Suchergebnisse

"Fertilitätsverhalten ist eng mit den anderen Dimensionen des Lebenslaufs verbunden, die wiederum untereinander in einer starken Wechselwirkung stehen. Ein Einflussfaktor aus dem Erwerbsbereich ist das berufsbedingte Mobilitätsverhalten. Studien zeigen, dass zeitaufwändiges Pendeln vor allem bei Frauen eher mit Kinderlosigkeit einhergeht. Bis jetzt fehlen jedoch Untersuchungen, die in diesem Zusammenhang schon die Intention, ein Kind zu bekommen, berücksichtigen. Darüber hinaus fehlen Längsschnittanalysen. In diesem Beitrag untersuchen die Autoren Effekte des Pendelverhaltens von Frauen und Männern sowohl auf die Intention, innerhalb von zwei Jahren ein Kind zu haben, als auch auf die Wahrscheinlichkeit ihrer Realisierung. Sie nehmen an, dass nach Kontrolle weiterer relevanter Faktoren (Erwerbsstatus, Bildung, Partnerschaftsstatus, Kinderzahl, residenzielle Mobilität) das Mitteldistanz- und Fernpendeln negativ mit der Intention und mit deren Realisierung korreliert. Bei den Männern sollten keine oder nur schwach positive Effekte zu finden sein. Zur Prüfung der Hypothesen verwenden sie Daten der ersten drei Wellen des Deutschen Familienpanels (pairfam). Zunächst wird eine multivariate Probit-Regression (mit korrelierten Fehlern) auf die Intention, auf die gegenwärtige Kinderlosigkeit und auf das Mittel- und Fernpendeln im Querschnitt geschätzt. Es ergeben sich keine signifikanten Zusammenhänge zwischen dem Berufspendeln und der Fertilitätsintention, wohl aber zwischen dem Berufspendeln und der Wahrscheinlichkeit noch kinderlos zu sein. Zum zweiten wird ein Zwei-Wellen Panelmodell (Differenzenmodell) auf Veränderungen der Fertilitätsintention zwischen Welle 1 und Welle 3 geschätzt. Hier zeigen sich für Frauen, wie erwartet, positive Effekte auf die Aufnahme einer Intention, ein Kind in den nächsten zwei Jahren zu bekommen, für den Fall, dass das Mittel- und Fernpendeln beendet oder - zu unserer Überraschung - zwischen den Wellen kontinuierlich aufrechterhalten wird. Schließlich wird für diejenigen, die in der ersten Welle angegeben haben, ein Kind haben zu wollen, eine Probit-Regression (mit Heckman-Korrektur) auf die Wahrscheinlichkeit der Realisierung einer Schwangerschaft zwischen Welle 1 und Welle 3 berechnet. Die Ergebnisse weisen hier wie erwartet negative Effekte von aufwändigem Berufspendeln auf das Auftreten einer Schwangerschaft aus. Insgesamt bestätigen die Ergebnisse die Annahme, dass das Berufspendeln eine unterschiedliche Bedeutung im Entscheidungsprozess der Familiengründung und -erweiterung hat." (Autorenreferat)

AbstractIn the entrepreneurship literature, it is generally assumed that an individual establishes a new firm in a location in which they have strong ties, normally in the municipality of residence or employment. We scrutinise this general assumption and show that firm location depends on individual characteristics, such as the commuting experience. Our results show that commuting influences the firm location choice. The probability of establishing a firm in the work municipality increases if the entrepreneur is a commuter, holding constant the type of region and unobservable and observable individual features.

AbstractUsing a probabilistic model of urban commuting based on job accessibility, commuting patterns are analysed for the inner and outer parts of Melbourne in 2001 and 2006. Variations in commuting behaviour between different parts of the city and different time periods can be largely ascribed to changes in urban densities, while variations between industries appear to be influenced by a complex mixture of factors, chief among them the role of industry wages and salaries in determining housing choice, and the level of job market specialisation. The implications for urban planning are discussed.

