Academic literature on the topic 'Relocation choices'

This study investigated the effects of residential relocation in a sample of 282 high-risk male offenders paroled from New Zealand prisons. Initially we compared those returning to their old neighborhoods ( devil you know) and those released to a new location ( fresh start). This second category was then further divided: those released to a new location voluntarily ( fresh start-voluntary) versus those forced to start anew at the behest of the parole board that was releasing them ( fresh start-duress). All three categories were then compared on the quality of their community experiences and recidivism. Results indicated that parolees returning by choice to either their old neighborhood or a new location each were reconvicted in the first year after release at approximately the same rate; however, parolees relocating to a new area at the direction of the parole board (under duress) were reconvicted at a higher rate than those in either of the voluntary location categories. Significant group differences in ratings of community life quality were few, but there were some indications that compared with those choosing to return to a familiar location, making a voluntary residential relocation may lead to better parole experiences, particularly in terms of avoiding criminal peers, and that making a residential relocation under duress may lead to poorer parole experiences than for those returning to a familiar location.

Abstract This study aimed to elicit psychosocial reactions to relocation to nursing homes from older adults’ perspectives with a qualitative interview design. Narratives from 23 Chinese nursing home residents from Fuzhou, China in a life review program were recorded, transcribed into sentences, and analyzed with the qualitative content analysis. It revealed five stages of psychosocial reactions to relocation to nursing homes as fear, struggle, compromise, acceptance, and contribution. The first stage resulted from negative labels attached to nursing homes, disconnection to the society, difficulties in establishing new relationships, and being abandoned by their families. The second stage described the behaviors of struggle: complain about family members, think of going back home, pray to have a change, and take action to leave. The third stage described the keys to compromise: choices between maintaining the harmony in family relation and companionship of relatives, choices between professional care and family care, and choices between costs and effects of family care and nursing home care. The fourth stage described how they accept nursing home life: accept the life and yet with worries, affirm benefits of living in nursing homes, and embrace the nursing home life. The last stage resulted from sense of ownership and giving full play to self-worth. This study generated new insights into the knowledge on psychosocial reactions to relocation to nursing homes and provided both family members and nursing home staff with a direction for how to promote a smoother relocation process.

Purpose The purpose of this paper is to present issues and challenges faced during a firm’s facility relocation decision aimed at improving both cost and service performance in an innovative service context. Design/methodology/approach The reader is given background of the decision-making process behind single service facility relocation decision using a detailed case study. Key financial, operational and business data of the firm are collected, compiled and analysed. The solution methodology uses a combination of qualitative and quantitative analyses to choose the best among the three possible discrete location choices. For propriety reasons, some information has been disguised, and some data have been sanitized. Findings The factors that significantly influence relocation decision are proximity to high transaction customers, infrastructure and other input costs, customer service level requirements and extant regulations. Transportation has a direct impact on cost as well as service level. Most of the findings are in line with literature, but some of them differ too. Research limitations/implications The approach is focused on a single case study of a pooling container firm in the Indian context and thereby limits the ability to generalize the findings. Nevertheless, this study may serve as a significant starting point for future research. Practical implications Firms can create a rational, efficient and even-handed approach for relocation of facilities applying a mix of qualitative and quantitative models judiciously. It provides managers better understanding and insights and actions needed for single service facility relocation. Originality/value This work is perhaps the first on facility relocation in emerging economies covering actual interventions and experiences. It gives new insights to a limited literature of relocating single service facility reflecting both theoretical imperatives and practitioner requirements.

In this study we examined 100 pairs of monozygotic (MZ) twins to determine if lifestyle differences between control and experimental twins affected lifespan and health. We used the twin database of the Russian Humanitarian Scientific Foundation. The dependent variables were the difference in lifespan and the number of socially significant diseases between control and experimental twins. The independent variables were the differences within different psychosocial factors (education, family, children, career, prosocial behavior, religiousness, residence, relocations) between control and experimental twins. Using the ANOVA test, we obtained that career (F=11.12, p=0.000), education (F=3.272, p=0.042), living in a large city (F=6.674, p=0.008), having family (F=3.926, p=0.023) and relocations (F=3.757, p=0.046) increased lifespan. For women, one of the most significant positive factors that increased lifespan was education (F=5.992, p=0.005). For men, relocation (F=7.835, p=0.027) was one of the most significant factors that increased lifespan. Having family significantly reduced the number of socially significant diseases (F=3.477, p=0.035). Although this study represents statistically significant data showing that distinct lifestyles have different effects on lifespan and health, future studies with a database of a larger amount of MZ twin pairs are needed to confirm this data.

