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Evaluating spatial inequalities using a single walking accessibility measure is quite challenging. In response, the paper proposes combining two accessibility measures (real and potential) to provide additional insights into the identification and mapping of spatial inequalities. The municipality of Getafe in the Madrid Metropolitan Area, Spain serves as a case study. A questionnaire, administered via face-to-face interviews, recorded the resident’s walking preferences for reaching in-store retail. A gravity-based model was used to calculate real and potential accessibilities, which were combined to map four accessibility places that originate spatial inequalities: advantageous, moderately advantageous, moderately disadvantageous, and disadvantageous. The results suggest that potential accessibility values are higher than real accessibility values, and the final map shows the city centre residents (mostly seniors) benefit from the advantageous accessibility places. Disadvantageous places are mainly found in the city’s periphery, where younger people live.
Highlights
- Cost-free ticket increases public transport use even when the share was high beforehand
- Free tickets are more effective than just a price reduction (zero-price effect)
- Low income, female and older employees benefit the most
- Not only travel behaviour but also attitudes change
- Cost-free public transport is one component in a set of travel demand management tools
Abstract
To increase its attractiveness for employees, to save costs regarding parking supply and to foster modal shift away from the car, employers can offer sharply cost-reduced public transport tickets. In the state of Hesse/Germany, public authorities have gone one step further by introducing a cost-free public transport ticket for all state employees. We argue that the step from sharply cost-reduced to cost-free is more than just a monetary difference. The aim of this study is to assess whether the ticket is actually affecting employees and what changed their travel behaviour. Therefore, we have analysed a two-wave survey conducted at Goethe University in Frankfurt: one from before and one from after the introduction of the new ticket. The results show a substantial increase in the use of public transport (pt) for commuting and other trip purposes. Car use and availability, however, did not decrease. In particular, those who had no cost-reduced jobticket beforehand switched to public transport after the introduction. Furthermore, we identified increasing public transport use for low-income employees (inclusion hypothesis) and several indicators pointing towards a more multimodal behaviour (multimodal hypothesis).
Highlights
• Compares narratives and mobility-related practices of car-reduced neighborhoods.
• Identifies commonalities and differences between the ideal vision and the lived practice of car independency.
• The article concludes that a 'post-car system' requires continuous material and immaterial change.
• This can be fostered by political and planning readiness, as well as local willingness and public acceptability.
• Overall, this study reveals the exemplary role of car-reduced neighborhoods for mobility transition.
Abstract
In the pursuit of sustainability, the concept of ‘car-reduced neighborhoods’ promises to decrease car ownership and increase car-independent mobility. However, mobility is not only designed from ‘above’ by planners and policymakers, but also shaped from ‘below’ by its practitioners and their contexts. Only a few studies currently bring together the perspective from ‘above’ and ‘below’ regarding car-reduced neighborhoods. This article therefore combines both perspectives by contrasting the narratives and the mobility-related practices of two German car-reduced urban residential areas. Firstly, we conduct interviews with various actors involved in the planning and implementation of both neighborhoods to identify the narratives. Secondly, we interview the residents to determine the mobility-related practices. Finally, we compare both empirical investigations to analyze the commonalities and differences of the ‘planning vision’ and the ‘lived practice’ of car-free living, car-independent mobility, and restrictive car parking. Although this study identifies differences between the two perspectives, the discrepancy is smaller than evaluated in earlier studies. After relocating to a car-reduced neighborhood, residents tend to maintain, strengthen, and adapt car-independent mobility practices rather than weakening car-independent mobility practices and maintaining car-dependent ones. Thus, residents seem to be encouraged to drive less and to leave their cars parked for most of the time. However, relocating to a car-reduced neighborhood does not automatically initiate full demotorization. Furthermore, residents' parking practices also sometimes deviate from the planning vision. Consequently, the article concludes that overcoming the ‘system’ of automobility for a ‘post-car system’ requires continuous (i) material and (ii) immaterial change fostered by political and planning readiness, as well as local willingness and public acceptability. In this regard, car-reduced neighborhoods can be seen as blueprints for a mobility transition.
The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.
