basis of modeling, and on the estimated exposures to BC, up to 36 out of 10,000 deaths could be prevented by choosing a low exposure route compared with a high exposure route during active commuting. The results of this study may be useful for both individuals in their commute planning, and also for urban transport planners as impetus for investing in infrastructure to support healthy active mode commuting.

The Indian census of 2011 collected for the first time since its inception, sex disaggregated figures on the journey to work along two dimensions- trip lengths and modes of transport. This data was analyzed as part of a doctoral thesis on the mobility of urban working women in smaller cities of India, completed in May 2019. The aim of this paper is to present the census data and illuminate these figures with lived experiences of working women on their journey to work, gathered through primary research in one of the cities studied- Jalandhar in the northern state of Punjab. This approach serves to humanize quantitative data and show how lack of state involvement in solving urban transport problems affects women’s daily lives. The importance of the study also lies in the fact that mobility of urban women in south Asian countries, is little understood. Attempts such as this one may open up pathways to think along gender lines while formulating policies. Le recensement indien de 2011 a collecté, pour la première fois depuis sa création, des chiffres ventilés par sexe sur le trajet vers le travail selon deux dimensions : la durée des trajets et les modes de transport. Ces données ont été analysées dans le cadre d'une thèse de doctorat sur la mobilité des femmes qui travaillent en milieu urbain dans les petites villes de l'Inde, achevée en mai 2019. L'objectif de cet article est de présenter les données du recensement et d'éclairer ces chiffres avec les expériences vécues des femmes qui travaillent sur leur voyage au travail, recueilli grâce à la recherche primaire dans l'une des villes étudiées - Jalandhar dans la province du Punjab. Cette approche permet d’humaniser les données quantitatives et de montrer comment le manque de participation de l’État à la résolution des problèmes de transport urbain affecte la vie quotidienne des femmes. L'importance de l'étude réside également dans le fait que la mobilité des femmes urbaines dans les pays d'Asie du Sud est peu comprise. Des tentatives comme celle-ci peuvent ouvrir des voies pour penser selon le genre tout en formulant des politiques.

We estimate that a signi…cant fraction of commuters on the London underground do not travel their optimal route. Consequently, a tube strike (which forced many commuters to experiment with new routes) taught commuters about the existence of superior journeys -bringing about lasting changes in behavior. This eect is stronger for commuters who live in areas where the tube map is more distorted, thereby pointing towards the importance of informational imperfections. We argue that the information produced by the strike improved network-e¢ ciency. Search costs are unlikely to explain the suboptimal behavior. Instead, individuals seem to under-experiment in normal times, as a result of which constraints can be welfare- improving. JEL-classi…cation: D83, L91, R41

The study examines the effect of long-distance commuting on the division of domestic labor in heterosexual couples. A long journey to work can affect other areas of life. Commuters often have lower life satisfaction and their intimate relationships may be impaired by mental stress. When looking at domestic labor the question arises of who is in charge of managing the household and childcare. Do women still adopt the “lion’s share of housework” or take over the “second shift” if they spend part of the day on long commutes to work and back home? A long commute is defined as a journey to work of at least 45 minutes, daily or several times a week. We present the results of pooled regression analysis and fixed effects regressions conducted on data from the German Panel Analysis of Intimate Relationships and Family Dynamics (pairfam) for the years 2013, 2015, and 2016. The pooled analysis suggests a moderate association between a woman’s long commute and her partner’s engagement in housework and childcare, especially when she commutes daily. Instead of living ‘reversed roles’, the partners share such tasks. However, when the association between a woman’s long commute and her partner’s engagement in childcare is estimated exclusively with fixed regression, it remains significant. If the man is a long-distance commuter, most often his partner is solely responsible for all household tasks. Relative labor market position and income distribution within the couples, as well as adherence to gender roles explain the effects of long-distance commuting on labor division., Journal of Family Research, Early View

Peak Oil impacts have resulted in fluctuating and increasing oil prices in cities that are more dependent on imported oil. This issue has been receiving greater attention in Anglosphere land use and transport scholarship, especially in Australia where automobile use is high and public transport is comparatively inadequate. Higher transport cost could exacerbate transport disadvantage and cause social exclusion. However the geographical study of spatial variation of oil vulnerability within cities has not yet fully explored. Most international comparative urban studies on energy and/or oil use focus on aggregated municipal data only. This paper studies the comparative experience of spatial urban oil vulnerability in two very different Asia Pacific cities – Brisbane and Hong Kong. Census and journey to work data are used to evaluate and map oil vulnerability based on prevailing vulnerability concepts of exposure, sensitivity with a specific focus on adaptive capacity. More advanced GIS methods are used to visualise and relate oil vulnerability indicators with various socio-demographic and transport characteristics for better understanding of this issue. Both cities’ urban transport polices are also examined to explain the differences of transport and land use development and the resultant oil vulnerability. This study allows direct comparison of stark contrasts between one Asian and one western city in terms of urban form (dispersed vs. compact) and mode share (transit vs. car based). The policy, geographical and cultural context of both cities have influenced the type and extent of oil vulnerability. Hong Kong with a highly developed public transport network serves as a preferred urban transport model. However the risk of increasing oil prices also affects oilbased public transport such as buses and ferries and outer urban areas tend to be more affected. Despite the promise of electric vehicles reducing oil use, cities should still avoid being car dependent and oil vulnerable like Brisbane. The Hong Kong approach of strong transit-led transport policies and land-use matching with rail infrastructure investments that reduce oil consumption offers longer-term resilience.