Purpose The purpose of this study is to explore pre-employment college graduates’ relocation tendencies based on a research framework built upon gender and cultural theories. Design/methodology/approach Relocation decisions were analyzed based on 208 college graduates enrolled in public universities in Texas, USA. Findings The relocation decision-making by college graduates differ from that for corporate employees described in previous research. First, the willingness to relocate increases as the college graduates mature. Second, gender difference in the willingness to relocate is non-significant because of the same expected norms for both genders. Instead, psychological gender affiliation, such as self-perceived masculinity, makes a difference in relocation decisions. Third, family-related variables, such as marital status and parenthood, do not influence college graduates’ relocation decisions. Last, cultural groups do not exhibit any overall significant differences. Research limitations/implications The findings provide new and complementary knowledge over previous relocation studies. Practical implications The findings enhance the understanding of career choices made by college graduates in their early career, offering valuable managerial implications in crafting staffing strategies and improving human resource management for organizations in today’s fast-changing, vibrant multi-cultural environment. Originality/value The study is focused on pre-employment relocation decision-making by college graduates from different demographic backgrounds. The study fills a major research void in relocation studies by clarifying the relocation patterns of new employees graduating from college.

The economic shock represented by the Covid19 crisis has been showing the limits of industrial policy choices such as that of the chosen globalisation model, a model characterised in particular by the relocation of “key” manufacturing activities away from EU countries and towards low-cost emerging countries. In relation to the Covid19 crisis, relocation emanates from industrial policy choices that have weakened the health filière (encompassing the chemicals & pharmaceutical manufacturing industries and the health service industry). The specific case of Ireland shows a strong manufacturing specialisation in the relatively resilient pharmaceutical industry, a strength undermined by a relatively inefficient health service industry. National policy responses have taken the form of a large number of schemes estimated to amount to some €5bn. Questions arise in terms of the ability of the EU, and of Ireland therein, to secure its health sovereignty in the future, and in terms of the implications of growing indebtedness, particularly in the euro-area.

Purpose – When current accommodation is unsatisfactory, office organisations consider relocating to new accommodation that optimally facilitates their main processes and supports image and financial yield. However, due to high vacancy levels, public opinion and governmental awareness oppose new office construction. Reusing existing buildings could be the egg of Columbus. This paper aims at answering the questions: which property characteristics are important push and pull factors for relocation? What does this mean for the decision: stay or go? Design/methodology/approach – A literature review of factors determining organisations' accommodation choices was conducted. Interviews were held with large-scale office organisations and creative organisations, discussing relocation drivers. Henceforth, a survey was held among creative organisations, collecting data about property characteristics important for their preferences. Finally, office user preferences were compared with characteristics of structurally vacant buildings. Findings – Traditional push factors like car accessibility, extension need, and location and building image remain important. Nowadays sustainability issues like reducing energy consumption and better public transportation accessibility are highly prioritised pull factors as well. Regarding the creative industries, bike- and public transportation accessibility, multi-tenancy, and ICT and meeting facilities are most important. Practical implications – Knowing office users' preferences is important to attract and retain stable tenants. If office space supply is highly aligned to end-users' demands and easily adaptable to changing needs, probably more organisations will decide to stay instead of go, leaving behind empty offices. Originality/value – This study combines data about push and pull factors with relocation decision-making, innovatively focussing on the creative industries. The data can be used to explore opportunities and risks of adaptive re-use of the existing building stock.

