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There are multiple challenges in fighting a global pandemic in cities where disease can spread through crowded transit systems, shopping centres and workplaces, but it seems self-evident that encouraging people to work at home, if possible, is the most obvious measure that can reduce the transmission of COVID-19 Homeworking has quickly become the 'new normal' for those able to work remotely, with only 'frontline' workers encouraged to travel to work Here, Hubbard et al explore how people are adapting to this 'brave new world'

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

The Australian Census of Population and Housing includes a responder’s Method of Travel to Work for Persons (MTWP) on Census Day. With some exceptions, responders can select multiple modes of transport. In Australia and overseas, this data has been used to estimate mode share and the proportion of Australians who utilize various active transport modes. This is especially true for cycling as there are scant data sources for Australian cycling exposure. The aims of this paper are to discuss weaknesses of MTWP data and the appropriateness of MTWP data to estimate cycling in Australia, and to assess changes in MTWP data relative to the introduction of bicycle helmet legislation. The use of MTWP data to estimate Australian cycling is limited due to: (1) data collection occurring on single days in winter once every five years, (2) it is not possible to identify a primary mode of transport, and (3) the 1976 data was not a full enumeration. MTWP data estimates about 1.5% of Australians cycle while other data sources are much higher ranging from 10% to 36%. With regard to bicycle helmet legislation, comparisons were made for each state/territory for the census immediately preceding helmet legislation and the following census. Overall, the proportion of cyclists among active transport users is similar from pre- to post-legislation (relative change=+1%, 95% CI: -13%, +18%), although all but two states/territories estimate an increase in cycling. In conclusion, the Australian government should invest in routinely collecting high-quality mobility data for all modes of travel to assist in the decision-making and assessment of road safety policies.

This study summarizes University of Wisconsin-Milwaukee (UWM) campus commute mode shifts during COVID-19. The greatest shifts were to telecommuting and away from public transit. These shifts were uneven across the campus population: respondents with lower incomes and lower automobile access were less likely to shift to telecommuting. Open-ended responses provide insights into commuters’ reactions to their mode shifts: most new telecommuters enjoyed not having to travel to work, and concern about COVID-19 transmission was only one of several factors pushing commuters away from public transit.

PurposeThe aim of this study was to identify and quantitatively assess the importance of psychosocial and organizational factors that influence employees' intentions to engage in pro-environmental behaviors at the workplace.Design/methodology/approachA questionnaire based on the theory of planned behavior was completed by 318 employees. To validate three suggested hypotheses, a series of path analysis models were constructed using AMOS software.FindingsThe theory of planned behavior explained 79 percent and 37.7 percent of variance in predicting intentions of employees to travel to work using alternative transportation and to make eco-suggestions directed toward the workplace, respectively. While organizational barriers did not play a significant role in predicting intentions to use alternative transportation, some organizational obstacles (opinion of colleagues, required paperwork) influenced workers' intention to make eco-suggestions.Originality/valueThis is one of the first articles in the field of pro-environmental workplace behaviors in which the theory of planned behavior is implemented in a systematic manner (qualitative exploration of beliefs followed by their quantitative evaluation). This article contributes to the existing literature by shedding light on the disproportionate influence of organizational and psychosocial factors on pro-environmental workplace behaviors.

Using smartphone data for Japan, we show that non-commuting trips are frequent, more localized than commuting trips, strongly related to the availability of nontraded services, and occur along trip chains. Guided by these empirical findings, we develop a quantitative urban model that incorporates travel to work and travel to consume non-traded services. We use the gravity equation predictions of the model to estimate theoretically-consistent measures of travel access. We show that consumption access makes a substantial contribution to the observed variation in residents and land prices and the observed impact of the opening of a new subway line.

The aim of the article is to delineate Labour Market Areas (LMAs) in Poland with the use of the European version of the Travel to Work Areas (EU-TTWA) methodology that was developed under Eurostat auspices. We received over 300 areas that consist of LAU-2 units (gminas) – the smallest administrative regions in Poland. We discuss Poland-specific results and problems. We compare numbers of LMAs in countries with EU-TTWA-delineated LMAs in relation to population density, total population and area. We propose the taxonomic rank method to select the parameter values for the EU-TTWA algorithm. LMAs may deliver useful spatial information, although one needs to account for their heterogeneity.

