scholarly journals Among four traveller types in the Greater Toronto and Hamilton Region, who uses ride-hailing?

2021 ◽  
Author(s):  
Hong Yun (Eva) Shi
Keyword(s):  
Cluster Analysis ◽  
Educational Attainment ◽  
Household Income ◽  
Employment Status ◽  
Travel Behaviour ◽  
Car Ownership ◽  
Vulnerable Group ◽  
Primary Users ◽  
Mobility Tool

Despite the rising popularity of ride-hailing, planning practitioners are still learning about the use and management of the service. This paper seeks to uncover who the primary users of ride-hailing are through a cluster analysis using traveller behaviour and mobility tool variables, where four traveller types are identified -- Multi-Modal Super-Sharers, Auto + Private Mobility Travellers, Car-Dependent Travellers, and Low Mobility Travellers. This paper finds that current auto-oriented travellers are not using ride-hailing, as demonstrated by Mobility Travellers and Car-Dependent Travellers. Additionally, ride-hailing is primarily used by non-auto-oriented travellers. The largest proportion of regular ride-hailing users, Multi-Modals Super-Sharers, are the youngest, are more educated, have access to the largest variety of mobility tools, and travel the most. For Low Mobility Travellers, the most vulnerable group based on household income, educational attainment, employment status, and car ownership, ride-hailing is filling a transportation gap. Understanding who uses ride-hailing is a key component in understanding the potential changes in travel behaviour.

scholarly journals Among four traveller types in the Greater Toronto and Hamilton Region, who uses ride-hailing?

2021 ◽  
Author(s):  
Hong Yun (Eva) Shi
Keyword(s):  
Cluster Analysis ◽  
Educational Attainment ◽  
Household Income ◽  
Employment Status ◽  
Travel Behaviour ◽  
Car Ownership ◽  
Vulnerable Group ◽  
Primary Users ◽  
Mobility Tool

Despite the rising popularity of ride-hailing, planning practitioners are still learning about the use and management of the service. This paper seeks to uncover who the primary users of ride-hailing are through a cluster analysis using traveller behaviour and mobility tool variables, where four traveller types are identified -- Multi-Modal Super-Sharers, Auto + Private Mobility Travellers, Car-Dependent Travellers, and Low Mobility Travellers. This paper finds that current auto-oriented travellers are not using ride-hailing, as demonstrated by Mobility Travellers and Car-Dependent Travellers. Additionally, ride-hailing is primarily used by non-auto-oriented travellers. The largest proportion of regular ride-hailing users, Multi-Modals Super-Sharers, are the youngest, are more educated, have access to the largest variety of mobility tools, and travel the most. For Low Mobility Travellers, the most vulnerable group based on household income, educational attainment, employment status, and car ownership, ride-hailing is filling a transportation gap. Understanding who uses ride-hailing is a key component in understanding the potential changes in travel behaviour.

Barriers to Responsible Tourist Behaviour

2019 ◽  
pp. 314-332
Author(s):  
Giacomo Del Chiappa ◽  
Mariella Pinna ◽  
Marcello Atzeni
Keyword(s):  
Cluster Analysis ◽  
Marital Status ◽  
Household Income ◽  
Employment Status ◽  
Future Research ◽  
Time Saving ◽  
Level Of Education ◽  
Managerial Implications ◽  
Tourist Behaviour ◽  
Responsible Tourism

Responsible tourism is an increasingly observed phenomenon. This study offers new insights into the factors that prevent tourists from travelling responsibly. In particular, a sample of 837 Italian travelers was profiled based on the main impediments toward responsible tourism. Findings of the study suggested that impediments toward responsible tourism are related to five main categories: ‘lack of accessibility', ‘unwillingness', ‘lack of trustworthiness', ‘stress', and ‘price'. Cluster analysis revealed the existence of four tourist segments: the ‘existential pessimists', the ‘distrustful and accessibility seekers', the ‘mindless', and the ‘accessibility and time-saving seekers'. Furthermore, a series of distribution tests (χ2) showed that significant differences exist between the segments only based on the level of education, whereas no differences were found related to gender, age, marital status, employment status, monthly household income, or association membership. Finally, managerial implications of the study are discussed, along with recommendations for future research.