Background: This paper focuses on firm relocation for SMEs. A process that due to changing requirements for businesses as well as changing customer needs is a very contemporary issue. Municipalities in both Sweden and the Netherlands have seen that businesses are moving away to the larger regions, mainly due to favourable business location factors in these areas. Over 20% of businesses have considered relocating in the near future. Current literature mainly focuses on business perspectives and specific industries. Research on this topic from the municipality perspective will provide new insights on the topic of relocations. Purpose: The purpose of this study is to explore how and where municipalities can increase their influence in the relocation process in order to increase the relocation of more small and medium sized businesses to their regions. Method: This thesis makes use of a multiple case study approach, while conducting semi-structured interviews with a wide variety of SMEs from different industries that have moved in the past five years. A qualitative study will be used to research the topic, and to create a theory that can be used be municipalities on how to influence relocating SMEs. The gathered data was researched using a thematic content analysis. Conclusion: Results show that municipalities are able to increase their influence on the relocation process in several ways. Firstly, by being proactive when it comes to location drivers, ensuring that their current businesses do not leave. Proactive information provision through several channels to the SMEs that are considering relocation can positively influence relocation. Lastly municipality politics has a clear influence on relocations as it can help keep businesses embedded in their current regions. Or stimulate businesses from outside a region to relocate due to creating favourable regional characteristics.

In the modern industrialized society, a long commuting time is becoming more and more common. However, commuting results in a number of different costs, for example, external costs such as congestion and pollution as well as internal costs such as individual time consumption. On the other hand, increased commuting opportunities offer welfare gains, for example via larger local labor markets. The length of the commute that is acceptable to the workers is determined by the workers' preferences and the compensation opportunities in the labor market. In this thesis the value of travel time or commuting time changes, has been empirically analyzed in four self-contained essays. First, a large set of register data on the Swedish labor market is used to analyze the commuting time changes that follow residential relocations and job relocations. The average commuting time is longer after relocation than before, regardless of the type of relocation. The commuting time change after relocation is found to differ substantially with socio-economic characteristics and these effects also depend on where the distribution of commuting time changes is evaluated. The same data set is used in the second essay to estimate the value of commuting time (VOCT). Here, VOCT is estimated as the trade-off between wage and commuting time, based on the effects wage and commuting time have on the probability of changing jobs. The estimated VOCT is found to be relatively large, in fact about 1.8 times the net wage rate. In the third essay, the VOCT is estimated on a different type of data, namely data from a stated preference survey. Spouses of two-earner households are asked to individually make trade-offs between commuting time and wage. The subjects are making choices both with regard to their own commuting time and wage only, as well as when both their own commuting time and wage and their spouse's commuting time and wage are simultaneously changed. The results show relatively high VOCT compared to other studies. Also, there is a tendency for both spouses to value the commuting time of the wife highest. Finally, the presence of hypothetical bias in a value of time experiment without scheduling constraints is tested. The results show a positive but not significant hypothetical bias. By taking preference certainty into account, positive hypothetical bias is found for the non-certain subjects.

Over the last 100 years technological improvements in urban travel in terms of reliability and speed, has meant increased mobility for residents. This was accelerated with the advent of the automobile. It allowed many to move to the suburbs that were typified by less expensive lower density housing, and commute longer distances to their place of work. Today, in urban areas, cars are the main means of urban transport. The problem arises in major urban areas across North American when everyone tries to travel at the same time (usually during to trip to and from work). Urban areas are faced with problems of congestion (during rush hour) along with the lack of attractive transit alternatives. One aspect of this problem is examined in terms commuting habits. The purpose of this exercise is to examine the commuting habits of Justice Institute employees whose place of work moves from the West Side of Vancouver to New Westminister. In the postmove period employees made a number of decisions regarding their modal-type and residential location. These decisions may have a significant impact on their activities and travel patterns in the city. The goal is to collect data that would indicate the place of residence of employees before and after the Justice Institute move. It should also include employee modal-type in the pre and postmove periods of the move. Such information is important in the understanding the changes' employees make regarding their residential location and modal-type and the reasons for these changes. As well, employee characteristics such as income can influence these decisions. Such decisions are based on employee's preferences, likes and dislikes regarding their neighbourhood and modal-type. Within this framework, it is the goal of this analysis to understand how employees make trade-offs between where they live and the time they spend commuting to and from work. The correlation parameter may describe the tendency for some commuters to locate themselves close to their employment. The analysis of the survey results will help planners understand more about the urban transport problem. Within this framework, planners can learn why people choose to travel by car instead of transit. This may be related to choice of neighbourhood. It may be that employees choose neighbourhoods that they like to live in regardless of their place of work. Thus, to understand more about the transport problem planners need to know what kinds of neighbourhoods attract people. If the quality of neighbourhoods is an important factor regarding employees' choice of residential location, any transport plan must include land-use initiatives that attempt to create neighbourhoods that attract people. The idea is to bridge the two; otherwise conflicting land-use policies could easily undermine any transport plan. Within this framework, policy must be geared to bring home and places of work closer together. This means creating vibrant neighbourhoods that contain a variety of land-use that could create more employment opportunities closer to home. Neighbourhoods should not only create just residential uses alone. That would mean people would have less distance to travel. This would also mean creating pedestrian and transit friendly neighbourhoods. Less emphasis would be given to the car and more to alternative methods of transport. Such policies can go along way in reducing the dependence on the car.