Medical leaders and scientists have backed the UK government’s decision to impose stringent new restrictions on people’s movement to combat the spread of covid-19. The prime minister, Boris Johnson, announced new nationwide restrictions on Monday 23 March, telling residents they must leave their home only to travel to work where “absolutely necessary,” to shop for essential items, to exercise once a day, and to access medical care. Shops selling non-essential goods were told to close immediately. The move came after the government came under increasing pressure to toughen physical distancing measures to help fight the spread of …

Popularity in cycling continues to grow. In Ireland, in the last 5 years, 42% more people now use it to travel to work. This has been mirrored by a rise in cycling-related trauma and deaths. The popularity amongst men has led to the term middle-aged men in Lycra (MAMIL) being coined. The purpose of our study was to quantify cycling-related pelvic and acetabular fracture referrals in Ireland and determine injury patterns, cost and functional outcomes following these injuries. A retrospective cohort study was conducted of all referrals to our institution, the National Centre for Pelvis and Acetabular Fracture Management, in 2016 and 2017. Demographic, mechanism of injury, concomitant trauma and treatment data were analysed. Patients were contacted to assess return to work, sport and quality of life (EQ-5D-3L). Cycling injury referrals increased by 90% between 2016 and 2017 with a greater number of cycling than motorbike injury referrals. Twenty-nine patients sustained a pelvic and acetabular (PA) injury while cycling. The mean patient age was 51.7 years of which 86.2% were male with 41% suffering a concomitant injury. Fourteen patients (48.3%) required surgery of which 60% have returned to cycling. Mean cost of treatment was €11,757. The median EQVAS was 80. The rise in popularity of cycling has been mirrored by an increase in PA injuries and deaths. These injuries are associated with significant costs to the patient, hospital and society. Greater investment in safety and awareness is needed to protect this vulnerable group.

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

Sanayi devriminin ilk yıllarında günlük 14-18 saat süren çalışma süreleri, uluslararası ve ulusal iş mevzuatı ile zaman içerisinde kısaltılmış, çalışanın kendisine ve ailesine ayırdığı süre artırılmıştır. Böylelikle çalışanın iş-yaşam dengesi sağlanarak, verimlilik artışı sağlanmış, sağlıklı ve güvenli bir çalışma ortamının oluşturulması amaçlanmıştır. Teknolojik gelişmeler de iş sürelerinin kısaltılmasını kolaylaştırmıştır.Yeni şehirleşme anlayışı çerçevesinde, iş yerlerinin yerleşim alanları dışında ve merkezden uzakta, organize sanayi bölgelerinde kurulmaya başlaması, çalışanların iş yerine gidiş ve dönüşleri için harcadıkları zamanı artırmış, `yolda geçen zamanın` iş-yaşam dengesini bozucu etkisini ortaya çıkmaya başlamıştır. Nitekim, çalışanların evlerinden iş yerlerine ulaşım süreleri, Türkiye genelinde, ortalama olarak tek yöne doğru 45 dakika sürmektedir. Bu süre şehirler arasında farklılık göstermekle birlikte büyükşehirlerde (İstanbul, Ankara, İzmir, Bursa vb.) evden iş yerine ulaşım süresinin de arttığı görülmektedir. Çalışanın işe hazırlanmak için harcadığı süre (uyanma, hazırlanma, kahvaltı ve durağa ulaşma) ile işten çıkışta beklediği (temizlenme, toplanma ve servis araç kalkışını bekleme) süreye ilave çalışanların iş yerine gidiş ve dönüşlerinde harcadıkları süreler, iş-yaşam dengesini bozmakta, bireyin iş yeri seçimlerini ve işten ayrılma niyetlerini de etkilemektedir. Bu çalışma, iş yerine gidiş ve dönüşte yolda geçen zamanın, çalışanların işten ayrılma niyetleri üzerindeki etkisinde, iş-yaşam dengesinin aracılık rolünü araştırmaktadır. Elde edilen bulgular iş yerine gidiş ve dönüşte yolda geçen zamanın, çalışanın işten ayrılma niyeti üzerindeki etkisinde iş-yaşam dengesinin aracılık rolü üstlendiğini göstermektedir. Ancak bu etki çalışanın yaşı, cinsiyeti, medeni durumu, çocuk sahibi olma ve iş yerindeki statüsüne göre farklı seviyelerde ortaya çıkmaktadır. Araştırmaya 314 çalışan katılmıştır. Katılımcıların %61'ini erkek çalışanlar, %39'unu kadın çalışanlar oluşturmaktadır. Katılımcıların %70'i lisans ve lisansüstü eğitime sahip olmakla birlikte %80'nini yönetici ve idari personel oluşturmaktadır. Katılımcıların %55'i çocuk sahibidirler. Katılımcılar genel olarak her iki eşin de çalıştığı çekirdek aile (anne, baba ve çocuk/çocuklar) yapısına sahiptir. Araştırmada işten ayrılma niyetinin cinsiyet bazında farklılık gösterdiği, özellikle kadın çalışanların erkek çalışanlara oranla işten ayrılma niyetlerinin daha fazla olduğu görülmüştür. In the first years of the industrial revolution, working hours which lasted 14-18 hours per day were shortened in time with the international and national labor legislation and the time allocated to the employee himself and his family was increased. In this way, it is aimed to create a healthy and safe working environment by ensuring the work-life balance of the employee, increasing productivity. Technological advances have also facilitated the shortening of work times.Within the framework of the new urbanization approach, the establishment of workplaces outside the residential areas and away from the center, in organized industrial zones increased the time spent by employees for going to and returning to work, and the geçen time on the road has started to disrupt the work-life balance. Indeed, transportation of employees to work from home while on location, in Turkey, it takes on average to 45 minutes in one direction. Although this period varies between cities, it is seen that transportation time from home to work increases in metropolitan cities (Istanbul, Ankara, Izmir, Bursa, etc.).The time spent by the employee to prepare for work (waking up, preparing, breakfast and reaching the station) and the time he/she waits at work (cleaning, gathering and waiting for the departure of the service vehicle), the time spent by the employees on their way to and from the workplace, disrupts the work-life balance, elections, workplace choices and intention to quit.This study investigates the mediating role of work-life balance in the effect of time on the way to and from work, on employees' intention to quit. The findings show that work-life balance plays a mediating role in the effect of time on the way to and from work and return on the employee's intention to quit. However, this effect occurs at different levels depending on the age, gender, marital status, having a child and the status of the workplace. 314 employees participated in the study. 61% of the participants were male employees and 39% were female employees. While 70% of the participants have undergraduate and graduate education, 80% of them are administrative and administrative personnel. 55% of the participants have children. Participants generally have a nuclear family (mother, father, and child/children) in which both spouses work. In the research, it was seen that the intention to leave showed a difference in terms of gender and especially female employees had more intention to quit than male workers. 148

