Benjamin Motte Baumvol
@u-bourgogne.fr
Universite de Bourgogne
Scopus Publications
Scholar Citations
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Scopus Publications
Benjamin MOTTE‐BAUMVOL
Wiley
Benjamin Motte-Baumvol and Tim Schwanen
Elsevier BV
Benjamin Motte-Baumvol, Julie Fen-Chong, and Olivier Bonin
Springer Science and Business Media LLC
Davi Garcia Lopes Pinto, Carlos Felipe Grangeiro Loureiro, Francelino Franco Leite de Matos Sousa, and Benjamin Motte-Baumvol
Elsevier BV
Benjamin Motte-Baumvol, Leslie Belton Chevallier, and Olivier Bonin
Informa UK Limited
Eugênia Viana Cerqueira and Benjamin Motte-Baumvol
Elsevier BV
Eugênia Dória Viana Cerqueira, Benjamin Motte-Baumvol, Leslie Belton Chevallier, and Olivier Bonin
Elsevier BV
This research provides new evidence about the relationship between travel behavior, workplace diversification, and environmental impact in the United Kingdom using data from the National Travel Survey for the period between 2002 and 2017. The path analysis approach based on SEM handles both direct and indirect effects and allows for a comprehensive study of travel behavior, trade-off effects, and work and non-work trips. The results suggest that workplace diversification is often reflected by longer average distances for work trips, which are often associated with more remote residential locations. Findings also show that for some categories, such as teleworkers and home-based workers, trade-off effects are observed between work and non-work trips, which increase CO2 emission levels.
Benjamin Motte-Baumvol and Olivier Bonin
Springer Science and Business Media LLC
In travel surveys, immobility is often approached as a technical issue that needs to be dealt with in order to measure mobility more accurately. By covering mobility patterns over a full week, the 2008 French Travel Survey allows immobility to be analysed other than as a marginal and random phenomenon. For working days alone, 28.8% of the adults in the survey had experienced one or more immobility episodes. By considering the intensity of immobility, and by introducing latent variables into Structural Equation Modelling, we have been able to propose a model with reasonable explanatory power. Our findings agree with previous studies and also show that within suburban or rural areas, access to shops or the type of local residential fabric are also factors that influence the number of immobile days. In addition, our findings show that the effects of the determinants differ between categories of individuals, notably between working adults and students on the one hand, and between retired and non-working people on the other.
Leslie Belton Chevallier, Benjamin Motte-Baumvol, Sylvie Fol, and Yves Jouffe
Elsevier BV
Living on low incomes and in a car-dependent area is often interpreted as a double burden for households, even if the two characteristics are often interdependent. While their capacity for mobility is lower, low-income households in outer suburban areas are nonetheless mobile. Their capacities in this domain should not be underestimated or overlooked. They can command a set of alternative practices or expedients to deal with car-related economic stress by a set of resources derived essentially from spatial proximity. This article aims to present and analyse the diversity of these expedients for the case of outer suburban areas around Paris and Dijon. The analysis of mobility adjustments by low-income households is based on interviews of 45 households in 2011. Our results show that mobility expedients make it possible for low-income households to continue to reside in car-dependent areas by reducing their trips and by using local resources and networks to lower the costs of their car dependency. The contribution of our work is to show the intensity of these practices, which create a structured and collectively or socially built alternative system to solo car use.
