Commuting Patterns and Firm Decentralization

Dubin, Robin A.

doi:10.2307/3146482

Cited by 88 publications

(65 citation statements)

References 21 publications

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“…This 'commuting paradox' was explained by the likelihood that households and firms were rationally relocating to reduce commuting times, and that this spatial adjustment can be more easily made in dispersed metropolitan space with many alternative employment centers and residential location choices (Gordon et al 1991;Levinson and Kumar 1994;Sultana 2000). Dubin (1991), Crane and Chatman (2004), Zhao et al (2011) all found that the decentralization of employment to the suburbs decreased commuting times. On the other hand, Sultana and Chaney (2003) and Weber and Sultana (2007) showed that commuting times are higher in areas with low density.…”

Section: Impacts Of Sprawl On Urban Transportationmentioning

confidence: 99%

Evaluating the dynamic impacts of urban form on transportation and environmental outcomes in US cities

Kashem

Irawan

Wilson

2014

Int. J. Environ. Sci. Technol.

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Previous urban sprawl studies have typically taken a cross-sectional approach without examining how sprawling urban areas are performing over time. Longitudinal studies of individual or household travel behavior and built-environment preference have made some progress in this direction, but very few studies have explored the longitudinal interaction of urban form with transportation and environmental outcomes. This study begins to fill this gap by evaluating the transportation and environmental impact dynamics of several key dimensions of urban sprawl: density, land use mix, centrality, and street connectivity. The central hypothesis is that while the built environment is durable and development patterns change slowly, the impacts of urban sprawl are dynamic rather than static and are accelerated in more sprawling cities relative to less sprawling cities. To test this hypothesis, a panel dataset of 7 years (2000)(2001)(2002)(2003)(2004)(2005)(2006)(2007) was developed for 60 Metropolitan Statistical Areas of the US and a hybrid modeling framework that incorporates fixed and random effects is applied to evaluate different transportation and environmental outcomes over time. We found that the influence of urban centrality or the strength of urban subcenters on the travel pattern of commuters and transit users is dynamic. This suggests that people living in cities with stronger centers drive less and use public transportation more over time. For environmental outcomes, we found that cities with higher density have experienced a significant decrease in ambient ozone and PM 2.5 concentrations after controlling city-specific variables.

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Section: Impacts Of Sprawl On Urban Transportationmentioning

confidence: 99%

Evaluating the dynamic impacts of urban form on transportation and environmental outcomes in US cities

Kashem

Irawan

Wilson

2014

Int. J. Environ. Sci. Technol.

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“…R. Dubin (1991) has 7 thus shown, in the case of Baltimore, that working in a subcenter was associated with longer commuting distances than working in the central city.…”

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confidence: 99%

Growth in Commuting Distances in French Polycentric Metropolitan Areas: Paris, Lyon and Marseille

Aguiléra

2005

Urban Studies

160

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It has frequently been suggested in the literature that a polycentric distribution of employment and people shortens commuting distances because people locate within or close to their employment sub-centre (the co-location hypothesis). Having studied the three biggest French metropolitan areas over the past decade it has been established that co-location affects only a minority of inhabitants, of whom there are fewer in 1999 than there were nine years earlier. Indeed, the majority of people living in a sub-centre work outside their sub-centre of residence. This situation was even more marked in 1999 than it was in 1990. In addition to this, the majority of jobs located in sub-centres are held by non-residents who are generally living further and further from their place of work.

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“…D'abord, la relocalisation des firmes en périphérie permet aux navetteurs de maintenir (voire de réduire) leurs temps de déplacement (Dubin, 1991 ;Gordon et al, 1991). Comme les firmes se localisent en banlieue à proximité de leur main-d'oeuvre (et comme la main-d'oeuvre est à son tour attirée par les emplois offerts), les navetteurs maintiennent la durée de leurs déplacements en empruntant des voies moins congestionnées qu'au centre des agglomérations.…”

Section: Morphologie Urbaine Et Navettageunclassified

Quartiers durables et pôles d’emploi : vers des navettes plus courtes et moins polluantes ? Une analyse de Montréal, 1998-2008

Poulin

Shearmur

2015

cgq

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À quelle échelle la morphologie urbaine joue-t-elle sur les comportements de navettage ? D’un côté, la nature du quartier (résidences unifamiliales, appartements, vétusté du bâti, organisation de la voirie…) pourrait avoir un effet sur les modes de déplacement, et certaines interventions urbanistiques adoptent cette hypothèse. De l’autre côté, la localisation du quartier au sein de la métropole (quartier central, périphérique, transport en commun) a aussi une influence certaine. Dans cet article, nous nous demandons si la nature des quartiers de résidence (ou de travail) influe sur les comportements de navettage, et si cet effet est un effet indépendant ou s’il ne fait que refléter la distance des différents types de quartiers au centre-ville. Nous montrons que la nature des quartiers a très peu d’influence indépendante sur ces comportements. Nous suggérons donc que c’est l’aménagement à l’échelle métropolitaine (recentrage des résidences, léger décentrage des emplois) plutôt qu’à l’échelle des quartiers, sur lequel il serait primordial de réfléchir et d’agir si l’on veut modifier durablement les comportements de navettage.

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Commuting Patterns and Firm Decentralization

Cited by 88 publications

References 21 publications

Evaluating the dynamic impacts of urban form on transportation and environmental outcomes in US cities

Evaluating the dynamic impacts of urban form on transportation and environmental outcomes in US cities

Growth in Commuting Distances in French Polycentric Metropolitan Areas: Paris, Lyon and Marseille

Quartiers durables et pôles d’emploi : vers des navettes plus courtes et moins polluantes ? Une analyse de Montréal, 1998-2008

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