This research provides new evidence about the relationship between travel behavior, workplace diversification, and environmental impact in the United Kingdom using data from the National Travel Survey for the period between 2002 and 2017. The path analysis approach based on SEM handles both direct and indirect effects and allows for a comprehensive study of travel behavior, trade-off effects, and work and non-work trips. The results suggest that workplace diversification is often reflected by longer average distances for work trips, which are often associated with more remote residential locations. Findings also show that for some categories, such as teleworkers and home-based workers, trade-off effects are observed between work and non-work trips, which increase CO2 emission levels. IntroductionA number of key developments have affected the labor market over recent decades. These include the increased participation of women in the labor force, the changing nature of the employer-employee relationship, and the growing role of information and communication technologies (ICT). These developments have tended to modify daily work patterns in terms of both time-schedules and workplace locations. The changes in the working day and, in particular, the diversification of workplaces (as with teleworking) may potentially contribute to a strategy for managing travel demand so as to reduce congestion and the negative environmental impacts of transportation such as greenhouse gas emissions (GHG). Nonetheless, studies of teleworking tend to identify a series of rebound effects, such as the trade-off between commuting and non-work trips, or residential relocation (Ory and Mokhtarian, 2006;Ravalet and Rerat, 2019). Although previous scholars have explored the impacts of telework on travel patterns, few studies have highlighted how other changes in the workplace, such as multiple work locations or home-based work (Mokhtarian and Henderson, 2000) might affect travel behavior.Commuting and business-related trips aside, the changes affecting workplaces also have significant effects on non-work trips. Work location and schedules play a structuring role in the daily activity program and are likely to affect other trip purposes as well, such as shopping, recreational, and health-related trips (Aguilera et al., 2009). On the one hand, a large proportion of individuals' non-work trips are undertaken in conjunction with work-related travel. On the other hand, the development of ICT increases the

International audienceThe present article looks to pinpoint explanatory factors for the sharing of escorting of children in dual-earner families. It proposes a detailed analysis of inequalities and interactions in dual-earner families when it comes to escorting children by taking into account the characteristics of trips to and from school for children, the characteristics of the parents’ occupations, and the characteristics of the household. Compared with earlier research, the model considers more detailed data about the escorts’ jobs, such as specific working hours, which provide a better understanding of the constraints on parents and insight into the choices made when both parents are in a position to escort their children. The findings depart somewhat from those of earlier work on the question because more specific data are considered. They show a marked gender inequality in escorting because mothers in dual-earner families do more than two-thirds of the escorting. But the factors explaining the sharing of escorting act almost symmetrically for both parents, with the effect of work starting and finishing times being preponderant. These models confirm that the inequality kicks in ahead of this: mothers in dual-earner households are more often than fathers in jobs with short working hours and which are more compatible with escorting

Low-income households in urban outskirts use expedients to cope with car dependency • Social networks, local resources, and reduced travel are the main expedients • Moving to less car-dependent locations is the expedient of last resort • Expedients are implemented by individuals but are collectively constructed AbstractLiving on low incomes and in a car-dependent area is often interpreted as a double burden for households, even if the two characteristics are often interdependent. While their capacity for mobility is lower, low-income households in outer suburban areas are nonetheless mobile. Their capacities in this domain should not be underestimated or overlooked. They can command a set of alternative practices or expedients to deal with car-related economic stress (CRES) by a set of resources derived essentially from spatial proximity. This article aims to present and analyse the diversity of these expedients for the case of outer suburban areas around Paris and Dijon. The analysis of mobility adjustments by low-income households is based on interviews of 45 households between 2010 and 2011.Our results show that mobility expedients make it possible for low-income households to continue to reside in car-dependent areas by reducing their trips and by using local resources and networks to lower the costs of their car dependency. The contribution of our work is to show the intensity of these practices, which create a structured and collectively or socially built alternative system to solo car use.

International audienceIn Rio de Janeiro, immobility or the share of people with no journeys on any given day is very high (46%). Immobility has a marked geographical dimension in what is a segregated city. But income has only limited explanatory power. The population structure, with high proportions of people who are not in the labour force and who are unemployed, accounts for the high levels of immobility in the poor districts. Although population structure effects prevail, spatial factors such as the severance effect also account for differences between districts. Indeed, Rio de Janeiro features many different types of barriers that affect immobility in several districts and for several population groups. These barriers may be physical or symbolic and perceptive. This study proposes therefore to identify the scope of those barriers as they affect immobility.Our findings from the latest household travel survey available for the metropolitan area of Rio de Janeiro (2003) illustrate the effects of the two types of barrier, physical or symbolic and perceptive, on immobility that more specifically mark out certain categories of individuals such as housewives, the elderly, the unemployed or poor workers. Conversely, the wealthier active population seems to be little affected by the two types of barriers under study. Lastly, our results show that social fragmentation does not lead to greater immobility of favela populations in the heart of rich districts, but on the contrary to increased mobility, especially for the working age population in employment or looking for employment

International audienceThis paper is derived from project VERT (evaluation of the bicycle as a feeder mode to rail outside urban areas). It focuses on economic analysis implemented in several modeled scenarios, making it possible to compare bike and ride solutions with park and ride solutions, and to draw a cost-benefit analysis. It is applied in a case study in Amboise, comparing scenarios for developing the bicycle as a feeder mode to train, built from observations of present situation, software development to map catchment areas of bicycles and pedelecs, and computing the cost-benefit balance of bike and ride