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Travel patterns in daily life differ greatly between women and men, and differences in socialisation substantially impact travel mode choice. The literature has demonstrated a higher affinity towards local public transportation and sustainability for women. Men, by contrast, show a higher affinity towards cars, technology, and innovation. However,...
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... contrast with the actual primary mode of transport, Fig. 9 provides the shares of the preferred mode of transport of women and men with and without a young child in the household. Almost half of the sample said the car and approximately 20% said the bicycle was their favourite mode of transport. These values are similar for men and women; nevertheless, the differences are significant (p < ...
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... Nevertheless, it is observed that BEVs are not an attractive solution for most women (Kawgan-Kagan, 2015). One reason for this is the low affinity for innovative technologies (Bain & Rice, 2006;Kawgan-Kagan, 2020). This result proves the importance of these factors (environment, technology, innovation) for the acceptance of sustainable urban mobility and shows that a central problem is the gendered meanings of mobility and related aspects (Kawgan-Kagan, 2015;2020). ...
... One reason for this is the low affinity for innovative technologies (Bain & Rice, 2006;Kawgan-Kagan, 2020). This result proves the importance of these factors (environment, technology, innovation) for the acceptance of sustainable urban mobility and shows that a central problem is the gendered meanings of mobility and related aspects (Kawgan-Kagan, 2015;2020). ...
Robin Law introduced a groundbreaking framework for exploring the complex impact of gender on daily mobility. The Gendered Daily Mobility Framework (GDMF), as established by Robin Law, provides a structured theoretical lens through which the influences of gender on the domain of daily mobility can be comprehensively examined. At the time, Law not only established a robust theoretical foundation, but also laid the groundwork for subsequent research by posing related research questions that point out the profound impact of gender on mobility. Building on this fundamental work, the present article (a) fills the framework with contemporary empirical evidence from an extensive literature review, and (b) extends Law's GDMF to include gendered Policy and Governance, examining their role in shaping gendered mobility. It highlights persistent gender inequalities in mobility, driven by socio-cultural norms, economic factors and policy decisions, and proposes the integration of gender-sensitive approaches into transport policy and planning.
... The difference in rankings for driving less between urban and regional respondents is likely to reflect a structural constraint, where individuals in regional areas have greater car dependency and limited access to alternatives (Carroll et al., 2021). Gender differences in rankings for driving less may reflect a mix of structural, intrapersonal, and interpersonal barriers, where women may have greater parenting responsibilities and greater safety concerns about alternatives such as public transport or cycling (Carroll et al., 2020;Craig & van Tienoven, 2019;Kawgan-Kagan, 2020;Ouali et al., 2020). The gender difference in rankings of reducing beef consumption is likely to reflect an intrapersonal barrier for men. ...
Communities have a strong role in protecting biodiversity. In addition to participation in restoration, a range of actions in the public or private sphere may support biodiversity. Despite this, there is a lack of clarity about what actions should be prioritized for behavior change campaigns. We developed and applied a method to prioritize community actions for biodiversity conservation that incorporates an expert‐based assessment of impact and a community‐informed measure of the likelihood of uptake. In stage 1, experts (n = 143) completed a survey that quantified the relative impact of actions based on best–worst scaling of perceived impact. In stage 2, surveyed community members (n = 3200) ranked the likelihood of adopting actions based on the ease or difficulty of performing each action, and the opportunity for change based on the proportion of respondents not yet engaging in each behavior. Experts gave the following actions the highest ranking for impact: voting for the environment (first), participating in restoration in ecological priority areas (second), and purchasing and protecting remnant bushland (third). When considering the disciplinary background and institutional background of experts, voting and participating in restoration activities remained in the upper ranked options. However, there was some divergence between these groups. For example, reducing beef consumption was ranked third by university‐based experts but ranked 28th by experts based in state government. Overall, community members ranked the following behaviors as most likely to be adopted: following quarantine laws (first), reducing plastic use (second), and managing pets (third). Top likelihood ranking of actions was minimally affected by community characteristics (nature relatedness, gender, location). Integrating these findings, the action ranked most favorably for impact, likelihood, and opportunity was participating in restoration. Choosing actions for behavior change campaigns requires consideration of the entire social–ecological system—from social factors that enable or constrain adoption to the ecological impact of actions across relevant social and ecological contexts.
