The trade-off between trips and distance traveled in analyzing the emissions impacts of center-based telecommuting

Mokhtarian, Patricia L.; Varma, Krishna

doi:10.1016/s1361-9209(98)00018-2

Cited by 74 publications

(47 citation statements)

References 13 publications

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“…In addition, a 1 per cent increase of traffic leads to an increase of air pollution in the range of 3.2-4.3. The estimates are consistent with earlier findings, where the largest part of the pollution due to traffic is observed to NO 2 , PM 10 and CO, since these pollutants are linked more with the traffic and vehicle travelling Mokhtarian and Varma, 1998). The same holds for the relationship between teleworking and air pollution.…”

Section: Regression Estimatessupporting

confidence: 91%

Teleworking Effect on Traffic and Air Pollution

Giovanis¹

2017

Preprint

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Traffic congestion is one of the foremost problems confronted by the urban and suburban tenants of today. Traffic congestion increases vehicle emissions and degrades air quality. Urban planners and policy makers have consequently been always investigating choices to alleviate traffic congestion and to enhance air quality. Teleworking is one option that has received significant consideration and has been studied in the recent past. The aim of the study is to explore the relationship between teleworking, air quality and traffic in Switzerland. The analysis relies on panel individual and household level data over the period 2002-2013. We examine five main air pollutants; the sulphur dioxide (SO 2 ), the ground-level ozone (O 3 ) the nitrogen dioxide (NO 2 ), the carbon monoxide (CO) and the particulate matter less than 10 microns (PM 10 ). Based on the fixed effects estimates, teleworking reduces traffic volume by 1.9 per cent. Furthermore, the reduction observed on air pollution is higher for NO 2 , CO and PM 10 ranging between 3.3-3.7 per cent, followed by O 3 at 2.3 per cent and SO 2 at 2.1 per cent. According to instrumental variable (IV) approach and the two stage least squares (2SLS) method, the effect is higher ranging between 2.6-4.1 per cent. The respective reduction on traffic becomes 2.7 per cent. Overall, the main concluding remark of the study is that teleworking can be a promising tool for urban planning and development, focusing at the traffic volume reduction, and the air quality improvement. Additional policy implications of teleworking and its beneficial effects for the society are further discussed.

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Section: Regression Estimatessupporting

confidence: 91%

Teleworking Effect on Traffic and Air Pollution

Giovanis¹

2017

Preprint

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“…For the Netherlands, Van Reisen (1997) found an average commute distance of 38 kilometres for telecommuters while in 1995, the average commuting distance in the Netherlands for regular commuters was 21 km (CBS 1995). Mokhtarian and Salomon (1997), Mokhtarian and Varma (1998) and Giuliano (1998) also show that commuting distances are larger for telecommuters than for regular commuters. Thus, telecommuting facilitates longer commuting distances in physical space with a lower commuting frequency than regular commuters (Ellen and Hempsted 2002).…”

Section: Residential Locational Preferencesmentioning

confidence: 88%

Telecommuting and residential locational preferences: a case study of the Netherlands

Muhammad

Ottens

Ettema

et al. 2007

J Hous and the Built Environ

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Traditionally, along with stages of the life cycle and changes in people's Wnancial status and their household composition, the commute distance has been identiWed as one of the main explanatory factors for residential locational preferences and subsequent migration Xows. In the Netherlands, telecommuting is rapidly becoming popular and is expected to aVect residential locational preferences. A hypothesis that can be raised is that telecommuting has an impact on the eVect that commute distance has on residential preferences. Based on this hypothesis, this paper investigates the role of telecommuting alongside the traditional factors currently explaining residential locational preferences. The paper provides evidence that, in the Netherlands, telecommuting has enabled people to commute longer distances. The eVect of telecommuting on the probability of relocating, however, is not signiWcant. Telecommuting appears to have a limited eVect on residential location preferences, but traditional factors, such as life cycle stages, remain the dominant explanatory factors.

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“…Aspects of the evaluation other than those reported here (e.g. preference models, employee and manager attitudes toward telecommuting, and transportation impacts) are presented in Stanek (1995), Stanek and Mokhtarian (1998), , Mokhtarian and Varma (1998), Balepur et al (forthcoming), and Varma (1997). As various related research projects using the same data are still in progress, additional analyses will be forthcoming as well.…”

Section: The Research Context and Datamentioning

confidence: 99%

Duration and frequency of telecenter use: once a telecommuter, always a telecommuter?

Varma

Stanek

et al. 1998

Transportation Research Part C: Emerging Technologies

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The study of temporal patterns of telecommuting is essential in understanding the adoption of telecommuting and, hence, the impacts of telecommuting on the demand for equipment and services as well as the demand for travel. This research examines, in the context of center-based telecommuting, how often individuals telecommute, the duration of their telecommuting participation, and causes of attrition among telecommuters. It also presents related ®ndings from previous studies of home-based telecommuting. Attrition at the telecenters studied was relatively high, with 50% of all telecommuters quitting within the ®rst 9 months. The average telecommuting frequency across the sample was 22% or about 1.1 days per week. Nearly 64% of the participants telecommuted less than 1 day per week on average. The relationship between frequency and duration appears to be complex, with partially counteracting trends. The results suggest that there is a stable segment of the sample (stayers) who are committed higher-frequency telecommuters, but that within the segment having a propensity to quit, there is a slight but statistically signi®cant tendency for higher-frequency telecommuters to quit sooner. The motivations of participants for quitting the program were investigated. The most frequent type of reason given was job-related (cited by more than a third of all quitters). Other important reasons were supervisor-related (16%) and closure of the center (12%). No one cited dissatisfaction with telecommuting as a reason for quitting, and most quitters expressed a desire to continue telecommuting from the center. #

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The trade-off between trips and distance traveled in analyzing the emissions impacts of center-based telecommuting

Cited by 74 publications

References 13 publications

Teleworking Effect on Traffic and Air Pollution

Teleworking Effect on Traffic and Air Pollution

Telecommuting and residential locational preferences: a case study of the Netherlands

Duration and frequency of telecenter use: once a telecommuter, always a telecommuter?

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