Despite traffic congestion, air pollution, greenhouse gas emissions, as well as the connection to road crashes and physical inactivity, the car remains the prevalent mode of transport in North America. This over-reliance on cars relative to public and active transport modes is even more evident during peak hours. However, evidence suggests that the habit of car use is likely to be disrupted in important life-changing situations such as the birth of a child, or the relocation of a workplace. In such circumstances, attentiveness to alternative solutions and transport modes will increase, hence, a higher probability of a conscious (re)consideration of current travel behavior and a change is expected. From a policy planning perspective, these moments are highly valuable as they open up a “window of opportunity” for introducing and encouraging the use of sustainable transportation alternatives and for promoting health and environmental concerns. Whether it is voluntary or involuntary, uprooting and moving an activity to another location is a complex event from a socio-psychological perspective. It exposes people to a novel situation regarding geographical accessibility to home, work, amenities, transport services, parking, bike lanes, as well as other contextual characteristics including diversity of population and security, all of which can trigger the need for mobility rearrangement. Furthermore, relocation can stimulate travel behaviour change by influencing individual’s attitudes, values, and habits. In fact, modal choice is a very complex decision process determined by a wide range of spatial, economic, social, and psychological factors. In this context, a deeper understanding of individual’s daily travel behaviour and modal choices is necessary in order to take adequate policy measures to guide mobility towards more sustainable behaviors. In this context, this dissertation targets the travel behaviour of more than 10,000 employees of the McGill University Health Center (MUHC), Montreal, who experienced a significant life-changing event when five different work locations within the downtown core were merged into one peri-central location, the Glen Site, in 2015. One of the largest employment relocations in North American history, the super-hospital situated near the Vendome intermodal station is a strategic opportunity to advance basic knowledge on sustainable travel demand management. The underlying principle is to derive benefit from the disruption of habits and identifying the barriers of using low-carbon transport modes and to offer green transport opportunities in situations where there is increased attentiveness to alternative modes. Accordingly, this dissertation will answer the following research question: In an attempt to guide mobility towards a more sustainable future, how do the travel-related impacts of involuntary workplace relocation help improve our understanding of the choice of household’s daily mobility in metropolitan territory? To answer this question, the following objectives will be pursued through the production of three journal papers built on one another: 1. To develop a comprehensive presentation of modal choice determinants, and in particular factors affecting commuting behaviour during the process of workplace relocation as well as effective measures that incentivize sustainable commuting. 2. To examine the extent to which commute mode choice and satisfaction are interdependent by looking at socio-demographic characteristics, residential location and car ownership in the context of a major involuntary workplace relocation. 3. To expand our understanding of the complex causalities and rationales underlying travel-related choices and changes as well as their links to travel attitudes, dissonance and satisfaction. 4. To understand how individuals rank and prioritize their travel-related attitudes and values within the various domains of life in order to maximize their life satisfaction when experiencing a context change. Using both quantitative (n=1977, ~26% response rate) and qualitative (n=19) methods, we collected and analyzed data on before- and after-the-move decisions made by the employees regarding: 1) their travel patterns, 2) barriers of using low-carbon transport modes, and 3) the underlying rationales for change (or not). Whereas research in this field is dominated by quantitative analyses, few studies have applied mixed method approaches where a qualitative approach provides a deeper insight into the complex causal relationships between subjective psychological concepts that quantitative methods are often unable to address thoroughly. The overarching finding indicated that, while the existence of a regional train (in addition to metro and bus) at a major workplace has a positive impact on reducing private automobile use (15 percent increase in public transit use and 10 percent increase in travel satisfaction), the simple existence of alternatives is insufficient and further efforts are needed to encourage the use of low-carbon transport modes for daily commute. These efforts are most effective and functional if they are made at different stages during the process of the relocation, i.e., before, during, and after the relocation. The