The Relationship between Land Use and Travel Patterns: Variations by Household Type

In this chapter we address the following question: Does the direction and/or magnitude of the influence of urban form on travel vary across different household types? If the answer is `yes', we can suggest the existence of interaction effects in the impact of urban form. If, on the other hand, the analysis shows no differences in the impact of urban form, this suggests that household types display similar responses to urban form, irrespective of their personal situation. In particular, we investigate differences in the effect of urban form, or residential context, on trip frequency and travel time across six household types: single workers, two- and one-worker couples, two- and one-worker families and senior households. The analysis of travel time is segmented by trip purpose: we differentiate between commuting times, `maintenance' times (e.g. trips running household errands, moving goods, shopping, giving lifts to people etc.) and leisure travel times, for several reasons. First, this broader perspective permits us to obtain better insights into the impact of urban form on travel patterns than a focus on commuting alone. Second, the number of both maintenance and leisure trips is larger than that ofcommuting trips in the Netherlands (Schwanen et al., 2001a). The data used for this analysis is derived from a nationally representative sample of the Dutch population, and stems from the 2001 Netherlands National Travel Surve

The role of funding in the ‘performative decarbonisation’ of transport in England

The scale of the decarbonisation challenge and the short timeframes over which action is required demand urgent action. This paper is set within the surface transport sector, now the largest sector of emissions with the slowest pace of change in many advanced liberal economies. It focuses on the strategies and actions of local government which is recognised to be a central player in catalysing change. Our evidence is derived from the actions of two UK local areas which claim to be at the forefront of the decarbonisation challenge. The paper focuses on the role of funding and financial mechanisms in addressing the climate crisis. In the face of an established pattern of austerity and hollowing out of local government we explore how deep transformation is being envisaged. We find a recursive set of issues which derive from a dependence on funding from outwith. This dependence means that despite comprehensive overarching strategies and goals the funding available is the core of the strategy. This means that the nature of the funds, such as the requirement for experimentation, innovation or private sector leverage, defines direction. In turn, and to maintain success in attracting funds, there is an emphasis on presenting ‘premium spaces of ambition’ with little evidence of attention to broader systemic change. This duality is openly recognised. This paper advances a wider point that greater emphasis should be placed on the ‘financialisation’ of climate policy and the reality rather than the rhetoric of change

The role of perceived environment, neighbourhood characteristics, and attitudes in walking behaviour: evidence from a rapidly developing city in China

The associations between objective and subjective dimensions of the built environment and walking behaviour have been examined extensively in existing studies. However, the interaction effects of those dimensions of the built environment on walking behaviour are understudied and may be more complex than hitherto suggested. Apart from the subjective dimensions of the built environment, walking attitudes also play a role in moderating these relationships. This paper investigates the independent and joint effects of objective neighbourhood characteristics, people’s perceptions of the neighbourhood environment, and walking attitudes on the frequency of walking by using Shenzhen as a case study. Since those effects may vary across different kinds of walking trips, the analysis looks separately at three major types of walking at the neighbourhood level—walking for work/school, walking for leisure/recreation, and walking for household responsibilities. Logistic regression analyses confirm that the correlates of people’s walking frequency vary considerably among different types of walking. Statistically significant interaction effects of objective neighbourhood characteristics and perceived environment are found. The results suggest that positive perceptions of the environment can compensate for the effect that low objective walkability of neighbourhoods has on people’s walking frequency. When seeking to encouraging walking at the neighbourhood level, policymakers should not only concentrate on improving objective neighbourhood characteristics but also consider people’s perception of the neighbourhood environment and their attitudes towards walking

Mobility time style: for an integrated view of time and mobility in societies with a future