Caroline Gallez and Benjamin Motte-Baumvol
University of Deusto
<p>“La movilidad inclusiva” es parte de las prioridades políticas definidas por numerosos países europeos para referirse a la dimensión social del transporte o las políticas de movilidad cotidiana. De forma general, la inclusión se refiere a la cohesión social, que ha sido uno de los objetivos declarados de la Unión Europea desde el inicio de los años 2000. Como mecanismo para facilitar el acceso a las oportunidades (empleo, comercio, servicios, etc.), la movilidad individual es actualmente considerada un prerrequisito necesario para la participación de las personas en las actividades sociales. En contraste, la inmovilidad o “ausencia de movilidad” sería un factor de exclusión social. Sin embargo, en razón de la ambigüedad de la movilidad, que puede considerarse un recurso esencial (facilitador de acceso a oportunidades en el contexto de una dispersión mayor de las actividades) o un coste (monetario, medioambiental, físico); un derecho básico o un precepto político para movilidad (los objetivos políticos de la movilidad pueden esconder algunas contradicciones). Este artículo se concentra en diferentes problemáticas en relación a la movilidad inclusiva en Europa. Para empezar, presentamos cómo el lema de la “movilidad inclusiva” es utilizado en los documentos oficiales de la Comisión Europea. Posteriormente, se analiza cómo la cuestión de la movilidad inclusiva ha emergido en Francia y en el Reino Unido, en relación a la generalización del problema de la exclusión social. Se completará esta visión de políticas públicas ofreciendo un panorama de las desigualdades sociales en relación a la movilidad cotidiana en diferentes países europeos. Finalmente, se argumenta la necesidad de evolucionar desde una prioridad política de la movilidad inclusiva hacia la accesibilidad inclusiva, considerando que las políticas de movilidad, como elemento favorecedor de la dispersión de las actividades, pueden incrementar la presión sobre los grupos sociales desfavorecidos para ser móviles.</p><p><strong>Recibido</strong>: 09 enero 2017<br /><strong>Aceptado</strong>: 06 marzo 2017<br /><strong>Publicación en línea</strong><span>: 02 mayo 2017</span></p>
Benjamin Motte-Baumvol, Carlos David Nassi, Gregório Coelho de Morais Neto, Larissa Lopes, and Patrícia de Aquino Lannes Brites
OpenEdition
Ce travail, portant sur la region metropolitaine de Rio de Janeiro, interroge l’augmentation generalisee des distances et des durees moyennes des deplacements domicile-travail a partir des Enquetes Menages Deplacements de 2002 et 2012. Nous verrons que cette augmentation est inegalitaire au sein de la population, en fonction notamment de la zone de residence ou du niveau d’education des personnes etudiees. Pour autant, si les actifs ayant un faible niveau de scolarite et residant dans les quartiers les plus modestes connaissent des durees elevees de deplacements domicile-travail, les plus fortes durees de deplacements concernent les habitants des nouveaux quartiers ou communes de la classe moyenne aisee telles que Barra da Tijuca et Niteroi.
Benjamin Motte-Baumvol, Olivier Bonin, and Leslie Belton-Chevallier
Springer Science and Business Media LLC
The present article looks to pinpoint explanatory factors for the sharing of escorting of children in dual-earner families. It proposes a detailed analysis of inequalities and interactions in dual-earner families when it comes to escorting children by taking into account the characteristics of trips to and from school for children, the characteristics of the parents’ occupations, and the characteristics of the household. Compared with earlier research, the model considers more detailed data about the escorts’ jobs, such as specific working hours, which provide a better understanding of the constraints on parents and insight into the choices made when both parents are in a position to escort their children. The findings depart somewhat from those of earlier work on the question because more specific data are considered. They show a marked gender inequality in escorting because mothers in dual-earner families do more than two-thirds of the escorting. But the factors explaining the sharing of escorting act almost symmetrically for both parents, with the effect of work starting and finishing times being preponderant. These models confirm that the inequality kicks in ahead of this: mothers in dual-earner households are more often than fathers in jobs with short working hours and which are more compatible with escorting.
Benjamin Motte-Baumvol, Olivier Bonin, Carlos David Nassi, and Leslie Belton-Chevallier
SAGE Publications
In Rio de Janeiro, immobility or the share of people with no journeys on any given day is very high (46%). Immobility has a marked geographical dimension in what is a segregated city. But income has only limited explanatory power. The population structure, with high proportions of people who are not in the labour force and who are unemployed, accounts for the high levels of immobility in the poor districts. Although population structure effects prevail, spatial factors such as the severance effect also account for differences between districts. Indeed, Rio de Janeiro features many different types of barriers that affect immobility in several districts and for several population groups. These barriers may be physical or symbolic and perceptive. This study proposes therefore to identify the scope of those barriers as they affect immobility. Our findings from the latest household travel survey available for the metropolitan area of Rio de Janeiro (2003) illustrate the effects of the two types of barrier, physical or symbolic and perceptive, on immobility that more specifically mark out certain categories of individuals such as housewives, the elderly, the unemployed or poor workers. Conversely, the wealthier active population seems to be little affected by the two types of barriers under study. Lastly, our results show that social fragmentation does not lead to greater immobility of favela populations in the heart of rich districts, but on the contrary to increased mobility, especially for the working age population in employment or looking for employment.