The problem of employment access for the urban poor is often articulated across the urban-suburban divide in metropolitan areas, such that job opportunities concentrate in suburban areas, at a distance from areas of concentrated, racialized poverty in the inner city. The lack of public transit options that reasonably connect urban workers to suburban job opportunities only furthers this problem. However, transportation scholars have noted that a substantial population of the urban poor take this “reverse” commute. While these studies have grown knowledge on the characteristics of the reverse commuting population and their journey to work, they do not address, to the same extent, the demographic characteristics where reverse commuters live in the city and where they work in the suburbs. To learn more about the equity issues in the reverse commuting problem, this paper uses cluster analysis to develop typologies of commutes based on differences in key socio-demographic indicators between home (origin) and work (destination) geographies. This paper analyzes how commute patterns (intra-urban, suburb-city, etc.) and the number of jobs nested within these commute patterns, concentrate across socio-demographically defined commute typologies. Focus is given to how reverse commutes are distributed across these typologies. Reverse commutes constitute approximately 10% of all commutes in our sample and 10% of all primary jobs (the job that provides a worker the most income of all of their jobs) in the sample are accessed via reverse commute. The paper concludes with a number of transportation and social policy interventions that address issues facing particularly low-income, minority, reverse commuting workers. In light of the literature on metropolitan fragmentation, we recommend redistributive policies that build suburban, municipal accountability to urban, low-income reverse commuters.

Traditional trip distribution processes that rely heavily on gravity models fail to capture how the characteristics of individuals or the heterogeneity in the attributes of attraction zones...

Household, journey-to-work, and workplace dynamics intersect and are diverse and changing. These intersections contribute to gendered, classed, and racialized divisions of labour at home, at work, and on the road. Research on journeys-to-work has generally focused on journeys that happen daily, follow similar routes, at similar times, and involve travel to a single, fixed workplace. Time geography has shared some of this focus in its attention to fixity and constraints that shape these kinds of movements in time and space. However, change and disruption in home lives, journeys-to-work and in the location and scheduling of work are widespread. Feminist intersectional rhythmanalysis may be better equipped to address these. This article draws on insights from a body of Canadian research captured here in the form of 5 vignettes that describe intersecting home, work, environmental and employment-related geographical mobility (E-RGM) rhythms and some of their consequences across diverse groups, sectors ...

Increasing global energy prices have created serious pressure on transport and energy in Australian cities. The rising cost of transport and energy, combined with the price of housing in metropolitan areas, has placed households under greater economic pressure. This paper investigates how increased household transport costs interact with housing costs in Brisbane, Australia. Drawing on data from journey to work and Australia's Green Vehicle Guide, we estimated household transport costs associated with private vehicle fuel use for work travel. By linking household transport costs with housing costs across urban areas we were able to explore: 1) the spatial relationship between household transport fuel costs and direct spending on housing; and 2) areas of households under the highest pressure from transport costs and housing costs. We then estimated how rising fuel prices in Brisbane were likely to affect household housing location. We consider the trends of transport and housing costs and how they might affect urban spatial structure in the future.

In this paper, we propose a multi-objective spatial analysis framework to evaluate the economic, environmental and health impacts of transport investment strategies under different urban growth scenarios. We consider a linear monocentric city (LMC) wherein residents are distributed continuously along an urban corridor and commute daily to a common destination, the central business district (CBD), represented by one end of the linear city. Two modes are available: car and rail. Users can travel from their residence to the CBD by car on a congestible highway with stochastic travel time, or by rail from the most convenient nearby station, which they reach by walking or cycling. Travellers throughout the city have a distribution of reliability preferences. Individual mode choice is determined using the notion of travel time budget surplus to take into consideration the travel time, travel time reliability and monetary cost associated with each mode. We assume users would like to minimise travel time, monetary cost, and maximise travel time reliability. The resulting formulation is a three-objective user equilibrium model (TBSmaxTUE). For the continuous monocentric city model, TBSmaxTUE can be formulated as a fixed point problem. To admit a numerical solution the continuum is discretised, allowing it to be expressed as a standard network equilibrium assignment problem. The performance of this LMC model can then be analysed against multiple objectives. We consider the economic objective to minimise total system travel time; the environmental objective to minimise total tailpipe emissions from car trips; and health objectives to minimise pollutant uptake while also maximising the level of physical activity during the journey to work.