The study analyses the external (distance from home to work and a public transport stop), socio-economic (age, gender, education, income, living with minors, access to a car), and socio-psychological (attitudes, subjective social norms, perceived behavioural control) predictors of the commuting behaviour of persons working in the city of Kaunas. During the study, an online survey was conducted, which was filled out by 228 respondents (of whom 169 (74.1%) women, 59 (25.9%) men; the respondents' average age 39.52 years). A multinomial logistic regression analysis was performed, the results of which revealed that commuting behaviour was predicted by environmental attitudes towards non-motorised transport and walking, perceived behavioural control towards public transport, instrumental attitudes towards the car and public transport, and access to a car. The study provides useful information about the type of measures promoting sustainable commuting that can be effective in the city of Kaunas.

The purposes of this study were: (a) to describe the patterns of modes of commuting to school (children) and to work (parents) separated by gender and age, (b) to validate the questions on children's mode of commuting to and from school according to their parents, and (c) to analyse the reliability of a family questionnaire focused on commuting to school behaviours. A total of 611 parents (mean age: 43.28 6.25 years old) from Granada (Spain) completed "Family commuting-to-school behaviour" questionnaire in two sessions separated by 14 days, (2016 and 2018). The validation between family and children's questions was assessed using the Kappa and Spearman correlation coe cients, and the test–retest reliability within the family questions was assessed using the Kappa and the weighted Kappa. The children's modes of commuting to school (mean age: 11.44 2.77 years old) were mainly passive (57.7% to school) while parents' modes of commuting to work were mainly active (71.6%). The validity of the mode of commuting was significant with high Kappa and Spearman coe cients. The test–retest reliability presented a good agreement for the mode of commuting to school in children, distance and time to school, and the mode of commuting to work in parents, while the questions on acceptable distance to walk or cycle to school showed a moderate to good agreement. The "Family commuting-to-school behaviour" questionnaire could be a useful tool to assess the mode of commuting of children, distance and time to school for researchers and practitioners. ; Spanish Ministry of Economy, Industry and Competitiveness ; European Regional Development Fund (MINECO/FEDER, UE) DEP2016-75598-R ; University of Granada, Plan Propio de Investigacion 2016, Excellence actions: Units of Excellence; Unit of Excellence on Exercise and Health (UCEES) ; Junta de Andalucía ; European Union (EU) SOMM17/6107/UGR ; Junta de Andalucía ; European Social Fund (ESF)

This paper employs the Labour Market Accounts framework to explore how employment growth and commuting patterns interacted to determine changes in the spatial distribution of unemployment in Statistical Local Areas within the NSW GMR over the period 1996–2001. Separate regression models (including control variables) for men and women provide estimates of the relative strength of the relationships between these labour market adjustment responses and the percentage local employment change. The results show that employment growth between 1996 and 2001 has elicited substantial changes in commuting behaviour. Men reveal greater in‐commuting and migration responsiveness to employment growth. Unemployment changes in local areas of the Greater Metropolitan Sydney region have been swamped by commuting responses, potentially posing problems for locally targeted employment strategies.

AbstractThe commuting cost has increased inevitably under the background of industrialization and urbanization, which has vital impacts on daily life. In this paper, we implement an empirical study to explore the impact of commuting time on hedonic consumption and the underline mechanism of perceived stress based on the data of CFPS 2014 (a national social tracking survey project). The Tobit regression combined with the Heckman two‐stage model is applied to correct the sample selection bias. The results show that the increase in commuting time will aggrandize residents' tendency and expenditure of hedonic consumption. Moreover, we conduct situational experiments as a supplement to verify the main effect and mediation mechanism to exclude alternative explanations. The mechanism analyses prove that the perceived stress caused by long commuting time is a possible mediator for hedonic consumption. This study enriches the relative studies on social influences of commute, especially proving that this social issue may provide some benefits for business practice.

Background: The UK Government restrictions on non-essential work in response to the coronavirus disease 2019 (COVID-19) pandemic forced millions of working aged-adults into an unplanned lifestyle change. We present data on changes in commuting behaviour in response to COVID-19 and describe the facilitators and barriers to switching commuting behaviours, with a specific focus on cycling and walking. Methods: An online survey queried individuals' transport mode to/from work before and when becoming aware of COVID-19, when restrictions were in place and the transport mode they may use once restrictions are lifted. Free-form text responses were collected on why they may switch to a sustainable commute mode in the future and what would help/allow them to achieve this. Quantitative and qualitative data on those who commuted by car (single occupant) and public transport (bus/rail/park & ride) were analysed and presented separately. Results: Overall, 725 car and public transport commuters responded; 72.4% were car commuters and 27.6% were public transport commuters before COVID-19. Of the car commuters, 81.9% may continue travelling by car once restrictions are lifted while 3.6% and 6.5% might change to walking and cycling, respectively. Of the public transport commuters, 49.0% might switch modes. From the free-form text responses three themes were identified: (a) perceived behavioural control towards cycling and walking (infrastructure and safety of roads, distance, weather) (b) key motivators to encourage a switch to cycling and walking (provision to support cycling, personal and environmental benefits); (c) the demands of current lifestyle (job requirements, family and lifestyle commitments). Conclusion: These UK data show how the COVID-19 pandemic has been an "external shock" causing some individuals to reassess their commuting mode. This provides an opportunity for theory-based behaviour change interventions tackling motivations, barriers and beliefs towards changing commute mode.