quantitative part also provided valuable insights into the importance of considering commuter’s travel-related characteristics (including home location, car ownership, and other socio-economic status) when planning for major workplace relocations. Furthermore, results from our in-depth interviews shed light on the concept of weighted decision-making by discussing how individuals maximize their (travel and life) satisfaction by attributing different value and attitudinal weights to their choice alternatives. The perspective of weighted decision-making helped improve understanding of that satisfaction in various travel-related domains are interdependent and each can affect or be affected by overall life satisfaction. Among the respondents, the majority of the relatively low-income households (e.g., service jobs) lived in areas with low accessibility to adequate public transit, whereas many high-income employees (e.g., doctors and specialists) lived in affluent transit-oriented residential neighbourhoods allowing them to commute by low-carbon transport modes compared to the former group who felt forced to commute by car or endure frustrating commutes with multiple transfers between lines. Moreover, the construction of motorway interchanges and the corresponding heavy congestion around the Glen site has resulted in commute dissatisfaction for drivers, bus users, bicyclists and even pedestrian commuters. This dissertation calls for the contribution of key urban-transportation planners to tackle commute challenges in an attempt to increase subjective well-being, work satisfaction, and quality of life and guide mobility towards a more sustainable future.
Les embouteillages, le prix élevé des carburants, la pollution atmosphérique et la contribution importante des voitures individuelles aux émissions de gaz à effet de serre, aux accidents de la route et à l’inactivité physique ne semblent pas troubler la grande majorité des propriétaires de voitures des sociétés occidentales, car la voiture reste le mode de transport le plus utilisé. Cette importante dépendance à l’égard de la voiture par rapport aux modes de transport publics et actifs est encore plus évidente aux heures de pointe, lorsque les trajets domicile-travail impliquent une lourde charge sur les réseaux routiers et aux infrastructures. Or, la recherche a montré que l’habitude de l’utilisation d’une voiture individuelle est susceptible d’être perturbée lors de situations significatives qui changent le cours de la vie, comme la naissance d’un enfant ou le déplacement d’un lieu de travail, type de situations qui est l’objet de cette thèse. Dans de telles circonstances, l’attention portée aux solutions et aux modes de transport alternatifs augmente, d’où une plus grande probabilité de (re)considérer les comportements de déplacement actuels et d’éventuellement les changer. Du point de vue de la planification des politiques, ces moments sont très précieux, car ils ouvrent une « fenêtre d’opportunité » pour introduire et encourager l’utilisation de solutions de transport durables et pour promouvoir les préoccupations en matière de santé et d’environnement. Qu’ils soient volontaires ou involontaires, le déracinement et le déplacement d’une activité vers un autre lieu sont des événements complexes d’un point de vue socio-psychologique. Cela expose les gens à une situation nouvelle en ce qui concerne l’accessibilité géographique au domicile, au travail, aux équipements urbains, aux services de transport, au stationnement, aux pistes cyclables ainsi qu’à d’autres dimensions contextuelles, notamment la diversité de la population et la sécurité, ce qui peut alors déclencher le besoin de réaménager la mobilité. En outre, un déménagement peut stimuler le changement de comportement en matière de déplacement en influençant les attitudes, les valeurs et les habitudes des individus. En fait, le choix modal est un processus de décision très complexe déterminé par un large éventail de facteurs spatiaux, économiques, sociaux et psychologiques. Dans ce contexte, il est pertinent de mieux comprendre le comportement quotidien des individus en matière de déplacements et leurs choix modaux afin de prendre des mesures politiques adéquates pour orienter la mobilité vers des comportements plus durables. Dans ce contexte, ce projet de recherche de doctorat s’intéresse aux comportements de déplacement de plus de 10 000 employés du Centre universitaire de santé McGill (CUSM), à Montréal, qui ont vécu en 2015 un événement important qui a changé leur vie lorsque quatre lieux de travail différents du centre-ville ont été fusionnés en un seul lieu péricentral au site Glen. Ce super-hôpital, situé près de la gare intermodale Vendôme, est l’une des plus importantes délocalisations d’emplois de l’histoire en Amérique du Nord. Il constitue une opportunité stratégique de faire progresser les connaissances fondamentales sur la gestion durable de la demande de transport. L’idée principale est de tirer profit de la rupture des habitudes et de l’identification des obstacles à l’utilisation de modes de transport à faible émission de carbone pour offrir des possibilités de transport écologique dans des situations où l’on est de plus en plus attentif aux modes