Tooran Alizadeh Fard
Routledge
Benjamin Motte, Anne Aguilera, Olivier Bonin, and Carlos D. Nassi
Elsevier BV
Limiting commuting trips in major cities is important from the environmental, social and economic standpoints. In order to design policies that aim to change commuting practices it is, however, necessary to have acquired a good understanding of the trips in question and their determinants. However, these trips have been subjected to very little study in the cities of developing countries. This paper is concerned with the Rio de Janeiro Metropolitan Area (RJMA), and sets out to test the influence of “classical” socioeconomic and spatial variables on the distance and duration of the commuting trips of the region's inhabitants, especially those with the lowest incomes. The main original feature of this research is that it includes jobs in the informal sector. The results show that, all other things being equal, commuting distances and times are shorter for the informal sector, and people walk more from their homes to their place of work because jobs in the informal sector are more dispersed than jobs in the formal sectors. The notable exception is personal and household services for which employees (who are mainly women) live a long way from the city center where wealthy families (and their jobs) are concentrated.
Paul Cary and Sylvie Fol
Lavoisier
Car dependency of peri-urban territories is the result of the absence/lack of shops and services. It also raises the question of its sustainability. Internet and more especially e-shopping are a credible alternative for supplies to households in such kind of spaces. In fact, e-shopping is a way to reshape shopping practices and travels of households. By using interviews and questionnaires in Cote-d’Or and Seine-et-Marne, specific practices appear and contribute to enforce a peri-urban inhabiting where urban or city is kept at bay and where local moorings are valued. Peri-urban households use e-shopping to compensate the lack of local stores and services near their homes. Sustainability refers both to the capacities of inhabitants to adapt or reinvent their lifestyles and to become more sober in energy consumption.
Yves Jouffe, David Caubel, Sylvie Fol, and Benjamin Motte-Baumvol
OpenEdition
Les menages pauvres qui vivent dans des territoires peu denses ne peuvent satisfaire les exigences de la mobilite automobile telle qu’elle est realisee par la majorite de la population. Ces inegalites de mobilite quotidienne ne doivent cependant pas occulter les multiples manieres d’y faire face. Cet article propose de recenser la diversite de ces ajustements, de souligner dans quelle mesure ils permettent de contrecarrer les inegalites d’acces aux ressources et de montrer comment ils se completent les uns les autres. L’article croise une analyse quantitative du recensement et des enquetes qualitatives sur plusieurs terrains afin d’eclairer la situation et les pratiques des menages pauvres habitant la peripherie de la region parisienne. Il met en evidence l’importance et la complementarite des tactiques de mobilite quotidienne, des strategies residentielles et des projets d’ancrage local. Ces trois types d’ajustements forment un systeme alternatif a la mobilite automobile. Ils suggerent a la puissance publique autant de voies d’action alternatives au deploiement de la norme de mobilite automobile.
Benjamin Motte-Baumvol and Carlos D. Nassi
Elsevier BV
In the Rio de Janeiro Metropolitan Area, almost half of inhabitants made no trips at all during the day, according to the 2002/2003 Household Travel Survey. This value is similar to that measured in another Brazilian city, Sao Paulo. The results show that, all other things equal, income has only a slight effect on the probability of being immobile. On the other hand, other factors connected with poverty, such as employment status, have a very strong effect. Inactive or unemployed workers and homemakers are the groups with the greatest number of immobile individuals. Figures are much higher in the poorer northern areas of the city than in the richer south. This strong geographic dimension of immobility is due to demographic structure effects, rather than neighborhood effects. Finally, questions surrounding the way trips are measured may also help explain high levels of observed immobility, as walking trips of less than 300 m were not included in the survey.
Benjamin Motte-Baumvol, Leslie Belton-Chevallier, Miriam Schoelzel, and Guillaume Carrouet
CAIRN
L’accessibilite des populations aux Grandes Surfaces Alimentaires (GSA) est differenciee selon les espaces. Si une tres grande majorite de periurbains n’eprouvent pas de difficultes pour y acceder, certains y font face plus difficilement. Pour ces menages en particulier, la livraison a domicile, constitue un moyen d’ameliorer leur acces en supprimant les difficultes liees aux deplacements. A partir d’une recension de l’offre et d’une enquete par entretiens aupres des principaux acteurs de la livraison a domicile de l’aire urbaine dijonnaise, nos resultats mettent en evidence une offre de livraison a domicile peu developpee et encore balbutiante. Spatialement concentree au centre de l’aire urbaine, les aires de livraison tendent a favoriser un peu plus encore les populations urbaines plus proches des GSA au detriment des populations periurbaines peripheriques.