This article examines the circumstances in which the tasks performed by professional labour contractors may be passed on to worker-agents. It does so by critically engaging with the experience of migrant workers from the eastern Indian state of Jharkhand as they travel to work in the Peermade tea belt in the South Indian state of Kerala. Specifically, we identify shifts in economic and political contexts that have permitted these functions to pass from labour contractors to workers-agents and from a Sardari (top-down) to a Ristedari (kinship based) system. Outlining the functions of the labour contractor—as bridge, broker and buffer—the article details the complex processes and the series of negotiations that occur during the transition from labour contractor to worker-agent-led recruitment and the implications of this shift for labour relations in the production setting. We conclude by calling for further consideration of the ‘worker-agent’ as a key emerging figure in understanding the contemporary transformations in the reproduction of footloose migrant labour, which may have larger ramifications for other contexts in South Asia and beyond.

Background There may be opportunities for working adults to accumulate recommended physical activity levels (≥ 150 minutes of moderate-intensity physical activity in bouts of ≥ 10 minutes throughout the week) during the commute to work. Systematic reviews of interventions to increase active transport indicate that studies are predominantly of poor quality, rely on self-report and lack robust statistical analyses. Objectives To assess the effectiveness, cost and consequences of a behavioural intervention to increase walking during the commute to work. Design A multicentre, parallel-arm, cluster randomised controlled trial incorporating economic and process evaluations. Physical activity outcomes were measured using accelerometers and GPS (Global Positioning System) receivers at baseline and the 12-month follow-up. Setting Workplaces in seven urban areas in south-west England and south Wales. Participants Employees (n = 654) in 87 workplaces. Interventions Workplace-based Walk to Work promoters were trained to implement a 10-week intervention incorporating key behaviour change techniques. Main outcome measures The primary outcome was the daily number of minutes of moderate to vigorous physical activity (MVPA). Secondary outcomes included MVPA during the commute, overall levels of physical activity and modal shift (from private car to walking). Cost–consequences analysis included employer, employee and health service costs and consequences. Process outcomes included barriers to, and facilitators of, walking during the daily commute. Results There was no evidence of an intervention effect on MVPA at the 12-month follow-up [adjusted difference in means 0.3 minutes, 95% confidence interval (CI) –5.3 to 5.9 minutes]. The intervention cost was on average, £181.97 per workplace and £24.19 per participating employee. In comparison with car users [mean 7.3 minutes, standard deviation (SD) 7.6 minutes], walkers (mean 34.3 minutes, SD 18.6 minutes) and public transport users (mean 25.7 minutes, SD 14.0 minutes) accrued substantially higher levels of daily MVPA during the commute. Participants who walked for ≥ 10 minutes during their commute were more likely to have a shorter commute distance (p p p Conclusions Although this research showed that walking to work and using public transport are important contributors to physical activity levels in a working population, the behavioural intervention was insufficient to change travel behaviour. Broader contextual factors, such as length of journey, commuting options and availability of car parking, may influence the effectiveness of behavioural interventions to change travel behaviour. Further analyses of statistical and qualitative data could focus on physical activity and travel mode and the wider determinants of workplace travel behaviour. Trial registration Current Controlled Trials ISRCTN15009100. Funding This project was funded by the National Institute for Health Research (NIHR) Public Health Research programme and will be published in full in Public Health Research; Vol. 7, No. 11. See the NIHR Journals Library website for further project information. Living Streets, a UK charity promoting everyday walking, provided funding for the intervention booklets and free pedometers for distribution to participants in the intervention group.