alternatifs. En conséquence, l’objectif principal de cette thèse est de contribuer à la compréhension de la logique, de l’arbitrage et du choix de la mobilité des ménages sur le territoire métropolitain, en répondant à la question de recherche suivante : dans le but d’orienter la mobilité vers une perspective plus durable, comment un déménagement (involontaire) du lieu de travail contribue-t-il à améliorer notre compréhension des (changements de) comportements de déplacement des individus ? Pour répondre à cette question, les objectifs suivants sont visés grâce à la réalisation de trois articles scientifiques construits successivement : 1. Développer une présentation approfondie des déterminants du choix modal, et en particulier des facteurs affectant le comportement de déplacement pendant le processus de délocalisation du lieu de travail ainsi que des mesures efficaces qui incitent à des déplacements durables. 2. Examiner dans quelle mesure le choix du mode de transport et la satisfaction sont interdépendants en examinant les caractéristiques sociodémographiques, le lieu de résidence et la possession d’une voiture dans le contexte d’une relocalisation involontaire du lieu d’emploi. 3. Élargir notre compréhension de causalité complexes qui sous-tendent les choix et les changements liés aux déplacements, ainsi que leurs liens avec les attitudes, la dissonance et la satisfaction en matière de déplacements. 4. Comprendre comment les individus classent et hiérarchisent leurs attitudes et valeurs liées aux déplacements dans les divers domaines de la vie, afin de maximiser leur satisfaction dans la vie lorsqu'ils confrontés à un changement de contexte. En utilisant des méthodes quantitatives (n=1977, taux de réponse d’environ 26 %) et qualitatives (n=19), nous avons recueilli et analysé des données sur les décisions prises par les employés avant et après la relocalisation : 1) leurs habitudes de déplacement, 2) les obstacles à l’utilisation de modes de transport à faible émission de carbone et 3) les raisons sous-jacentes de tout changement (ou non). Alors que la recherche dans ce domaine est dominée par les analyses quantitatives, peu d’études ont appliqué des approches de méthodes mixtes où une enquête qualitative permet de mieux comprendre les relations causales complexes entre des concepts psychologiques subjectifs que les méthodes quantitatives souvent incapables d’aborder de manière approfondie. Le résultat principal montre que, si l’existence d’un train de banlieue (en plus du métro et du bus) vers le lieu de travail important a un impact positif sur la réduction de l’utilisation de l’automobile individuelle (augmentation de 15 % de l’utilisation des transports publics et de 10 % de la satisfaction des navettes quotidiennes), la simple existence d’une alternative à la voiture est insuffisante et des efforts supplémentaires sont nécessaires pour encourager l’utilisation de modes de transport à faible émission de carbone pour les trajets quotidiens. Ces efforts sont d’autant plus efficaces et effectifs lorsqu’ils sont déployés à différents stades du processus de relocalisation, c’est-à-dire avant, pendant et après la relocalisation. La perspective quantitative a également fourni des indications pertinentes sur l’importance de prendre en compte les caractéristiques des déplacements des navetteurs (notamment le lieu de résidence, la possession d’une voiture et d’autres statuts socio-économiques) lors de la planification de relocalisations à grande échelle de lieux d’emplois. En outre, les résultats de nos entretiens approfondis de la perspective qualitative ont mis en lumière le concept de prise de décision pondérée en examinant comment les individus maximisent leurs satisfactions (de mobilité et de la vie) en attribuant différentes valeurs et pondérations attitudinales à leurs choix. La perspective de la prise de décision pondérée a permis de mieux comprendre comment la satisfaction dans divers domaines liés aux navettes est interdépendante et que chacun des domaines peut affecter ou être affecté par la satisfaction globale de la vie. Parmi les répondants, la majorité des ménages à faible revenu relatif (par exemple, les emplois de services) vivaient dans des zones peu accessibles aux transports en commun, tandis que de nombreux employés à revenu élevé (par exemple, les médecins et les spécialistes) vivaient dans des quartiers résidentiels favorisés et orientés vers les transports en commun, ce qui leur permettait de se déplacer par des modes de transport à faible émission de carbone, alors que le premier groupe se considérait obligé de se déplacer en voiture ou d’endurer des déplacements frustrants avec des correspondances multiples. En outre, la construction d’échangeurs autoroutiers et la forte congestion autour du site de Glen ont entraîné une insatisfaction des conducteurs, des utilisateurs de bus, des cyclistes et même des piétons. Cet enjeu a eu une influence négative sur la satisfaction au travail et la qualité de vie des employés. Ce projet de doctorat souligne ainsi le rôle clé des principaux planificateurs des transports urbains pour relever les défis liés aux déplacements afin d’accroître le bien-être subjectif et d’orienter la mobilité vers un avenir plus durable.

