Job Moving, Residential Moving, and Commuting: A Search Perspective

Ommeren, Jos van; Rietveld, Piet; Nijkamp, Peter

doi:10.1006/juec.1998.2120

Cited by 154 publications

(104 citation statements)

References 38 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…The econometric results of several group fixed-effects models based on equation (3) are shown in (Benito and Oswald, 1999;Van Ommeren et al, 1999;Simonsohn, 2006).…”

Section: Resultsmentioning

confidence: 99%

“…White, 1977;Rouwendal and Rietveld, 1994), which makes a causal interpretation problematic. As far as we are aware, there are currently three studies which use panel data and estimate models with workers fixed effects (Benito and Oswald, 1999;Van Ommeren et al, 1999;Simonsohn, 2006). 3 Although the use of fixed effects may reduce some of the endogeneity issues, these studies still have severe limitations.…”

mentioning

confidence: 99%

See 1 more Smart Citation

Do rich households live farther away from their workplaces?

Gutiérrez‐i‐Puigarnau

Mulalic

Ommeren

2014

J Econ Geogr

View full text Add to dashboard Cite

Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in EconStor may 13-2-2012 AbstractOne of the classic predictions of the urban economic theory is that high-income and low-income households choose different residential locations and therefore, conditional on workplace location, have different commuting patterns. Empirical tests of this theory are not standard, due to reverse causation and lack of good control variables. In the current paper, estimates of household income on commuting distance are derived using residential changes in distance for a given workplace, so reverse causation is eliminated. Our results show that the long-run income elasticity of commuting distance is positive and around 0.18. The results suggest that the elasticities are higher for single wage-earners than for dual wage-earners and higher for females than for males.

show abstract

“…The econometric results of several group fixed-effects models based on equation (3) are shown in (Benito and Oswald, 1999;Van Ommeren et al, 1999;Simonsohn, 2006).…”

Section: Resultsmentioning

confidence: 99%

mentioning

confidence: 99%

Do rich households live farther away from their workplaces?

Gutiérrez‐i‐Puigarnau

Mulalic

Ommeren

2014

J Econ Geogr

View full text Add to dashboard Cite

show abstract

“…Although in general the importance of accessibility in location choices seems to have decreased (Giuliano, 1989), specific groups of people still factor time and costs related to travel into their location choice (e.g. Tillema et al, 2010;van Ommeren et al, 1999). However, residents are also confronted with the negative externalities being particularly important at the local level, potentially contributing to a reduction in local environment quality (Bateman, Day, Lake and Lovett, 2001).…”

Section: Introductionmentioning

confidence: 99%

Residential satisfaction close to highways: The impact of accessibility, nuisances and highway adjustment projects

Hamersma

Tillema

Sussman

et al. 2014

Transportation Research Part A: Policy and Practice

View full text Add to dashboard Cite

In this paper we focus on gaining insight into the residential satisfaction of households near highways, based on survey data collected among 1,225 respondents in the Netherlands living within 1,000 meters from a highway. Ordinal regression was used to study the impact of highway externalities on residential satisfaction. Moreover, we gained first insights into the reactions of people on highway adjustment projects, by studying people's expectations towards residential satisfaction as a consequence of the project with use of a multinomial logistic regression analysis. On average, 85 percent of respondents reported being satisfied with living near a highway. Regarding explanatory characteristics, subjective evaluations of air and noise nuisance and of accessibility are of comparable importance and seem to outperform objective exposure calculations or distance from the highway or access lane in explaining residential satisfaction. Moreover highway interest is directly reflected in a higher satisfaction. However, other factors such as neighborhood design, traffic safety and social cohesion are important as well. People react differently to highway adjustment plans, negative expectations being highly driven by current negative feelings towards nuisance, and positive expectations by personal interest in accessibility and a positive attitude towards cars. An important implication could be the notion that exposure is not the same as perceived nuisance, which may give reason to be cautious when making transportation planning decisions based solely on calculations. In addition, the finding that other (neighborhood) factors are also very important in explaining residential satisfaction is interesting when thinking about compensating for the negative effects of a highway in the neighborhood. Also, the results regarding reactions to an announced highway adjustment project might be used to better adjust the planning process to the characteristics of the residents in the area. Further research is necessary to deepen the results, for example through the addition of other road project locations, interviews and longitudinal data.Keywords: highway infrastructure planning, accessibility, nuisance, residential satisfaction, planned highway adjustment projects. Highlights We studied the impact of negative (nuisance) and positive (accessibility) highway externalities and a highway adjustment project on residential satisfaction near highways.  Perceived nuisance and accessibility influence residential satisfaction, but other neighborhood factors are also important.  Perceptions of accessibility and nuisance outweigh objective measures (exposure levels, distance from highway/accesslane).  Highway users show a higher satisfaction level.  Expectations towards highway adjustment projects are mixed; highway users and people who like driving in particular have more positive expectations, currently hindered people more negative expectations.3

show abstract

“…This indicates again that road pricing focussing on urban areas is not always ideal as it will not reduce urban sprawl. Another reason why a focus on long-distance travel is interesting is that job mobility and residential mobility increase with increasing commuting distance (van Ommeren et al, 1999). As non-urban residents have, on average, longer commuting trips, their job mobility and residential mobility will be higher.…”

Section: Possible Alternativesmentioning

confidence: 99%

“…Although often neglected by policy makers, road pricing can also have effects on the long run. In the longer term, car ownership may be affected while people may become encouraged to change their residential location or look for a job closer to home (Arentze and Timmermans, 2007;Banister, 2002;Eliasson and Mattsson, 2001;Tillema et al, 2010aTillema et al, , 2010bvan Ommeren et al, 1999).…”

Section: Introductionmentioning

confidence: 99%

Road pricing in a polycentric urban region: Analysing a pilot project in Belgium

Vos

2016

Transport Policy

View full text Add to dashboard Cite

In order to cope with growing car use and congestion, academics often suggest road pricing as a way to reduce car use and internalise external costs (such as congestion and air pollution). However, implementations of road pricing schemes are rather limited and mainly focus on large cities (i.e., cordon charges). Recently, the three regional governments of Belgium − a highly urbanised and polycentric country -have commissioned a pilot project of an area-wide, time-and locationdifferentiated road pricing scheme, hence differentiating charges according to the time of the day and the type of road used. Results of this project indicate that kilometres travelled by car mainly reduce in urban areas, while car use on motorways only reduces to a limited degree. Furthermore, results indicate that urban residents adapt their travel behaviour more than suburban and rural residents, probably because urban dwellers have more alternatives to travel than driving personal cars only, especially on the short run. In this paper, we will analyse the preliminary outcomes of the conducted pilot project, look into the limitations of this project and suggest an alternative road pricing scheme.

show abstract

Job Moving, Residential Moving, and Commuting: A Search Perspective

Cited by 154 publications

References 38 publications

Do rich households live farther away from their workplaces?

Do rich households live farther away from their workplaces?

Residential satisfaction close to highways: The impact of accessibility, nuisances and highway adjustment projects

Road pricing in a polycentric urban region: Analysing a pilot project in Belgium

Contact Info

Product

Resources

About