... Last-mile delivery has a growing scientific interest from various audiences. Greener transport involves studies on major trends as application of smart data and circular economy [1], sustainable mobility [2], also specific relatively innovative recent trends such as car sharing [3], e-scooter sharing [4], gender-specific influence on choices [5], age factor in greener choices [6]. Greener last-mile delivery frequently overlaps with technical, socio-economic aspects, and economic (costs-gains) factors, at the same time with personal and non-economic factors. ...
The European Green Deal targets to limit emissions by applying sustainable and greener technologies in transport, including last-mile delivery services. The aim is to estimate the potential impact of application of greener last-mile delivery technologies in the companies on sectoral and regional development in Latvia, using the input-output approach applying the latest data set of 2020 for Latvia. The economy is disaggregated according to the NACE 2-digit level into 64 economic activities and regional development additionally into 5 regions (Riga, Vidzeme, Kurzeme, Zemgale, and Latgale). The bottom-up approach is used. According to NACE, postal and courier services (H53) are selected as the main focus in the research reflecting last-mile delivery services. Sweden is used as a benchmark country as Sweden is already having one of the greenest transport sectors. Modelling results argue that if the postal and courier services in Latvia apply a greener technology that already exists (possible, achievable technology, not just in theory), then the total value added declines by -0.1% due to lower intermediate consumption for manufactured products. The most positive impact is on services (as warehouse services, employment services, wholesale trade services), however, the services auxiliary to financial services and insurance services, air transport services, paper and its products have the most negative impact. The modelled regional results claim that the major negative impact is in the metropolitan areas (Riga region), medium – Kurzeme and Latgale, minimal impact – Vidzeme and Zemgale. The findings are valuable to the companies in the industries that might be affected due to the shift towards other technologies and practices, as well as for the national government and EU institutions in policymaking.
... However, the findings also correspond to existing research findings (Wills, 2005;Grünhage and Reuter, 2021). Likewise, both the regression and the path model show that there is a strong policy preference towards individual car use among males and people in Western Germany, which is supported by other research findings (Weber and Perrels, 2000;Kawgan-Kagan, 2020). Both models also show that partisan identities significantly affect such a car-related policy preference, but the regression model entails more detailed information on these dynamics: it shows that people with CDU, FDP and SPD partisan identities have significantly stronger preferences for this policy. ...
Emotions are gaining increasing attention in public policy. Policy process research so far has focused on the effects of emotions rather than their roots. In social psychology, emotions are a central part of social identity theory (SIT), and the relevance of social identities in the policy process (SIPP) has recently been acknowledged. This raises the question of how the identification with social groups is linked to emotions related to policies and policy preferences. Filling this research gap, this article analyses social identities and resulting emotions as potential explanations for public policy preferences. The findings reveal that the strength of social identities is a significant predictor for policy-related emotions. However, it also shows that the explanatory power of social identities and related emotions differs by policy field. Our results have implications for the study of social groups and emotions and for understanding and overcoming conflicts between people with different identities and emotions.
... The connection between mobility and gender has been the focus of research since the 1970s (Law, 1999), and studies fields have been mainly limited to developed countries (Miralles-Guasch et al., 2016;Lee, 2017;Uteng & Tuner, 2019;Gauvin et al., 2020;Hidayati et al., 2020;Kawgan-Kagan, 2020;Pirra et al., 2021; Rodríguez De La Rosa et al., 2022;Chen et al., 2023;Chidambaram & Scheiner, 2023). Largely due to the unavailability of data, gender mobility has rarely been studied in southern contexts, even though greater mobility differences exist between both genders, where women face many challenges in accessing transportation facilities, coupled with sociocultural constraints that significantly impact their right to the city (Adeel et al., 2017;Nasrin & Bunker, 2021;Howe, 2022;Kacharo et al., 2022;Macedo et al., 2022;Porter et al., 2022;Alizadeh & Sharifi, 2023;Murphy et al., 2023;Parker & Rubin, 2023;Vanderschuren et al., 2023;Nasrin & Chowdhury, 2024). ...
... The table above clearly shows how women and men in the Sahel move differently, use different means of transport and face different restrictions in their daily movements. The statistical results highlight the dominance of two modes of transport: walking, which is used more often by women (38.9%) than by men (33.7%), and the private car, with one in four trips for men (of which 87.5% are drivers) and only one in six trips are for women (with around 57.7% as passengers) (Bellmann et al., 2020;Kawgan-Kagan, 2020;Havet et al., 2021;Nasrin & Bunker, 2021 ;Pirra et al., 2021;Abdullah et al., 2022;Chidambaram & Scheiner, 2023;Murphy et al., 2023). This is due to the fact that women are less likely to have a driving license compared to men (Fig.2). ...