The processes of territorial displacement during the dictatorships opened the gates for recognizing the existence of transnational connections and of a permanent diaspora, including a diaspora of knowledge that would be engrossed by new waves of migration due to economic downturns or the increased connections of these countries to the global arena. This chapter reviews such shifts in the frontiers of citizenship, moving analysis to transnational connections and permanent diasporas, including the diasporas of knowledge that increasingly changed the very meaning of being national and transnational, while connecting the countries to the global arena. It analyzes several novel initiatives aimed at the home countries in reconnecting with conationals whose life circumstances, experiences, and choices led them to remain in the countries of relocation.

In addition to setting wages, transnational corporations also regularly confront choices about where to locate facilities. This can involve uprooting production to move elsewhere. There is basically no normative work on what issues arise here. This chapter dismisses some unconvincing ways of faulting relocation decisions and explains how complaints about relocation are plausibly understood as complaints about exploitation. It proposes conditions under which relocation is exploitative and explains what policy measures may still render it all-things-considered permissible. At issue is both the decision to relocate from the corporation’s country of origin (often a choice to relocate from the developed to the developing world) and relocation between foreign countries.

This chapter compares the settlement ecology—factors influencing settlement location choices, settlement size, and settlement relocation—of Haudenosaunee (Iroquois) communities in northeastern North America predating the arrival of Europeans, to early Colonial Period communities. It enhances understanding of Haudenosaunee reactions to the introduction of European societies, politics, economics, ecologies, and ideologies in the region. Results suggest that settlement location choices changed very little after Europeans arrived. Either the landscape changed little from the Haudenosaunee perspective, or Haudenosaunee communities were not significantly influenced by the changes that did occur, although particular landscape features related to agricultural subsistence activities did shift. The chapter investigates these large-scale trends and explores the ecology of Haudenosaunee settlement patterns and processes before and during early colonialism. Results are supplemented with existing data on community life to create a multiscalar view of Haudenosaunee settlement ecology as it relates to the advent of colonialism in northeastern North America.