Ausgehend von der Forschungsfrage „Wie wird im Lebensmittelhandel mit und an Verpackungen gearbeitet?“ erörtert die kumulative Dissertation „Schwierigkeiten und Potentiale der Verpackungsvermeidung – Eine Arbeitsethnographie im Lebensmittel-handel“ Handlungsspielräume für einen nachhaltigeren Umgang mit Verpackungen. In einer ethnographischen Analyse unterschiedlicher Arbeitssettings, werden die Herausforderungen in den alltäglichen Arbeitspraktiken des dominanten verpackungsbasierten Lebensmittelsystems genauso betrachtet wie die Schwierigkeiten der radikalen Transformation dieser Praktiken. Ich argumentiere, dass Verpackungen kein passives Objekt sind, vielmehr sind sie durch ihre Materialeigenschaften und Bedeutungen sowohl an der Stabilität des Arbeitsalltags als auch an der Dynamik von Transformationsprozessen entscheidend beteiligt. Artikel I (Plastic Packaging, Food Supply, and Everyday Life. Adopting a Social Practice Perspective in Social-Ecological Research) behandelt die Potentiale eines praxistheoretischen Forschungszugangs für die Erforschung von Plastikverpackungen im Speziellen und sozial-ökologischen Problemen im Allgemeinen. Anhand von konkreten Forschungsbeispielen erörtern wir im Artikel zwei mögliche praxistheoretische Zugänge zur Beziehung von Praktiken und materiellen Entitäten, die eine sozial-ökologische Systemperspektive je nach Fragestellung sinnvoll ersetzen können. Im Netzwerk-Ansatz konzipieren wir Materialität als Element in heterogeneren Netzwerken aus Praktiken um die Diversität im alltäglichen Umgang mit Infrastrukturen, Technologien und Dingen erforschbar zu machen. Mit dem Nexus-Ansatz fokussieren wir auf die Wechselwirkungen zwischen Alltagspraktiken und ihrer räumlich-materiellen Umgebung um die infrastrukturelle Rolle von Verpackungen zu ergründen. Artikel II (Making Food Manageable - Packaging as a Code of Practice for Work Practices at the Supermarket) greift den im Artikel I diskutierten Netzwerk-Ansatz auf und befasst sich empirisch mit der Frage „Wie wird im Lebensmittelhandel mit Verpackungen gearbeitet?“. Der Artikel erläutert die Schwierigkeit der Verpackungsvermeidung anhand einer ethnographisch/praxis-theoretischen Analyse und präsentiert zentrale Funktionen von Verpackungen im Supermarkt. An konkreten empirischen Beispielen in zentraler Arbeitsbereiche wie Produktpräsentation, Warenlogistik und Ladenrepräsentation zeige ich die Vielfältigkeit von Verpackungsfunktionen jenseits von Marketing oder technischer Schutzfunktionen. Das beinhaltet die Platzierung und Aufbereitung der Produkte im Regal, die Evaluation von Produktqualitäten und Quantitäten von Warenströmen sowie die Repräsentation zentraler Qualitäten eines guten Supermarktes. Praktische Verpackungsvermeidung erfordert eine Reflektion solcher Verpackungsfunktionen. Artikel III (Negotiating attachments to plastic) behandelt die Frage „Wie wird im Lebensmittelhandel an Verpackungen gearbeitet?“ durch die trans-sequentielle Analyse eines Innovationsprozesses zur Plastikvermeidung in einem deutschen Bio-Großhandel. Im Artikel diskutiere ich die Schwierigkeit grundlegender Innovationen der Verpackungs-vermeidung durch die Erläuterung ganz praktischer Veränderungsbarrieren und Widerstände der Veränderung von normalisierten Objektbeziehungen und Nutzungs-praktiken. In der Analyse der dynamischen Beziehungen (Attachments) von Arbeiter*innen und Plastikfolie (bzw. ihrer Substitute) zeige ich, dass „etwas loswerden" ein unzureichender Ansatz ist, wenn es darum geht, nicht-nachhaltige Plastiknutzungen zu transformieren. Verpackungsvermeidung gelingt eben nicht durch ein „Befreien“ menschlicher Handlungsmacht von nicht nachhaltigen Objektabhängigkeiten, vielmehr geht es darum, das Zusammenspiel von Verpackungen und Arbeiter*innen in konkreten Praktiken neu zu gestalten. Artikel IV (How to Apply Precycling: Unpacking the Versatility of Packaging in Networks of Food Supply Practices) greift schließlich die zentralen Erkenntnisse der ethnographischen Analyse auf und diskutiert die Folgen für sozial-ökologische Transformationsprozesse. Die Ergebnisse aus den beiden ethno-graphischen Fallstudien (Artikel II, III) werden zusammengeführt und anhand der Perspektive des Netzwerk-Ansatzes (Artikel I) diskutiert. Ich konkretisiere damit die Potentiale einer praxistheoretischen Herangehensweise für die soziologische Analyse der Verpackungsnutzung und die Entwicklung von praktischen Precycling-Strategien zur systematischen Verpackungsmüllvermeidung.
Kommunikation erfordert nicht nur Mund, Stimmbänder und Atem. Auch unsere Hände und unsere Gesichtsmuskulatur tragen viel dazu bei, dass wir uns verständlich machen oder unseren Mitteilungen eine bestimmte Richtung geben können. Doch wie funktioniert das Zusammenspiel zwischen Lautsprache und Motorik der Hände? Ein neues Schwerpunktprogramm will die Semantik von Mimik und Gestik in Laut- und Gebärdensprachen untersuchen. Die Einzelprojekte starten im kommenden Jahr.
