On the Way to Work: Welfare Participants and Barriers to Employment

Blumenberg, Evelyn

doi:10.1177/089124202237196

Cited by 59 publications

(64 citation statements)

References 16 publications

(12 reference statements)

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“…Race/ ethnicity has been examined as a relevant factor in mode choice, especially in the context of residential segregation and the spatial mismatch literature (Taylor and Ong 1995;Stoll 2005). Gender has been examined as an influence on travel behavior in relation to such factors as safety perceptions and child-caring responsibilities (Blumenberg 2002;Goddard et al 2006). Age has also been examined in other mode choice studies relating to changes such as time availability (Cervero 1990;Hess 2001).…”

Section: Data Sources Variables and Model Developmentmentioning

confidence: 99%

Commuter Mode Choice and Free Car Parking, Public Transportation Benefits, Showers/Lockers, and Bike Parking at Work: Evidence from the Washington, DC Region

Hamre¹,

Buehler²

2014

JPT

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Municipalities and employers in the U.S. attempt to reduce commuting by automobile through commuter benefits for riding public transportation Journal of Public Transportation, Vol. 17, No. 2, 2014 68 offset the effect of these incentives. Benefits for public transportation, walking, and cycling, seem to work best when car parking is not free. IntroductionTravel demand management (TDM) objectives include congestion mitigation, conservation of financial and energy resources, pollution reduction, and improvement in health outcomes and quality of life measures (Cervero 1991;Giuliano 1992;TCRP 2002TCRP , 2010FHWA 2012b). At the local and regional levels, planning authorities have begun to implement policies to achieve TDM objectives and increase travel by public transportation, cycling, and walking, including changes to parking fee structures and requirements, zoning ordinances, building codes, and roadway regulations (TCRP 2010).Another important policy tool to achieve TDM objectives has been the creation and expansion of commuter benefits-although the types and levels of these benefits has varied across both modes and time (Potter et al. 2006;TCRP 2003;EPA 2007; IRS 2013). Free car parking, however, generally continues to be the most prevalent type of benefit offered to commuters; only about 5 percent of auto commuters pay for parking in the U.S., and commuters, on average, avoid direct payment of the majority of actual parking costs (Wachs 1990;Shoup 2005;TCRP 2005; FHWA 2012a).The interaction effects among commuter benefits have received relatively little attention in the literature, and few commuter mode choice studies jointly include benefits for driving, public transportation, and walking or cycling. However, the importance of policy interactions relating to travel behavior has long been recognized. For example, Pucher (1988) conducted an international comparison of transportation policies, and argued that public transportation benefits in the U.S. are largely rendered ineffective in the absence of complementary automobile taxation policies.More recently, Washbrook et al. (2006) conducted a study of the effect of road pricing and parking charges on commuter mode choice in Vancouver, Canada, and concluded that effective TDM requires a combination of disincentives for driving and incentives for walking, cycling, and public transportation. Similarly, Habibian and Kermanshah (2011) highlight the push and pull factors for the decision to drive. Also, Marsden (2006) It remains a question whether, at the level of the individual commuter, packages that offer benefits for driving as well as walking, cycling, and public transportation may effectively promote TDM objectives. This study attempts to address that question and the growing need for understanding the cumulative effects of commuter benefits on travel behavior.

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Section: Data Sources Variables and Model Developmentmentioning

confidence: 99%

Commuter Mode Choice and Free Car Parking, Public Transportation Benefits, Showers/Lockers, and Bike Parking at Work: Evidence from the Washington, DC Region

Hamre¹,

Buehler²

2014

JPT

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“…25 Researchers studying the relationship between transportation and employment find that reliable transportation leads to increased access to job opportunity, higher earning, and increased employment stability (Blumemberg, 2000;Cervero et al, 2002;Ong, 2002;Holzer and Ihlanfeldt, 1996).…”

Section: Discussion and Policy Implicationsmentioning

confidence: 99%

“…In particular, because of urban sprawl and increasing job creation in the suburbs in the United States (Brueckner, 2000 (Wassmer, 2008). 4 Given this sprawling, access to good transportation enables residents to conduct geographically broader job-search, accept offers further away from home, improve work attendance, and keep the commute burden to a reasonable level. In other words, in the highly auto-oriented US metropolitan areas, the number of accessible job opportunities is considerably lower for public transit users than for car users (Hess, 2005;Shen, 1998).…”

Section: Introductionmentioning

confidence: 99%

“…In other words, blacks will refuse some jobs that are not accessible by public transportation while they would have accepted them if they had a car. 5 Zax and Kain (1996) have illustrated 4 In the United States, between 1970 and 1990, the ratio of jobs to workers in the central city declined from 1.2 to 1 for whites, while for blacks the ratio declined to 0.7 (O'Regan and Quigley, 1998). This indicates that a sizable fraction of black workers are reverse commuters, that is, they live in central cities and work in the suburban ring.…”

Section: Introductionmentioning

confidence: 99%

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Car ownership and the labor market of ethnic minorities

Gautier

Zénou

2010

Journal of Urban Economics

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We show how small initial wealth differences between low skilled black and white workers can generate large differences in their labor-market outcomes. This even occurs in the absence of a taste for discrimination against blacks or exogenous differences in the distance to jobs. Because of the initial wealth difference, blacks cannot afford cars while whites can. Car ownership allows whites to reach more jobs per unit of time and this gives them a better bargaining position. As a result, in equilibrium, blacks end up with both higher unemployment rates and lower wages than whites. Furthermore, it takes more time for blacks to reach their jobs even though they travel less miles. Those predictions are consistent with the data. Better access to capital markets or better public transportation will reduce the differences in labor market outcomes.

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“…They even suggest that increased automobile ownership rates may have beneficial impacts on low-income workers and their families [25][26][27], as automobiles are said to improve job search activities and to assist in job retention, especially in cases when public transit is unavailable [13]. They also argue that automobiles provide flexibility beyond work-related trips, so that individuals can meet other daily needs related to child care, education, shopping, health care, etc.…”

Section: The Private Automobile Optionmentioning

confidence: 99%

Equity of mobility in sustainable transportation

Savvides¹

2013

WIT Transactions on Ecology and the Environment

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The paper examines issues of transport equity as they pertain to the efficiency of transport, its cost and people's mobility levels. It is also concerned with accessibility to transport for the greatest possible number of people, which together with transport equality leads to seeking fairness in mobility and accessibility levels across class, gender and disability. Moreover, the paper addresses aspects of transport equality with the goal of providing equal access to social and economic opportunity by looking into the provision of equal levels of access for all people to all places. Lastly, it delves on current concern in Cyprus about providing equal access to social and economic opportunity and it is centred on the issue of the "spatial mismatch hypothesis" -a term coined by Professor John F. Kain in 1968 (Housing segregation, Negro employment, and metropolitan decentralization) which refers to the disconnection between the locations of housing and jobs suitable for lower-income people and which is examined in this paper in the broader context of urban transport for sustainable urban development.

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On the Way to Work: Welfare Participants and Barriers to Employment

Cited by 59 publications

References 16 publications

Commuter Mode Choice and Free Car Parking, Public Transportation Benefits, Showers/Lockers, and Bike Parking at Work: Evidence from the Washington, DC Region

Commuter Mode Choice and Free Car Parking, Public Transportation Benefits, Showers/Lockers, and Bike Parking at Work: Evidence from the Washington, DC Region

Car ownership and the labor market of ethnic minorities

Equity of mobility in sustainable transportation

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