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Among others, one commonly identified negative consequence of urban sprawl is an increase in the length of the journey to work. However, there has been more discussion of this than serious scrutiny, hence the relationship between urban sprawl and commuting patterns, especially at the intraurban level, remains unclear. Using the 2000 Census Transportation Planning Package (CTPP) data for two Southeastern metropolitan areas, this research investigates the extent to which workers living in sprawl areas commute farther to work than those living in higher density areas. The analysis of variance confirms that workers commuting from sprawl areas to urban areas experience a longer commute in terms of time as well as mileage, though this varies when workplace and home locations are taken into account. However, multivariate statistical results suggest that there are limits to the utility of sprawl as a predictor of travel behavior compared to workers' socioeconomic characteristics, as other factors appear to be equally or more important.

The idea of creating a balance between jobs and housing within different commuter catchment areas of a metropolis has been a prominent approach for reducing traffic congestion, air pollution, and journey-to-work times. Married-couple, dual-earner households, in which both spouses are employed, have been identified as an obstacle to the job-housing balance concept because of their constrained ability to choose a residential location near both workplaces. However, this has not yet been conclusively tested. Drawing on the 2000 5% PUMS dataset for metropolitan Atlanta, this article examines the commuting behavior of such households relative to single-earner households. The results challenge the dominant assumption that the average commutes of married-couple, dual-earner households are necessarily longer than those of singleearner households. In fact, after controlling for all forms of socioeconomic factors in the analysis, this study shows there are either no significant differences, or if there are, the average commutes of single-earner households are longer. It is a lack of affordable housing near job locations, or vice versa, and not the presence of dual-earner households, that should be blamed for lengthening commuting time and difficulties in implementing job-housing balances.

a b s t r a c tThe construction of South Korean High-Speed Rail (HSR) or Korea Train eXpress (KTX) has been evolving in phases since its first operation in 2004. This development raises concerns whether the benefits from the extended HSR network would again be limited to the initial HSR corridors and will deepen the inequalities in accessibility with the rising issue of uneven regional development of the country. This paper measures the accessibility of each stage of HSR network extension and evaluates its spatial distribution, variation, and changes using weighted averaged travel time and potential accessibility indicators. The results of this study find different accessibility impacts from each stage of HSR extension. Although travel-time reduction and increased attractions have been widened in more cities by each HSR extension, the spatial equity is degenerated by the extension in 2010/2011 as the improvement of accessibility has been concentrated in cities along the primary HSR corridor near the already-advantageous Seoul capital area. In contrast, the future HSR extension in 2018 will enhance equitable accessibility to the isolated regions such as the northeast and the southwest regions of the country. However, the relative degree of accessibility improvement will not be large enough for increasing the spatial equity of accessibility without more extended HSR networks between provinces.