A Relational Perspective on Everyday Mobility in the Barcelona Metropolitan Region: Individual and Household‐Related Differences in Daily Travel Time

Delclòs‐Alió, Xavier; Miralles‐Guasch, Carme

doi:10.1111/tesg.12315

Cited by 9 publications

(6 citation statements)

References 51 publications

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“…By using large-scale human-mobility data, this study is one of the first to systematically demonstrate the existence of the SDMB in restaurant visits on the community level. Our results are in line with previous findings demonstrating the wide existence of the SDMB across various domains, such as choice of transportation mode, travel route, travel distance, daily travel-time, sports facility and general destinations in daily life [ 18 , 19 , 20 , 21 , 22 , 23 , 24 , 25 , 26 ]. For example, several studies examined the influence of individuals/households sociodemographic factors on travel route and mode [ 22 ], daily travel-time [ 25 ], and travel distance [ 26 ], and found peoples’ travel behaviors differ according to individual characteristics.…”

Section: Discussionsupporting

confidence: 93%

“…Our results are in line with previous findings demonstrating the wide existence of the SDMB across various domains, such as choice of transportation mode, travel route, travel distance, daily travel-time, sports facility and general destinations in daily life [ 18 , 19 , 20 , 21 , 22 , 23 , 24 , 25 , 26 ]. For example, several studies examined the influence of individuals/households sociodemographic factors on travel route and mode [ 22 ], daily travel-time [ 25 ], and travel distance [ 26 ], and found peoples’ travel behaviors differ according to individual characteristics. In addition, previous studies observed that individuals make intentional choices of sport facilities for physical activity, which often go beyond their residential neighborhood [ 19 , 20 ].…”

Section: Discussionsupporting

confidence: 93%

“…The SDMB expands this concept to reflect the selective bias in peoples’ daily visited sites [ 17 ]. While the SDMB is an emerging issue that has been observed and identified across multiple contexts (e.g., choice of transportation mode, travel route, travel distance, daily travel time, facilities, and general choice of destinations in daily life [ 18 , 19 , 20 , 21 , 22 , 23 , 24 , 25 , 26 ]), to date, the SDMB has received scant attention in community food environmental research [ 15 ]. In addition, the issue has not been well discussed in the context of health inequity, meaning that people with different socioeconomic statuses could be affected by the SDMB unequally in their everyday procurement of food.…”

Section: Introductionmentioning

confidence: 99%

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Selective Daily Mobility Bias in the Community Food Environment: Case Study of Greater Hartford, Connecticut

et al. 2023

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The community food environment has potential influences on community members’ dietary health outcomes, such as obesity and Type II diabetes. However, most existing studies evaluating such health effects neglect human mobility. In food patrons’ daily travels, certain locations may be preferred and patronized more frequently than others. This behavioral uncertainty, known as the selective daily mobility bias (SDMB), is less explored in community-food-environment research. In this paper, we aim to confirm the existence of the SDMB by systematically exploring the large-scale GPS-based restaurant-visit patterns in the Greater Harford region, Connecticut. Next, we explore the restaurant and neighborhood characteristics that are associated with the restaurant-visit patterns. Our primary results demonstrate that (1) most restaurant customers originate from areas outside of the census tract where the restaurant is located, and (2) restaurants located in socially vulnerable areas attract more customers in total, more customers from local areas, and more customers from other socially vulnerable areas. These results confirm the relevance of the SDMB to the community food environment, and suggest ways that the SDMB can be moderated by an uneven socio-economic landscape. The findings demonstrate the necessity of incorporating human-mobility data into the study of the community food environment.

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Section: Discussionsupporting

confidence: 93%

Section: Discussionsupporting

confidence: 93%

Section: Introductionmentioning

confidence: 99%

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Selective Daily Mobility Bias in the Community Food Environment: Case Study of Greater Hartford, Connecticut

et al. 2023

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“…The finding that women walked proportionally less than men to recreational destinations is also noteworthy. This inequality could be again explained by the temporal constraints resulting from an uneven allocation of household responsibilities (Delclòs-Alió & Miralles-Guasch, 2018 ) and also possibly due to concerns related to safety from crime (Van Dyck et al, 2013 ). This result would also be consistent with a recent large-scale study using novel technologies that showed that men took more overall daily steps when not only walking for transportation was considered (Althoff et al, 2017 ), suggesting that some men have large share of walking for work or for recreation.…”

Section: Discussionmentioning

confidence: 99%

Walking for transportation in large Latin American cities: walking-only trips and total walking events and their sociodemographic correlates

et al. 2021

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“…In comparison, movement is the highest among middle‐aged individuals, a group that Camarero and Oliva (2008) call the ‘support generation’, since they must combine their jobs with family responsibilities, such as caring for offspring or older family members. Young people have the lowest agency over their movement since much of their daily structure is determined by their family (Skelton, 2013), although they spend the largest amount of time on their daily trips (Delclòs‐Alió & Miralles‐Guasch, 2018; Delclòs‐Alió & Miralles‐Guasch, 2019).…”

Section: Introductionmentioning

confidence: 99%

Unique times, unequal mobilities: Daily mobility during the de‐escalation of the COVID‐19 pandemic

Padilla‐Pozo

Torrado

Palomares‐Linares

et al. 2023

Population Space and Place

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Scholars have highlighted drastic reductions in daily mobility during the early stages of the COVID-19 pandemic lockdown. But what happened when restrictions were relaxed though risk remained ubiquitous? How did patterns of mobility change and how were they structured by socioeconomic resources and social roles? We address these questions using a cross-sectional representative sample (n = 2942) of the population of Andalusia, Spain, after a month and a half of severe lockdown in 2020.We find that older people were the least mobile group and that people living with children and in extended households were less likely to move to take care of others, unlike before the pandemic. Men were more likely to carry out daily mobilities for which women had been traditionally responsible, such as care mobilities. Women were also more likely to be immobile and less likely to commute. Finally, manual and nonqualified workers were more likely to commute, but they were just as likely as any other group to carry out other types of mobility. These results highlight the social character of mobility in a unique context. We emphasize the need to disaggregate daily mobility based on different purposes as well analysing how these are practised by different sociodemographic groups if we want to provide rigorous descriptions of a core component of individuals' daily life.

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A Relational Perspective on Everyday Mobility in the Barcelona Metropolitan Region: Individual and Household‐Related Differences in Daily Travel Time

Cited by 9 publications

References 51 publications

Selective Daily Mobility Bias in the Community Food Environment: Case Study of Greater Hartford, Connecticut

Selective Daily Mobility Bias in the Community Food Environment: Case Study of Greater Hartford, Connecticut

Walking for transportation in large Latin American cities: walking-only trips and total walking events and their sociodemographic correlates

Unique times, unequal mobilities: Daily mobility during the de‐escalation of the COVID‐19 pandemic

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