Barriers to Responsible Tourist Behaviour

2017 ◽  
pp. 290-308
Author(s):  
Giacomo Del Chiappa ◽  
Mariella Pinna ◽  
Marcello Atzeni
Keyword(s):  
Cluster Analysis ◽  
Marital Status ◽  
Household Income ◽  
Employment Status ◽  
Future Research ◽  
Time Saving ◽  
Level Of Education ◽  
Managerial Implications ◽  
Tourist Behaviour ◽  
Responsible Tourism

Responsible tourism is an increasingly observed phenomenon. This study offers new insights into the factors that prevent tourists from travelling responsibly. In particular, a sample of 837 Italian travelers was profiled based on the main impediments toward responsible tourism. Findings of the study suggested that impediments toward responsible tourism are related to five main categories: ‘lack of accessibility', ‘unwillingness', ‘lack of trustworthiness', ‘stress', and ‘price'. Cluster analysis revealed the existence of four tourist segments: the ‘existential pessimists', the ‘distrustful and accessibility seekers', the ‘mindless', and the ‘accessibility and time-saving seekers'. Furthermore, a series of distribution tests (?2) showed that significant differences exist between the segments only based on the level of education, whereas no differences were found related to gender, age, marital status, employment status, monthly household income, or association membership. Finally, managerial implications of the study are discussed, along with recommendations for future research.

scholarly journals Effects of increased body mass index on employment status: a Mendelian randomisation study

2021 ◽  
Author(s):  
Desmond D. Campbell ◽  
Michael Green ◽  
Neil Davies ◽  
Evangelia Demou ◽  
Joey Ward ◽  
...  
Keyword(s):  
Body Mass Index ◽  
Educational Attainment ◽  
Household Income ◽  
Employment Status ◽  
Early Retirement ◽  
Causal Effect ◽  
Causal Effects ◽  
Mendelian Randomisation ◽  
Social Discrimination ◽  
Obesity Epidemic

Abstract Background The obesity epidemic may have substantial implications for the global workforce, including causal effects on employment, but clear evidence is lacking. Obesity may prevent people from being in paid work through poor health or through social discrimination. We studied genetic variants robustly associated with body mass index (BMI) to investigate its causal effects on employment. Dataset/methods White UK ethnicity participants of working age (men 40–64 years, women 40–59 years), with suitable genetic data were selected in the UK Biobank study (N = 230,791). Employment status was categorised in two ways: first, contrasting being in paid employment with any other status; and second, contrasting being in paid employment with sickness/disability, unemployment, early retirement and caring for home/family. Socioeconomic indicators also investigated were hours worked, household income, educational attainment and Townsend deprivation index (TDI). We conducted observational and two-sample Mendelian randomisation (MR) analyses to investigate the effect of increased BMI on employment-related outcomes. Results Regressions showed BMI associated with all the employment-related outcomes investigated. MR analyses provided evidence for higher BMI causing increased risk of sickness/disability (OR 1.08, 95% CI 1.04, 1.11, per 1 Kg/m2 BMI increase) and decreased caring for home/family (OR 0.96, 95% CI 0.93, 0.99), higher TDI (Beta 0.038, 95% CI 0.018, 0.059), and lower household income (OR 0.98, 95% CI 0.96, 0.99). In contrast, MR provided evidence for no causal effect of BMI on unemployment, early retirement, non-employment, hours worked or educational attainment. There was little evidence for causal effects differing by sex or age. Robustness tests yielded consistent results. Discussion BMI appears to exert a causal effect on employment status, largely by affecting an individual’s health rather than through increased unemployment arising from social discrimination. The obesity epidemic may be contributing to increased worklessness and therefore could impose a substantial societal burden.

Stability and mutual impact of perception of parental pressure and infants' social support – A study based on the difference between employment status and household income

2021 ◽  
pp. 002072092199705
Author(s):  
Yong Wang
Keyword(s):  
Household Income ◽  
Employment Status ◽  
Working Mothers ◽  
Social Research ◽  
Research Report ◽  
Parental Pressure ◽  
Income Levels ◽  
Significant Difference ◽  
The Difference ◽  
The Stability

The purpose of this study is to explore the stability and interaction between parental pressure and social research report, as well as the role of employment status and family income levels in this process. This study used a special study on Korean children (PSKC) 2–4 waves. Use t-test, correlation and autoregressive cross-delay modeling to analyze the data. The main findings of this study are: First, over time, parental pressure and mother’s social research report are consistent. Secondly, the pressure of motherhood and childcare has an obvious lagging effect on upbringing, and vice versa. Third, there is no significant difference between working mothers and non-working mothers in terms of the stability of working parents' pressure, social research report and social research report for children's pressure channels. However, parental pressure can only predict the social research report of working mothers. Fourth, there is no significant difference between the stability and interaction of these two structures in household income levels. In short, the results show that, over time, parental pressure is consistent with mother’s social research report. The results also show that there is a significant cross-lag effect between the mothers’ perceptions of mutual pressure analysis. In the process from parental pressure to social research report, I found the difference between working and non-working mothers. The advantage of this study is that the expected longitudinal design was adopted during infancy and the priority between the two structures can be considered. The results of this study can be used as a source of intervention plans to help parents withstand severe parenting pressure and lack of social research report.