A limited number of studies examine journey to work travel in the United States prior to 1940. These efforts, however, focus on commuting to central cities from their adjacent suburbs; the journey to work of residents living on the periphery of metropolitan areas remains unexamined. This paper analyzes commuting behavior of residents in three suburbs 35 miles west of Chicago between 1912, the year prior to Ford's introduction of the automobile assembly line, and 1936, the year after the Works Progress Administration was established. Although the majority of employed Tri-City (St. Charles, Geneva, and Batavia) residents worked in their home city, this research demonstrates that workers engaged in suburb-to-suburb commuting prior to World War II. Furthermore, it reveals that frequently more workers commuted to suburban locations than to central city. It also finds that commuting patterns varied by city of origin, year, and gender, with more men, but a greater percentage of women, commuting to work.

Conventional bicycling data have critical limitations related to spatial and temporal scale when analyzing bicycling as a transport mode. Novel crowdsourced data from smartphone apps have the potential to overcome those limitations by providing more detailed data. Questions remain, however, about whether crowdsourced data are representative of general bicycling behavior rather than just those cyclists who use the apps. This paper aims to explore the gap in understanding of how conventional and crowdsourced data correspond in representing bicycle ridership. Specifically, we use local indicators of spatial association to generate locations of similarity and dissimilarity based on the difference in ridership proportions between a conventional manual count and crowdsourced data from the Strava app in the Greater Sydney Australia region. Results identify where the data correspond and where they differ significantly, which has implications for using crowdsourced data in planning and infrastructure decisions. Fourteen count locations had significant low-low spatial association; similarity was found more often in areas with lower population density, greater social disadvantage, and lower ridership overall. Five locations had high-high spatial association, or were locations of dissimilar rank values indicating that they did not have a strong spatial match. Higher coefficients of variation were associated with population density, the number of bicycle journey to work trips, and percentage of residential land use for the significant locations of dissimilarity. IRSD and bicycle infrastructure density were lower than the locations that were not significantly dissimilar. For the significant locations of similarity, all coefficient of variation measures were lower than the locations that were not significant. Areas where ridership show locations of similarity are those where it may be suitable to substitute conventional data for the more detailed crowdsourced data, given further investigation into potential bias related to rider demographics.

I’ve always liked a good manifesto. That little known text by Marx and Engels was a favourite read on my bus journey to work as I trundled my way from leafy suburbs through not so leafy inner-city ...

© 2017 Elsevier Ltd It is well known that journey-to-work (JTW) data can be represented using complex network graphs. What is less evident is the way in which this approach can be used to quantitatively analyse the structure, connectivity and dynamics of commuting behaviour. This paper employs a complex network approach to spatially disaggregated JTW data in order to examine commuting behaviour for six different modes of transport (car, car passengers, train, bus, cycling and walking) within three of the most populous metropolitan areas in Australia. A set of network measures (degree, strength, clustering coefficient, maximum cliques, average shortest path length and betweenness) are computed from both the unweighted and weighted graphs corresponding to JTW data for the Sydney, Melbourne and the South East Queensland regions from the time periods: 2001, 2006 and 2011. Results reveal a number of interesting dynamics, one being that Melbourne exhibits shorter (and presumed to be faster) alternate commuting paths than either Sydney or South East Queensland given its lower betweenness and shortest path values allied with higher clustering coefficients. The interpretation of these metrics demonstrates that complex networks have the capacity to reveal new insights from JTW data, by enabling a more comprehensive, systematic, empirical and fine-grained analysis of changes in commuting behaviour over time.

Background: Despite the substantial evidence base for the health and economic benefits of walking and cycling, there remains a lack of published findings on the levels and benefits of active commuting at a national level. This study aimed to quantify the proportion of active commuters who met a daily equivalent of weekly physical activity recommendations through their commuting journeys, and the economic value of health benefits associated with active commuting in Scotland.Methods: A repeat cross-sectional analysis of the 2001 and 2011 waves of the Scottish Census was conducted. We analysed data from approximately 250,000 respondents aged 16-74 at each time-point who selected walking or cycling for their usual journey to work. A count was taken of walkers and cyclists whose daily commuting time was at least 30 minutes. The Health Economic Assessment Tool was used to estimate the number of deaths averted by active commuting, and the associated economic value of walking and cycling annually and over a 10-year period. Results: Active modes of commuting accounted for a modal share of 13.5% (n=244,009) in 2001, and 14.5% (n=286,145) in 2011. In 2001, 46.5% of all active commuters met a daily target of 30 minutes of moderate intensity activity rising to 50.2% in 2011. In Scotland, the annual health economic benefit of commuting to work by walking was estimated to be approximately EUR 700.2 million, and EUR 79.8 million for cycling to work.Conclusion: This study provides clear evidence of the substantial health and economic benefits that active commuting makes at a population level. These findings support the case for further investment to increase levels of walking and cycling.