Background: Opportunities for working adults to accumulate recommended physical activity levels (at least 150min of moderate intensity physical activity in bouts of at least 10 min throughout the week) may include the commute to work. Systematic reviews of interventions to increase active transport suggest studies have tended to be of poor quality, relying on self-report and lacking robust statistical analyses. Methods: We conducted a multi-centre parallel-arm cluster randomised controlled trial, in workplaces in south-west England and south Wales, to assess the effectiveness of a behavioural intervention to increase walking during the commute. Workplace-based Walk to Work promoters were trained to implement a 10-week intervention incorporating key behavioural change techniques: providing information; encouraging intention formation; identifying barriers and solutions; goal setting; self-monitoring; providing general encouragement; identifying social support; reviewing goals, and; relapse prevention. Physical activity outcomes were objectively measured using accelerometers and GPS receivers at baseline and 12-month follow-up. The primary outcome was daily minutes of moderate to vigorous physical activity (MVPA). Secondary outcomes included overall levels of physical activity and modal shift (from private car to walking). Cost-consequences analysis included employer, employee and health service costs and outcomes. Results: Six hundred fifty-four participants were recruited across 87 workplaces: 10 micro (5–9 employees); 35 small(10–49); 22 medium (50–250); 20 large (250+). The majority of participants lived more than two kilometres from their place of work (89%) and travelled to work by car (65%). At 12-month follow-up, 84 workplaces (41 intervention,43 control) and 477 employees (73% of those originally recruited) took part in data collection activities. There was no evidence of an intervention effect on MVPA or overall physical activity at 12-month follow-up. The intervention cost on average £181.97 per workplace and £24.19 per participating employee. Conclusions: The intervention, focusing primarily on individual behaviour change, was insufficient to change travel behaviour. Our findings contribute to the argument that attention should be directed towards a whole systems approach, focusing on interactions between the correlates of travel behaviour. Trial registration: ISRCTN15009100. Prospectively registered. (Date assigned: 10/12/2014). Keywords: Walking, Active travel, Workplace, Behavioural intervention, Randomised controlled trial, Physical activity

Public institutions are key players in the regional labour markets in the Czech Republic. Their activities are constrained by economic policies, which are aimed at increasing employment and the ef fi ciency of the labour markets. Our analysis uses a questionnaire to collect data from the institutions and evaluate their perception of the regional labour market. The results suggest that active employment policy instruments and passive policy instruments are perceived as inef fi cient and inappropriate. The unemployed usually have no previous job experience, completed only primary education and are not willing to travel to work. The pressing problem is the quality of education and the generous social bene fi ts that makes employment policy inef fi cient for the least skilled unemployed. Despite substantial regional socio-economic differences in both analysed regions (the Ústecký Region and the Jiho č eský Region), there are no signi fi cant differences in the poor evaluation of all the traditional active employment policy instruments. In the more problematic Ústecký Region the emphasis is put on basic issues such as the lack of education and experience of the unemployed. The local labour market issues are dictated by long-term factors such as the lack of job vacancies. In the Jiho č eský Region the situation is better. The issue is more one of mobility. The market issues here are more related to the appropriateness of secondary and tertiary education and labour costs. To increase the ef fi ciency of employment policies we recommend improvements to the institutional infrastructure in higher education, which should be oriented towards investment in the quality of human capital.

Advances in information and communication technology are driving the rapid development of online transportation. The growth rate of online transportation has an impact on intermodal competition, especially in urban areas. One of the most-used online transportation applications in Indonesia is the online motorcycle taxi. This type of raid-hailing transportation offers flexibility, as it can filter through traffic, and affordable costs, making it a popular mode of transportation for the wider community. It is interesting to find out variables affecting people’s choice of online motorcycle taxi as compared to private vehicles of the same type, namely motorcylce. This study aims to build a mode selection model to compare between motorcycle - as the most widely used mode - and online motorcycle taxi. The data were collected through a home- interview survey of 150 workers in Yogyakarta Indonesia who normally travel to work using motorcycle or online motorcycle taxis on their daily basis. Data analysis were conducted using binary logistic regression in SPSS version 24 and included sociodemographic variables and travel characteristics. The analysis showed that gender, age, number of vehicle ownership, and travel time affected people’s choice on online motorcycle taxi or motorcycle.

As part of research into the demand for urban transport services, special attention is paid to the demand resulting from the implementation of transport needs of an obligatory nature, such as commuting to places of work and study. The research on commuting to places of work and study are carried on in different countries. Noteworthy is the example of Great Britain and Poland. The article presents the methodology of research on commuting to places of work and study as well as the results of research from 2000, 2008 and 2015 carried on in Gdynia. These changes in commuting to places of work and study are significant, since the travel time both to places of work and study has increased. The main mode of travel to work has become the use of own car, instead of travelling by public transport. This is one of the basic conclusions from the analysis carried on in the article.