scholarly journals Polygenic burden has broader impact on health, cognition, and socioeconomic outcomes than most rare and high-risk copy number variants

2021 ◽  
Author(s):  
Elmo Christian Saarentaus ◽  
Aki Samuli Havulinna ◽  
Nina Mars ◽  
Ari Ahola-Olli ◽  
Tuomo Tapio Johannes Kiiskinen ◽  
...  
Keyword(s):  
High Risk ◽  
Educational Attainment ◽  
Household Income ◽  
Copy Number ◽  
Copy Number Variants ◽  
Well Being ◽  
Subjective Health ◽  
Polygenic Risk Score ◽  
The Impact ◽  
Health Cognition

AbstractCopy number variants (CNVs) are associated with syndromic and severe neurological and psychiatric disorders (SNPDs), such as intellectual disability, epilepsy, schizophrenia, and bipolar disorder. Although considered high-impact, CNVs are also observed in the general population. This presents a diagnostic challenge in evaluating their clinical significance. To estimate the phenotypic differences between CNV carriers and non-carriers regarding general health and well-being, we compared the impact of SNPD-associated CNVs on health, cognition, and socioeconomic phenotypes to the impact of three genome-wide polygenic risk score (PRS) in two Finnish cohorts (FINRISK, n = 23,053 and NFBC1966, n = 4895). The focus was on CNV carriers and PRS extremes who do not have an SNPD diagnosis. We identified high-risk CNVs (DECIPHER CNVs, risk gene deletions, or large [>1 Mb] CNVs) in 744 study participants (2.66%), 36 (4.8%) of whom had a diagnosed SNPD. In the remaining 708 unaffected carriers, we observed lower educational attainment (EA; OR = 0.77 [95% CI 0.66–0.89]) and lower household income (OR = 0.77 [0.66–0.89]). Income-associated CNVs also lowered household income (OR = 0.50 [0.38–0.66]), and CNVs with medical consequences lowered subjective health (OR = 0.48 [0.32–0.72]). The impact of PRSs was broader. At the lowest extreme of PRS for EA, we observed lower EA (OR = 0.31 [0.26–0.37]), lower-income (OR = 0.66 [0.57–0.77]), lower subjective health (OR = 0.72 [0.61–0.83]), and increased mortality (Cox’s HR = 1.55 [1.21–1.98]). PRS for intelligence had a similar impact, whereas PRS for schizophrenia did not affect these traits. We conclude that the majority of working-age individuals carrying high-risk CNVs without SNPD diagnosis have a modest impact on morbidity and mortality, as well as the limited impact on income and educational attainment, compared to individuals at the extreme end of common genetic variation. Our findings highlight that the contribution of traditional high-risk variants such as CNVs should be analyzed in a broader genetic context, rather than evaluated in isolation.

scholarly journals The Effects of Mobility as a Service and Autonomous Vehicles on People’s Willingness to Own a Car in the Future

2021 ◽  
Vol 13 (4) ◽  
pp. 1962
Author(s):  
Timo Liljamo ◽  
Heikki Liimatainen ◽  
Markus Pöllänen ◽  
Riku Viri
Keyword(s):  
Public Transport ◽  
Autonomous Vehicles ◽  
Travel Behaviour ◽  
Car Ownership ◽  
Key Factors ◽  
Sustainable Mobility ◽  
Factors Affecting ◽  
Mobility Service ◽  
The Future ◽  
Mobility Behaviour

Car ownership is one of the key factors affecting travel behaviour and thus also essential in terms of sustainable mobility. This study examines car ownership and how people’s willingness to own a car may change in the future, when considering the effects of public transport, Mobility as a Service (MaaS) and automated vehicles (AVs). Results of two citizen surveys conducted with representative samples (NAV-survey = 2036; NMaaS-survey = 1176) of Finns aged 18–64 are presented. The results show that 39% of respondents would not want or need to own a car if public transport connections were good enough, 58% if the described mobility service was available and 65% if all vehicles in traffic were automated. Hence, car ownership can decrease as a result of the implementation of AVs and MaaS, and higher public transport quality of service. Current mobility behaviour has a strong correlation to car ownership, as respondents who use public transport frequently feel less of a will or need to own a car than others. Generally, women and younger people feel less of a will or need to own a car, but factors such as educational level and residential location seem to have a relatively low effect.

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