The integration of gender into questions of everyday mobility has been the focus of scientific research for several years. Despite the breadth of this topic, few studies on gender mobility are conducted in southern countries. This article attempts to fill this knowledge gap and paint a portrait of women's travel behavior in Tunisia. The study area is the Tunisian Sahel, which was studied as part of a household travel survey conducted in 2019. Based on 2,021 observations, a descriptive analysis of mobility behavior was carried out, providing information about the main travel patterns for both genders in this region. Our analysis deviates from the traditional approach of categorizing women as a unified group, and examining their mobility on an individual basis by considering their income levels. Significant differences were observed between the two genders, which are influenced by the socio-cultural context of Tunisian women and their financial situation. The majority of women are less mobile than men, as more complex journeys are limited to the vicinity of home, and they often rely on public transport. As financial conditions improve for women, travel tends to become easier. Comparing the analytical results of our study with scientific references reveals numerous similarities and differences.
... This indicates that the behavioral aspects that support sustainable development still need to be improved. This is in line with the findings which state that behavioral aspects are aspects that need further improvement in encouraging a sustainable lifestyle [5,[20][21][22]. ...
The rapid development of science and technology has caused changes in all aspects of human life, including the attitude of concern for nature and human lifestyles. The purpose of this study is to describe gender differences in the attitude of caring for nature to support sustainable development. This research was conducted using a descriptive method involving 54 prospective physics teacher students at a university in Tasikmalaya, consisting of 26 males and 28 females aged 19-23 years. Data were collected by using a questionnaire on caring attitudes towards nature and a sustainable lifestyle. The collected data are processed by determining the average percentage of their answers. The results showed that the attitude of caring for nature and the sustainable lifestyle of female students was higher than that of male students. Females have an average percentage of 86.1% (high category) and males have a percentage of 82.9% (high category). Several recommendations were delivered to prospective physics teacher students, especially for the males, to effectively increase their awareness of nature and collaborate with females to promote sustainable development. Keywords: Gender Differences, Attitude of Caring, Sustainable Development
... These will bring a positive attitude toward the environment, the skills required to identify and solve environmental problems, and the motivation and ability to participate (Jacobson et al., 2006). However, several studies say that gender difference impacts environmental concerns and behaviors and state that females tend to be more environmentally concerned than males (Hunter et al., 2004;Kawgan-Kagan, 2020;Lee, 2009). However, it is difficult to determine if females have better education than males. ...
With time it is getting more difficult to solve environmental issues as several people are unaware of the current environmental concerns. Using the ecological footprint analysis, people can know their daily use of natural resources. Therefore, this study aims to determine the ecological footprint of people in Solo, Indonesia. We applied the Ecological Footprint Test to the 152 respondents that consist of students, academicians and ordinary people. Through survey and questionnaire, this study found the relationship between different statuses of occupation and determined which category was more eco-friendly. Furthermore, this study hypothesized about the effects of education level on the use of natural resources and explained that educational level does affect the use of natural resources. Regression analysis was used to examine the determinant of ecological footprint score of the Solo people. The result showed that the estimated parameter of education has positively significant to the ecological footprint of the people of Solo. The higher the education, the higher the ecological footprint score of the Solo people. This is indirectly related to mobility and the goal of earning more income for those with higher education. Therefore, their consumption of natural resources is higher than that of ordinary people. The economic improvement is directly proportional to increases in income and natural resources.JEL Classification P18; Q01; Q30To cite this article: Mulyawan, M. F., Antriyandarti, E., and Son, H. N. (2024). Ecological footprint and the wealth of people from a socio-ecological point of view. Journal of Socioeconomics and Development, 7(1), 14-23. https://doi.org/10.31328/jsed.v7i1.4218
... It can be said that the negative coefficient of the gender dummy shows that women are more willing to pay to maintain the rice paddy ecosystem than men. It is consistent with the results of previous studies that show gender differences in environmental value [14][15][16]. ...