This paper aims to explore the potential of car-sharing in reducing car ownership and what are the impact factors. Based on the data of Hangzhou “Fun Car-sharing” system, a discrete choice model was established to study the willingness to postpone car purchase with participation in car-sharing. Compared with previous studies, this study included the variables involved in the questionnaire and those related to the usage characteristics extracted from rental data and GPS data. The questionnaire data indicate that about 50% of respondents will postpone car purchase by participating in car-sharing. The discrete choice model indicates that car-sharing in China can play a role in delaying car purchase. The results further suggest that respondents who use car-sharing more frequently, travel to work by car, or have an activity anchor in their trip are more likely to postpone car purchase. Moreover, respondents whose most common travel purpose of car-sharing is work-related or car purchase plan is definite are less likely to postpone car purchase after participating in car-sharing. The insights gained in this study can help cities and car-sharing operators to formulate relevant policies and regulation that optimally integrate car-sharing services into the overall urban transport systems.

The transport system, together with the land use-system allows people to participate in activities at different places, and transport goods between different locations. In case of people: it allows us to travel to work, friends and relatives, amenities, health care services, shops, schools, and many more destinations. This results in important economic and other accessibility related benefits for society. Despite the increasing awareness of the relationships between transport and health, there is no systematic overview of policies to influence the impact of the transport system on health. This chapter aims to reduce this knowledge gap. It is beyond the aims of this chapter to discuss all policies, but focuses on one important and less researched category: land use policies. Land use policies are the most relevant to the scope of the book (which is on urban development) in which this chapter is included. More specifically this chapter aims to answer the question: How can land use policies influence the impact of travel behavior on health?

Background: Problems at work and work loss are still major socio-economic consequences for patients with Rheumatoid Arthritis (RA), employers and the society. Currently, there is a lack of understanding what the main barriers and facilitators are to remain in paid work. For patients and employers identifying these barriers and facilitators will enable them to make the right adjustments at a personal level. For policy makers these factors can determine future policies, aiming to reduce the overall socio-economic burden of RA. Objectives: i) To understand reasons for work loss in people with RA; and ii) to compare problems at work in employed RA patients and those who had to stop working due to RA. Methods: An online survey about employment was sent to UK NRAS members and distributed to non-members via social media including questions about problems at work in those employed or problems related to work in those who had to stop working or retire early due to RA. Rates of problems related to work were compared using Chi2 tests. Results: 891 patients who completed the survey were in paid employment and 189 had stopped working due to RA or retired early due to their RA. Median [IQR] symptom duration was 12.5 [7.5–23.2] years and the majority were women (91%). Main reasons for leaving work included (patients could tick all that applied): unable to carry out duties (73%); time off sick (46%); fatigue (74%); problems with colleagues (12%); need for specific adaptations (11%); unable to travel to work (13%); lack of family support (3%); lack of support from employer (33%); and side effects of medication (24%). The majority of patients left their job >5 years earlier than they had expected (72%) and 62/172 (36%) mentioned that their employer had not been helpful in assisting them to stay in work. For those in employment, the main challenges to remain in work were: demanding role; RA symptoms; no reasonable adjustments; commuting to work; and lack of understanding. Compared to patients in employment at time of survey, those who had to stop work due to their arthritis, reported having significantly serious problems regarding commuting to work, lack of understanding employers/colleagues, time off due to flare or medical appointments, health and safety and reluctance to make adjustments in their last job (table 1). Lack of family support was not significantly significant. Conclusions: Barriers to remain in work with RA are multi-factorial and related to the disease, nature of the work and understanding from employers and colleagues. Increasing understanding about RA amongst employers and colleagues in addition to often simple work adjustments, such as adaptations in the workplace and the opportunity to work more flexible, can prevent problems at work and work loss in the long-term and reduce the socio-economic burden. Disclosure of Interest: None declared

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

Traffic congestion is a serious problem in the Seoul metropolitan area in Korea, as the city has sprawled drastically over the past several decades. Although the area has a considerable length of expressways, commuters travelling on them ironically suffer from recurrent traffic congestion. The present study focused on the factors that lead commuters to depend on expressways regardless of the disadvantages in terms of travel costs and even travelling times. The impact of commuters' behavioural or attitudinal latent propensities on determination of their usual route for their commute to work was investigated based on a binary logit choice model. Route- and individual-specific variables, which have been widely adopted in conventional route choice studies, were also included in the model. A total of 522 commuters participated in the survey and provided actual information of the routes they used to travel to work. The results showed that behavioural or attitudinal latent determinants other than travel times and costs also contributed to commuters' dependence on expressways.

In an ideal world, children and adults could travel anywhere as easily as they travel to work or school. Geography has stood in the way of this, until now. This paper's authors, a design team of adults and children, discuss their experiences inhabiting a telepresence robot at CHI from ~2500 miles away through six vignettes detailing their experiences. This paper also describes results from two design sessions focused on improving telepresence conference experiences. We reflect on what these experiences and outcomes mean for CHI and telepresence more broadly. This alt.chi work will be presented via telepresence.