This paper aims (i) to demonstrate the relevance of deepening the study of time usage from the individual and family perspectives and (ii) to put in dialog perceptions and uses of time with daily mobility patterns. It is increasingly imperative to consider mobility and the uses of time as central axes of lifestyles, highlighting the weight of several variables in the definition of lifestyle choices, namely transportation options. This reflection is based on an empirical study carried out in Portugal through interviews in the metropolitan areas of Lisbon and Porto. The analysis leads to the conclusion that, in addition to physical distances people have to cover, the choice of specific means of transportation is strongly dependent on the perceptions and uses of time. It is also evident that time is simultaneously dependent on the way technologies are absorbed into daily life and that time remains a matter of constraint and social opportunity.FCT -Fundação para a Ciência e a Tecnologia (UID/SOC/03126/2019

Geographical Perspectives on Transport and Ageing

In terms of ageing, we are living in unprecedented times. People across the globe are living longer than ever before and societies are ageing at increasing rates. In low to middle income countries reductions in mortality at young ages have fuelled this growth. A person born today in Brazil, for example, can expect to live 20 years longer than someone born 50 years ago (WHO, 2015). For the first time life expectancy across the globe is over 60 years of age. In high Income countries, someone born now can expect to live up to around 80 years of age on average (ONS, 2015). There are not simply a growing number of older people, but also a growing number of older people as a total percentage of the population due to people living longer and declining birth rates in many countries. Across Europe, for example, people aged over 65 years will account for 29.5% of the population in 2060 compared to around 19% now (EUROSTAT, 2017). The share of those aged 80 years or above across Europe will almost triple by 2060 (EUROSTAT, 2017)The macro level demographics and associated trends mask big differences within the ageing populations. There can be as much as 10 years difference in life expectancy within high income countries, for example in the UK someone born a baby boy born in Kensington and Chelsea has a life expectancy of 83.3 years, compared with a boy born in Glasgow who has a life expectancy of 10 years lower (73.0 years) (ONS, 2015). For newborn baby girls, life expectancy is highest in Chiltern at 86.7 years and 8 years lower Glasgow at 78.5 years (ONS, 2015; NRS, 2016). There is also considerable variation within cities, spatially and socially.This volume brings together contributions from a broad range of human geographers, with different disciplinary perspectives of transport and ageing. This chapter outlines some of the key contemporary issues for an ageing society in terms of transport and mobility, highlights the importance of considering transport and mobility for ageing populations and outlines the contribution that a geographical approach can offer to studies of transport and ageing

Graph Regionalization with Clustering and Partitioning: an Application for Daily Commuting Flows in Albania

The paper presents an original application of the recently proposed spatial data mining method named GraphRECAP on daily commuting flows using 2011 Albanian census data. Its aim is to identify several clusters of Albanian municipalities/communes; propose a classification of the Albanian territory based on daily commuting flows among municipalities/communes. Starting from 373 local units, we first applied a spatial clustering technique without imposing any constraining strategy. Based on the input variables, we obtained 16 clusters. In the second step of our analysis, we impose a set of constraining parameters to identify intermediate areas between the local level (municipality/commune) and the national one. We have defined 12 derived regions (same number as the actual Albanian prefectures but with different geographies). These derived regions are quite different from the traditional ones in terms of both geographical dimensions and boundarie

A Social Sciences and Humanities research agenda for transport and mobility in Europe: key themes and 100 research questions

Transport and mobility systems need to be transformed to meet climate change goals and reduce negative environmental and social effects. Despite EU policies having targeted such problems for more than three decades, transitions have been slow and geographically uneven. For effective change to happen, transport and mobility research needs fresh perspectives and better integration of knowledge from the Social Sciences and Humanities. Based on a Horizon Scanning approach, which allowed for a great deal of openness and variety in scholarly viewpoints, this paper presents a novel research agenda consisting of 8 themes and 100 research questions that may contribute to achieving environmentally sustainable mobility transitions within Europe. This research agenda highlights the need to not only support technological solutions for low-carbon mobility, but the importance of transformative policies that include new processes of knowledge production, civic participation and epistemic justice. We contend that the agenda points to the need for further research on the dynamics of science-society interactions