Agricultural land is an important ecosystem that is essential for human life, and rice paddies, in particular, provide many ecosystem services such as food production and the maintenance of biodiversity. Although the value of rice paddy wetlands is high, they are rapidly disappearing due to urbanization and development. This study aims to estimate the monetary value of the rice paddy wetland ecosystem and investigate the proportion of benefits for each rice paddy wetland function to provide policy implications for rice paddy wetland management. To this end, this study conducted a survey with 988 South Korean citizens regarding rice paddy wetlands and adopted the contingent valuation method (CVM) with various approaches (double-bounded dichotomous choice pooled model, double-bounded dichotomous choice panel model, pseudo referendum model, open-ended question model, etc.). Considering the characteristics of each approach, the present value of the total willingness to pay (WTP) per household was estimated to range from 327 to 347 USD. When extrapolated to the entire country, the total WTP of all households in South Korea is estimated from 6.7 to 7.1 billion USD. This study also finds that households have an average WTP distribution ratio by paddy wetlands function as follows: food supply 33.8%, biodiversity 27.2%, disaster and pollution control 24.2%, and cultural services 14.8%. These findings have policy implications by providing valuable insights for decision-making in determining the priority and allocation levels of financial resources in the future design of policies related to paddy wetlands.
... Studies including [65][66][67][68] have revealed that females care more for the environment compared to males, often because of gendered roles and socialization practices within home. In the domestic setup, females are said to be the regular water managers [69]. ...
Due to climate change and increased urbanisation, the current level of freshwater withdrawals and corresponding water usage in Uganda has increased, affecting the availability of these resources and becoming a concern. Education can play a crucial role in providing support to and training students on sustainable water use, both at home and in relation to school activities. Therefore, it is imperative that the education system develops actions, approaches and materials to achieve this goal. The paper assesses the current state of existing Ugandan education on this subject, by identifying the water-related topics currently featured in the curriculum at different class levels, with the aid of questionnaires conducted in four schools in Uganda. Three questionnaires (one for primary school pupils, one for secondary school pupils and one for teachers) were designed for collecting targeted data, and thematic analysis was adopted to analyse the data collected. The results revealed important insights regarding students’ behaviours towards water usage at home. They also revealed that water sustainability topics are delivered in the science curriculum at the primary level, as opposed to geography at the secondary level, confirming that overall, there is a lack of integrated practical teaching incorporated within the courses currently taught in Ugandan schools.
... Studies have shown that women living in urban areas experience the greatest anxiety at waiting areas of public transport stations and stops (Ceccato & Nalla, 2020;Coppola & Silvestri, 2021;Loukaitou-Sideris et al., 2009;Ouali et al., 2020). Although women rely more heavily on public transport than men (Duchene, 2011;Kawgan-Kagan, 2020), the fields of transportation planning and mobility innovation remain male-dominated (Criado-Perez, 2019;Kawgan-Kagan, 2020;Priya Uteng, 2021). For these reasons, it is vital to adopt gender-sensitive mobility policies and to adapt such facilities to the needs and demands of women. ...
... Studies have shown that women living in urban areas experience the greatest anxiety at waiting areas of public transport stations and stops (Ceccato & Nalla, 2020;Coppola & Silvestri, 2021;Loukaitou-Sideris et al., 2009;Ouali et al., 2020). Although women rely more heavily on public transport than men (Duchene, 2011;Kawgan-Kagan, 2020), the fields of transportation planning and mobility innovation remain male-dominated (Criado-Perez, 2019;Kawgan-Kagan, 2020;Priya Uteng, 2021). For these reasons, it is vital to adopt gender-sensitive mobility policies and to adapt such facilities to the needs and demands of women. ...
... However, as results of this study overall indicate gender differences, with women's stronger preference for more greenery, we highlight the importance of a gender-specific approach to greenery and public transport buildings. Stressing women's greater dependence on public transport and their poor representation as decision-makers within the mobility sector (Criado-Perez, 2019;Kawgan-Kagan, 2020;Priya Uteng, 2021) may lead to the appointment of more female decisionmakers/designers and thus foster the introduction of more greenery at railway stations. ...
The increasing density of urban spaces and buildings is undermining public health. To compensate, there is a growing trend towards biophilic design, including at one of the most frequented and highly functional sites: railway stations. Previous studies have confirmed the economic feasibility of station greenery and users' preference for this but also their reluctance to pay for greenery compared to other services. One research gap is the lack of consideration given to the full range and dose-response correlation of urban cultural ecosystem services provided by station greenery. To fill this gap, we present the development and implementation of a method using static 2D representations of virtual reality scenes generated from a digital twin. In a between-subjects experiment (N = 352), participants were randomly assigned to assess one of three levels of greenery by means of a six-item semantic differential. Supported by statistically significant differences between groups, we could identify improvements in well-being, aesthetics, stress reduction, perception of safety, psychological noise reduction and identity. Further, women were found to prefer higher levels of greenery than men. Based on our results, we recommend applying the method to evaluate planning options and that (more) greenery be introduced at metropolitan stations as part of biophilic design.