Organizações desempenham um papel fundamental em questões atreladas ao transporte. Por volta de 50% dos deslocamentos diários nas cidades brasileiras ocorrem por motivo de trabalho. O conceito de mobilidade corporativa ainda é incipiente no país, embora difundido internacionalmente. A elaboração de planos de mobilidade corporativa estimula hábitos mais sustentáveis e eficientes de deslocamentos ao trabalho. Através da análise de 16 métodos de países onde o conceito já está estabelecido, propõe-se um roteiro adaptado à realidade local que conduza organizações no desenvolvimento desses planos. O método se diferencia em seis principais pontos frente aos analisados: (i) identificação da necessidade, (ii) mapea-mento dos atores envolvidos, (iii) definição do escopo e reavaliação das metas iniciais, (iv) protagonismo da comunicação, (v) necessidade de cooperação técnica e (vi) coleta de dados sobre custos. Através do método proposto, espera-se influenciar organizações a desenvolverem planos de mobilidade corporativa que venham a beneficiar funcionários, as próprias organi-zações e as cidades.

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

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

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

This paper seeks to contribute to a reconsideration of Australian urban transport policy by presenting and analysing data on travel patterns in Australia's seven capital cities (Canberra, plus the six state capitals) over the last 35 years. It uses data from the Australian census, which includes a question on the mode of transport used to travel to work since 1976. Travel modes are presented by city, including car drivers, train, tram, bus and ferry, and walking and cycling. A key finding was that after two decades of rapid decline, public transport usage rates commenced a revival in 1996. The revival began slowly, but the five years to 2011 saw the biggest increase in public transport mode share seen since 1976. Sydney and Perth were comparatively impressive in terms of public transport use, with Adelaide, Hobart and Canberra as the worst performers. In the past, policymakers who favoured roads could claim to be following public preferences expressed in mode share trends, but now public transport is gain...

Transportation control measures are often implemented for their environmental benefits, but there is a need to quantify what benefits actually occur. Telecommuting has the potential to reduce the number of daily trips and miles traveled with personal vehicles and, consequently, the overall emissions resulting from vehicle activity. This search studies the emissions impacts of telecommuting for the participants of the Puget Sound Telecommuting Demonstration Project (PSTDP). The California Air Resources Board's emissions models, EMFAC7F and BURDEN7F, are used to estimate the emissions on telecommuting days and non-telecommuting days, based on travel diaries completed by program participants. This study, among the first of its kind, represents the most sophisticated application of emissions models to travel diary data. Analysis of the travel diary data and the emissions model output supports the hypothesis that telecommuting has beneficial transportation and air quality impacts. The most important results are that telecommuting decreases the number of daily trips (by 30%), the vehicle-miles traveled (VMT) (by 63%), and the number of cold starts (by 44%), especially those taking place in early morning. These reductions are shown to have a large effect on daily emissions, with a 50% to 60% decrease in pollutants generated by a telecommuter's personal vehicle use on a telecommuting day. These net savings are almost entirely due to the elimination of commute trips, as non-commute trips increased by 0.33 trips per person-day (9% of the total trips), and the non-commute VMT increased by 2.2 miles. Overall reductions in travel and emissions of this magnitude are observed because the telecommuters in this sample are long-distance commuters, with commutes twice as long as the regional average. However, even as telecommuting adoption moves into the mainstream, its net impacts are still expected to be beneficial -- a reduction in VMT and in emissions. It is important to note that when the level of telecommuting is considered (that is, the percentage of work days that employees actually telecommute), the weekly savings are a much smaller proportion of total weekday travel. Also, these findings represent average per-capita reductions; the aggregate (or overall, regionwide) impacts are determined by scaling these reductions by the number of program participants. Thus, the aggregate effectiveness of telecommuting must take into account the number of people likely to participate as telecommuters and how often they telecommute, not just the per-capita, per-occasion impacts.

International audience; Urban planners have explored many solutions for reducing the energy and environmental costs of daily mobility in cities and one of them is to encourage households to embrace more efficient commuting patterns. As research on " excess commuting " has shown, the spatial distribution of housing and jobs in many cities would theoretically allow much shorter commuting distances than are actually observed. The question this paper tackles is how a more efficient commuting pattern would affect the transport modes workers use to travel to work. If workers and jobs were rematched in such a way as to minimise average commute distance, how would such a change impact the way people travel to work? While one might easily imagine an increase in the share of trips covered by soft modes of transport, there are reasons to believe that in some cases there might also be unexpected outcomes such an increase in car use. So how would people travel to work in a city where there is no " excess commuting " ? We looked for an answer to this question through empirical simulations in the case of the Paris Metropolitan Area. Highlights  An original way to explore the issue of excess commuting  A simulation-based approach to estimating the share of car use in trips-to-work under the hypothesis of commute minimisation  Pioneering research on excess commuting in the case of the Paris Metropolitan Area 2  In the Paris Metropolis, cutting average commuting distance could result in an increase in commuting by car  Minimising commute length converts many long-range trips by public transport into mid-range trips by car

