Job Access and Employment among Low-Skilled Autoless Workers in US Metropolitan Areas

By Mizuki Kawabata. 2003

213 citations recorded by the source corpus.

Focusing on low-skilled workers, I present an empirical analysis of the relationship between transit-based job accessibility and employment outcomes for workers without automobiles. The metropolitan areas examined are Boston, San Francisco, and Los Angeles. Two essential components of the analysis are the calculation of refined job-access measures that take into account travel modes as well as the supply and demand of the labor market, and the incorporation of job-access measures into multinomial logit models. The results indicate that improved transit-based job accessibility significantly augments both the probability of being employed and the probability of working 30 hours or more per week for autoless workers in San Francisco and Los Angeles. Further, in these two areas, job accessibility has a greater effect for autoless workers than for auto-owning workers. Job accessibility plays a more significant role in employment outcomes for autoless workers in San Francisco and Los Angeles, highly auto-dependent areas, than it does in Boston, a more compact area with relatively well-developed transit systems. The empirical findings hold important implications for the theory and policy debate surrounding spatial mismatch.

Subfields: Automotive Engineering, Transportation

View Paper: https://www.semanticscholar.org/paper/f7bd9e8690a89e0d86f0de318f2c4fe1996b8911

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In Automotive Engineering

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Citations in the corpus

Race, space, and unemployment duration (2005, methodology): “Others minimize the portance of residential location in influencing labor market outcomes (see, for exa Ellwood [2]) or point to the prevailing importance of auto ownership in determining income workers’ job accessibility and subsequently employment status (see, for ex Ong [12], Kawabata [9], Sanche”
Assessing equity in transport accessibility to work and study: The Bogotá region (2017, background): “A clear example of the influence of transport on access to opportunities, and one of the most recurrent analyses in the international literature, is access to employment (Alam, 2009;Hess, 2005;Kawabata, 2003;Korsu and Wenglenski, 2010;Levinson, 1998;Sanchez et al., 2003).”
Job Accessibility as an Indicator of Auto-Oriented Urban Structure: A Comparison of Boston and Los Angeles with Tokyo (2006, background): “This result is consistent with the findings of previous studies examining job accessibility for low-skilled or lowwage workers (Kawabata, 2002; 2003a; Shen, 1998; 2001).”
Nonwork Accessibility as a Social Equity Indicator (2015, methodology): “…as the cost variable (for example, Ong and Blumenberg 1998), travel time is the most common measure of cost and the one used in this study (Cervero et al. 2002; Grengs 2004; Handy 1993; Helling 1998; Hess 2005; Kawabata 2003; Krizek 2003; Sanchez et al. 2004; Shen 1998; Wachs and Kumagai 1973).”
Modelling travel time in urban networks: comparable measures for private car and public transport (2013, background): “Modal comparisons are also interesting from the social equity point of view: people who are not driving for financial, physical or lifestyle-related reasons may face considerable difficulties in accessing services and opportunities (Kawabata, 2003; Martin et al., 2002).”
Beyond the Spatial Mismatch: Welfare Recipients and Transportation Policy (2004, background): “As a consequence, welfare recipients who rely on public transit can reach far fewer jobs than those who travel by automobile (Blumenberg and Hess 2003; Blumenberg and Ong 2001; Kawabata 2003; Shen 1998).”
Toward Equitable Transit: Examining Transit Accessibilityand Social Need in Toronto, Canada, 1996-2006 (2013, background): “The concept of transportation mismatch may be a better explanation for why disadvantaged neighbourhoods or populations sometimes have difficulty accessing jobs other than the physical distance between home and work (Kawabata, 2003; Ong and Miller, 2005).”