Public kindergarten, maternal labor supply, and earnings in the longer run: too little too late?
(2021)
By facilitating early re-entry to the labor market after childbirth, public kindergarten might positively affect maternal human capital and labor market outcomes: Are such effects long-lasting? Can we rely on between-individuals differences in quarter of birth to identify them? I isolate the effects of interest from spurious associations through difference-in-difference, exploiting across-states and over-time variation in public kindergarten eligibility regulations in the United States. The estimates suggest a very limited impact in the first year, and no longer-run impacts. Even in states where it does not affect kindergarten eligibility, quarter of birth is strongly and significantly correlated with maternal outcomes.
Contemporary information systems make widespread use of artificial intelligence (AI). While AI offers various benefits, it can also be subject to systematic errors, whereby people from certain groups (defined by gender, age, or other sensitive attributes) experience disparate outcomes. In many AI applications, disparate outcomes confront businesses and organizations with legal and reputational risks. To address these, technologies for so-called “AI fairness” have been developed, by which AI is adapted such that mathematical constraints for fairness are fulfilled. However, the financial costs of AI fairness are unclear. Therefore, the authors develop AI fairness for a real-world use case from e-commerce, where coupons are allocated according to clickstream sessions. In their setting, the authors find that AI fairness successfully manages to adhere to fairness requirements, while reducing the overall prediction performance only slightly. However, they find that AI fairness also results in an increase in financial cost. Thus, in this way the paper’s findings contribute to designing information systems on the basis of AI fairness.
The impact of local environment characteristics on individual cycling behaviour has been discussed in transport research for several years. Many previous studies have, however, primarily focused on the presence and distribution of built environment elements, considered using georeferenced or census data. This paper argues that not only is the objectively measured environment an influencing factor, but also the individual perception of this environment. Furthermore, besides built elements, the evaluation of perceived non-built attributes, such as discourses and policies, as well as the environment’s impact on cycling attitudes, should be taken into account for a more comprehensive view. For this purpose, this study examines the responses to a household survey in the German city of Offenbach am Main (n = 701). The impact of the perceived local environment on cycling behaviour and cycling attitudes has been analysed using 21 perception items as well as socio-demographics, travel mode availability and general travel attitudes. For a more detailed view on cycling behaviour, this study applies the stage model of self-regulated behavioural change (SSBC) indicating a level of openness to use a bicycle frequently in everyday life. The results of the multivariate analysis show that the perceptions of built and non-built environment characteristics interrelate. Furthermore, certain perceptions encourage bicycle use and positive attitudes towards cycling, such as perceived cycling safety and pleasure. Primarily, these perceptions are safe and appropriate cycling infrastructures, cycling as a common practice and the absence of vandalism, dirt and high car pressure.
As 2021 draws to a close, Covid-19 continues to prevail worldwide. With the proverbial return to normalcy still appearing distant, there is now a tacit acceptance globally that at least for the foreseeable future, we must live with Covid-19. Given that Covid-19 is an infectious disease—which by definition is transmitted from person to person—the continued prevalence of Covid-19 has implications for how local authorities, communities, and individuals around the world will approach public spaces. While it may be premature to assume a so-called coronacene (see Higgins et al. 2020), going into the future our use of public spaces will be overshadowed by the possibility, even if remote, of illness or death by virtue of close proximity to other individuals.
Along with parks and squares, streets and avenues, bazaars constitute ubiquitous public spaces, including in countries of the developing world, such as Armenia and Georgia, our countries of discussion here. Although there is not a clear bifurcation between bazaars and other types of marketplaces, bazaars will usually be comprised of a multitude of nonfranchised, self-owned, small businesses that are variously family-run or rely on family labor. They are usually perceived as chaotic places that lack hygiene (the purportedly unhygienic character of the bazaar was brought to the forefront with the pandemic, given how Covid-19’s origin is widely assumed to be a Wuhan wet market).
In Armenia and Georgia, and indeed, across the former Soviet Union, bazaars are a source of employment for the urban and peri-urban population; they also offer goods at price points attractive to a wide demographic. This working paper builds on the premise that the bazaar is an informal institution. Bazaar traders will typically assemble networks by themselves (with manufacturers and wholesalers, buyers and transporters). These networks will usually vary from one business to another. Also, ownership and rent structures are frequently opaque, and the majority of commercial transactions are in cash, which does not appear in state records. As a consequence, for the state, many small businesses do not exist (Fehlings and Karrar 2016, 2020).
For those of us researching bazaar trading, Covid-19 has given rise to a basic question: How have independent businesses been transformed by the pandemic? This working paper is an attempt to parse this question in light of developments in Armenia and Georgia. In this working paper, we suggest that the Covid-19 pandemic has deepened informality in the bazaar. That being said, we want to underscore that the present discussion is exploratory. Our ethnography remains limited, and we look forward to returning to the field as soon as it is safe to do so.