This article contributes to understanding of the complex patterns of travel-to-work and travel-for-work which \ud increasingly characterize highly skilled employment, using 2015 data from a UK Midlands study comprising an online survey and follow-up interviews. Travel-to-work essentially lengthens the working day, and is difficult to use productively, especially when commuting by car. Travel-for-work, by contrast, results in intense schedules \ud especially when requiring overnight stays. Ownership of travel-for-work is ambiguous: it is employer driven, and travel time is often spent productively using mobile technologies, but is rarely rewarded with TOIL. While \ud general dissatisfaction is reported with the commute, negative effects of travel-for-work (family, health, reduced leisure time) are mediated by positive impacts \ud including experience of new working cultures, and \ud infrequency of travel. Four factors appear central to the differing well-being impacts: (1) frequency of travel;(2) \ud ability to plan travel; 3) productive use of travel time, and; 4) reciprocal benefits of travel.

The influence of information about trip time variability, personal benefits, or environmental harm from cars or public transportation on commuting mode choice (car or subway) is examined in an experimental study. In addition to these experimentally manipulated variables, the influence of prior attitudes towards the subway was verified. The sample is made up of habitual users of the car to travel to work (N = 220, age M = 37.4, SD = 8.1, 63.2% women). The results show that providing information about the advantages of public transportation, as well as prior attitudes towards the subway, decrease the preference, choice, and perceived control of car use. Of the experimentally manipulated variables, information about the variability of trip time had the greatest influence. These results highlight the importance of taking into account these variables to implement institutional campaigns to reduce car use as transportation mode. En un estudio experimental, se examina la influencia en la elección de modo de transporte, para desplazarse al lugar de trabajo, de la información sobre la variabilidad del tiempo del trayecto, los beneficios personales o los daños ambientales de utilizar coche o transporte público. Además de estas variables, manipuladas experimentalmente, se ha comprobado la influencia de las actitudes previas hacia el metro. La muestra está compuesta por usuarios habituales de coche para ir al trabajo (N = 220, edad M = 37.4, SD = 8.1, 63.2% mujeres). Los resultados muestran que proporcionar información sobre las ventajas del transporte público, así como las actitudes previas hacia el metro, disminuyen la preferencia, la elección y la percepción de control del uso del coche. De las variables manipuladas experimentalmente, la información sobre la variabilidad del tiempo del trayecto es la que más influye. Estos resultados ponen de manifiesto la importancia de tener en cuenta estas variables al implantar campañas institucionales para disminuir el uso del coche como modo de transporte para ir al trabajo.

PurposeThe purpose of this paper is to reflect on the underlying conflicts associated with current work‐life balance and travel‐to‐work policies, as employed in organisations in the UK.Design/methodology/approachA mixed method approach is used to ascertain whether professional work‐group cultures limit the effectiveness of work‐life balance policy, and the extent to which spill‐over is present between work‐life balance and transport preferences, especially car use. These concerns are explored empirically using an in‐depth local level quantitative‐qualitative case study of Greater Nottingham (a regional employment centre in the East Midlands region of England).FindingsThe evidence presented in this paper suggests: work‐group cultures prevent employees, especially women, from achieving work‐life balance; there is spill‐over between work and non‐work activities, creating time allocation challenges, and stress, for dual career households attempting to achieve desired work‐life balance; and specific conflicts are reported in balancing work with travel‐to‐work, especially car parking.Practical implicationsThe research findings suggest that transport, especially employee car parking, needs to be considered a focal point in the planning and implementation of human resource (HR) policies. Employers also need to reconsider their approach to flexible working to dissolve the negative repercussions that the “choice” to work flexibly has for the careers of highly skilled workers, especially working mothers. Increases in formalised home‐based teleworking, restructuring the gender balance in management, and positive discrimination toward certain groups offer potential routes for change.Originality/valueThis paper provides important recommendations for employers and HR managers, designing and implementing work‐life balance policies. Transport issues, presently considered largely external from the employer perspective, have central relevance.

Boussauw K., Neutens T. and Witlox F. Relationship between spatial proximity and travel-to-work distance: the effect of the compact city, Regional Studies. In this paper, an assessment is made of the relationship between selected aspects of spatial proximity (density, diversity, minimum commuting distance, jobs–housing balance and job accessibility) and reported commuting distances in Flanders, Belgium. Results show that correlations may depend on the considered trip end. For example, a high residential density, a high degree of spatial diversity and a high level of job accessibility are all associated with a short commute by residents, while a high job density is associated with a long commute by employees. A jobs–housing balance close to 1 is associated with a short commute by both residents and employees. In general, it appears that the alleged sustainability benefits of the compact city model are still valid in a context of continuously expanding commuting trip lengths. Boussauw K., Neutens T. et Witl...