Benjamin Motte-Baumvol and Leslie Belton-Chevallier
OpenEdition
La seconde transition demographique est associee a une diversification et une diminution de la taille des menages. Dans le contexte territorial et sociodemographique specifique du periurbain, les formes de cette transition demographique sont distinctes de celles qui ont marque les territoires urbains. En effet, une faible urbanite et la forte representation des couples avec enfants caracterisent traditionnellement les territoires periurbains. Ce type d’environnement est a priori peu adapte aux attentes des petits menages, notamment les celibataires les plus jeunes, a la recherche d’amenites urbaines proches. Ces petits menages ne cessent pourtant d’augmenter dans le periurbain francilien. Mais ces evolutions sont tres fortement marquees selon le degre d’urbanite des territoires et le passe marital des menages.
Benjamin Motte-Baumvol, Leslie Belton-Chevalier, and Richard G Sheamur
Lavoisier
Since the early 2000s there has been renewed interest in the study of gender differences in mobility. The emphasis has increasingly been on the interdependence, of spouse’s daily commutes. In this article, using mobility data from the Paris Region survey, we identify two types of dependence in chauffeuring children in dual-earner families. On the one hand, there is a ripple effect: when one spouse is chauffeuring the other has a higher probability of chauffeuring too. On the other hand, spouses share their chauffeuring trips before work and after work. However, the interdependence between spouses is asymmetrical. Women are more sensitive to their spouse’s working hours than men. Women’s probability of chauffeuring children increases with their spouse’s duration of employment, while this is not the case for men. Thus women still tend to do more chauffeuring than their spouses.
Benjamin Motte-Baumvol, Marie-Hélène Massot, and Andrew M. Byrd
SAGE Publications
The outer suburbs of Paris are home to a large number of low-income households driven from the centre by the workings of the property market. This shift could give rise to a new form of socio-spatial segregation insofar as the elevated costs of mobility in such highly car-dependent areas restrict and change these households’ mobility patterns. These effects were observed in data on three groups of working people from the 2001 global transport survey. However, the socio-spatial impact of this outward movement is significantly reduced by the residential mobility of low-income households, which move from the most car-dependent areas to denser areas with better public transport provision. The presence of social housing in these areas only partially explains these migrations. These results obtained from 1999 census micro-data cast doubt upon the emergence of a new form of segregation in the outer suburbs described by Dodson and Sipe.
Richard Shearmur and Benjamin Motte
SAGE Publications
Using Montreal as a case study, the authors investigate whether overlapping labor markets explain economic links between the suburbs and the central city. Despite interconnection between labor markets, they find only weak evidence of commuting ties between particular suburbs and the city center. However, economic functions—but also some services and amenities—are distributed unevenly across the metropolitan area. The authors suggest that other connections, such as those generated by occasional consumption activities, interfirm exchanges, and other weak ties could be explored to more fully understand the economic ties between constituent parts of metropolitan areas.
B MOTTE and E ROY
Elsevier BV
Resume En Ile-de-France, les tendences observees entre 1990 et 1999 temoignent de la poursuite des phenomenes d'etalement urbain. Les conditions de la mobilite individuelle et notamment la motorisation ne sont pas etrangeres a ces evolutions. La caracterisation de la dynamique spatiale de la motorisation francilienne est mise en evidence dans ce travail par une classification melant niveaux et evolutions de la motorisation des communes franciliennes. Si les grandes relations connues entre density, etalement urbain, desserrement des activites et motorisation sont verifiees entre Paris, la petite couronne et la grande couronne, notre analyse montre que, des lors que l'on examine les disparites au sein de la grande couronne, elles sont attenuees ou meme inverees. enThe trends observed in the Paris Region between 1990 and 1999 point to a continuation of urban sprawl. Personal travel conditions, in particular car ownership, are not unrelated to this. In this paper we have characterized the spatial dynamic of car ownership in the Paris Region by means of a classification based on the level of car ownership in the communes of the Paris Region and how this level has changed. While the major established links between density, urban sprawl, the spread of activities and car ownership have been confirmed for comparisons between the city of Paris, the inner suburbs and the outer suburbs, when one examines disparities within the outer suburbs the tendencies are less clear, or even the opposite of what one would expect to find.