PurposeThis empirical research aims to provide organisations with useful information on how teleworking has affected employee commuting, allowing organisations to adapt working conditions to the new social context. This research sets out to provide evidence on the behaviour of teleworkers in terms of the mode of transport chosen when commuting to work physically.Design/methodology/approachThis research is based on a survey conducted in Madrid based on a theoretical approach grounded in the theory of planned behaviour (TPB) and discrete choice models. Exploratory factor analysis (EFA) and discriminant analysis have been used to determine the variables that influence the mode of transport chosen by teleworkers when commuting in person.FindingsThe results indicate the prevalence of private car use by teleworkers when working at the office, finding that attitudes and satisfaction with modes of transport significantly influence their choice. The characteristics and frequency of teleworking, however, are not significant, which indicates that teleworkers attach greater importance to their preferred mode of transport, regardless of the disadvantages.Originality/valueThis research provides empirical evidence using an inductive approach to understand the challenges that organisations are facing with regard to teleworking since commuting behaviour has changed for teleworkers. This requires organisations to give significant reconsideration to the issue of commuting as an important component of working time that could condition employee satisfaction and, therefore, the retention or recruitment of talent. Furthermore, residence and mobility changes afford organisations better access for recruitment, notwithstanding urban planning implications.

AbstractThis full population study of travel‐to‐preschool patterns of the youngest children (< 6 years old) in metropolitan Stockholm analyses how school markets, even at an early stage, reproduce inequalities related to social and geographical distances. Our findings show that families with foreign backgrounds tend to convert educational capital into social capital by sending their children to preschools in more socio‐economically favourable neighbourhoods. Furthermore, we detect avoidance behaviour among the majority population in ethnically mixed neighbourhoods, which indicate that some native families are inclined to avoid preschools with high shares of non‐native peers.

Studies on cities in Europe and the United States have demonstrated that travel behaviour is influenced by urban form. Based on these findings policies steering the shape of cities have been proposed to reduce urban transport emissions and limit congestion. Such policies can also be relevant for the rapidly growing and motorising Chinese cities. Yet, empirical evidence on the relationships between urban form and car usage is scarce for the specific Chinese context that is characterised by high densities, fast development and strong government steering. Using novel crowd-sourced datasets we study the impact of several urban form variables (city size, urban density, land-use mix, polycentricity and spatial clustering) on the cost of commuting expressed in time and distance. The results show that city size and spatial clustering are important determinants of commuting: large cities without clear clusters of businesses and other facilities have longer average commuting times and distances. Increased prosperity also adds to longer and lengthier commutes. Spatial planning measures that maintain or reinforce high-density clusters can help limiting commuting distance and time. Current sprawled urban development may have long-term, negative consequences for the accessibility and liveability of Chinese cities and could hamper their economic potential.

Correctly pricing transport behaviour to take account of the 'external' costs such as congestion and emissions imposed on society by excessive car use has long been a tenet of effective transportation demand management. But while policy-makers have striven to increase public transport subsidies, raise petrol taxes and introduce road-user charging schemes to price the real costs of car travel properly, in most cases correcting the wider influences of the personal tax regime has begun only relatively recently. This paper is based on work undertaken for the Department of the Environment, Transport and the Regions, and the Inland Revenue of the UK government, which is currently working on addressing this very issue. In addition to reporting the British situation, the paper also uses a series of case studies to outline how this same process has been approached in the USA, Ireland, Germany, the Netherlands, Switzerland and Norway, and how successful they have been thus far with respect to transportation demand management objectives. It then draws conclusions about which direction policy-makers should be aiming for in the future. © 2006 Taylor & Francis.