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

Traditional rail rapid transit systems are primarily limited to central cities, but a modern variant, regional rapid transit (RRT), extends far enough into suburbs to be considered truly regional in scope. RRT uses automatic train driving, other advanced technologies, long station spacing, and park-and-ride lots to serve suburban as well as city travel. Inaugurated between 1969 and 1979, RRT operations in several regions (Philadelphia, Pennsylvania; Boston, Massachusetts; San Francisco, California; Washington, D.C.; and Atlanta, Georgia) combined advanced rapid transit technology with station spacing and market functions akin to inner-zone to midrange commuter rail. To establish similarities and differences between the properties of RRT and other rail systems, data are analyzed for these and other rapid transit systems, as well as for historically established commuter railroads. RRT operations today face challenges of aging infrastructure but continue to be vital in the areas that they serve and have undergone incremental expansion in some instances.

With data from the 2001 National Household Travel Survey (NHTS), recent research showed that transit's usual share was greater than its actual share for workers in the United States in a variety of commuter markets. A mode's usual share is the percentage of workers who state that they usually use that mode for commuting in a week, whereas the actual share of a mode is the percentage of work trips by that mode by the same workers on a typical work day. This study explores whether this relative relationship between a mode's usual and actual shares holds true for common modes other than transit for the United States. Mathematically, it is determined that this relative relationship cannot hold true for all modes; in other words, the usual share has to be smaller than the actual share for one or more modes other than transit. Empirically, the same 2001 NHTS is used to test this relative relationship for three common modes—the privately owned vehicle (POV), walking, and biking—and for a variety of commuter markets. The empirical results confirm the mathematical conclusion that the relative relationship holds true for biking but not for POV and walking. In addition, the relationship between usual and actual shares is determined not solely by the mode but also by individual commuter markets. Finally, the deviation between usual and actual shares in percentage terms is large for transit and walking, but small for privately operated vehicles and bikes. One direction of future research would be to determine the reasons for these differences in the usual–actual relationship across modes and commuter markets.

vehicles. DK! Jakarta as a center of business and government result in the movement of vehiclesduring the dmj can reach twia! at night. The purpose of the study is to characterize the movement ofmotorized vehicles iri Jakarta, so it can re used as input in the transportation planning in Jakarta in thefuture. A suruetj was condUcted at 9 gas stations in_ Cililitan, Daan Mogot, · Karang Tengah, KelapaGading, Bekasi, Margonda, East Jakarta, Pramuka and Warung Jambu Bogar. Based on surveydata, the analysis .shaws that 694 or about 42% is a movement in Jakarta. Number of vehicles mostminibuses are the h;pes of vehicles which mm;e in. the Jakarta area that is equal. to 57.35% and theaverage number of f"lSsengers per vehicle is 2.16 people per vehicle mileage is 28.2 KM. The intent ofthe majority of respondents travel to work is 74.06%. This situation illustrates that the mobility ofpeople and vehicles in Jakarta is ven; high with the distance far enough (from outside DKI Jakarta).To anticipate this condition, it is rerommended for mass transportation development not only in thecities of Jakarta, but also connects surrounding towns like Bogar, Depok, Tangerang and Bekasi.

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

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

Feng Z. Fuzziness of travel-to-work areas, Regional Studies. Travel-to-work areas (TTWAs) have been used widely by governmental agencies and academic institutions. However, their use has been criticized because the boundaries separating travel-to-work areas are imperfect in the sense that there are always commuting trips crossing them. This paper aims to investigate the fuzziness of travel-to-work areas by applying fuzzy set theory. The methodology of defining fuzzy travel-to-work areas is described. Indicators measuring size and the overlap of fuzzy travel-to-work areas are suggested. The cartographic representation of fuzzy travel-to-work areas is discussed. The last section proposes the advantages of fuzzy travel-to-work areas and some potential applications. Feng Z. Flou en matiere de zones d'emploi, Regional Studies. Les zones d'emploi (TTWA) ont ete largement utilisees par les agences gouvernementales et les institutions universitaires. En revanche, elles ont ete critiquees du fait que les limites q...

The ever-increasing use of cars is a big problem in metropolitan areas. To manage the traffic stream and alleviate air pollution, most metropolitan governments are attempting to discourage the use of cars. Nevertheless, the results have not been satisfactory. It is well known that normal-choice riders choose their travel mode based on utility, which is determined by mode-specific impedances and individual characteristics. On the other hand, this study focuses on identifying car-dependent commuters who tend to keep driving cars regardless of the circumstances they are confronted with. For this study, psychometric factors characterizing car-dependent commuters were investigated. However, the performance of the mode-choice model was not sufficiently enhanced despite incorporation of the psychometric factors. The performance improved considerably when the car-dependent commuters were excluded. Based on psychometric factors, the support vector machine successfully separated the car-dependent commuters from normal-choice riders.