This chapter focuses on residents’ displacement experiences, including their feelings prior to moving – displacement anxiety – and their spatial relocation. It begins with an overview of dispossession with reference to social cleansing. Council tenants have the fullest rehousing rights, including the right-to-return to the redeveloped estates. Among tenants who realised the right-to-return by moving into new flats in the redeveloped estates, rehousing experiences varied, with a few regarding it as positive, while others grieved at losing their beloved old homes. Tenants who had been physically displaced away from their estates found relocation stressful. Owner-occupiers experienced extensive displacement anxiety, and only a few returned to the redeveloped estates. Temporary tenants experienced rehousing as a traumatic part of their never-ending housing precarity. The contingent nature of council tenants’ right-to-return is assessed, one which is negatively affected by the elongated nature of regeneration and also by limited social rental re-provision in the redeveloped estates (Chapter 3 and 4). In some cases, such as the Carpenters estate in Newham (Chapter 12), there is nothing to return to because no redevelopment has occurred. The final section considers agency, choice and control, with temporary tenants experiencing an overtly coercive rehousing process via evictions and court appearances.

Despite the general decline in the number of suicides in the world, suicide rates among older adults remain the highest in most countries. Unfortunately, suicide in late life also remains a somewhat neglected topic, and ageistic visions of age-related problems often make suicidal behaviour a justifiable choice. This chapter examines the most important clinical aspects of suicidal behaviours among older adults, offering an overview of the many risk factors: from the role of depression and other mental disorders to the frequent physical diseases that accumulate at advanced age, plus a number of conditions typical of old age such as retirement or relocation to a nursing home. Main therapeutic approaches and elements of prevention at various levels (universal, selective, indicated) are also presented and discussed.

This chapter focuses on a growing sense of victimization among Tamils. It addresses how a sense of community, nostalgically formed in the shadow of the Other and framed in the terms of victimhood, seeks to reconstitute itself through a struggle for compensation. Methods of civil disobedience, aided by NGO activists and legal counsel, are witnessed in some cases. However, given the choice of employment elsewhere, cash, and/or the preservation of “community” through collective relocation, groups and individuals will be seen to often act against utilitarian interests. The chapter then looks at the case of a Tamil “mystic” in a plantation, seeing through his story of spiritual transcendence the gradual interpolation of ethnic politics into the lives of plantation workers, as well as the important role that religion plays in mediating politics.

Among the sea of institutionally created troubles that befell Nikkei families in incarceration, arguably the most catastrophic was the family conflict and separation generated by the “loyalty questionnaire,” an administrative debacle which churned violently through the ten camps, splitting apart families and communities for generations to come. Like so many programs of the War Relocation Authority, registration was hastily conceived, inadequately planned, and poorly executed. The fear that they would be forced out of the camps empty-handed into resettlement in unknown and likely hostile locales was a primary reason for many choosing segregation, a choice that should be understood not so much as the Nikkei’s rejection of the United States as the Nikkei’s appraisal of their rejection by the United States. Social workers were involved in all aspects of the registration and the subsequent segregation program, responsible for interviewing all those who opted for segregation and organizing their transfer.

Reactivity Initiated Accident (RIA) leads to an unwanted increase in fission rate and power in a region of the reactor core confined around the position of occurrence. The power excursion due to such events may cause fuel rods failures and a subsequent release of radioactive material into the primary coolant of reactor, in severe cases, this release could damage nearby fuel assemblies. In nuclear power plants, RIAs are due to control system faults, e. g. control elements ejection/insertion, or rapid changes in temperature or pressure of moderator. In Boiling Water Reactors (BWRs), the control rod drop accidents (RDAs) at cold zero power have been deeply investigated, in fact, notwithstanding they are less frequent in comparison with the control rod ejection event in PWRs, in this kind of plant these conditions are the most severe in case of a RIA occurrence. RDA transient, comprised in the design basis events considered in safety analysis, may cause rod failures especially at high burnup. To simulate a RIA, a peaked power pulse is applied to a pre-irradiated and re-instrumented rodlet aiming at investigating the most important phenomena that could lead to the rupture of cladding tubes. This paper is focused on the investigation of the TRANSURANUS fuel performance code capability to predict the thermomechanical state of rodlets subjected to RIA tests. To this purpose the FK-1 test, carried out at the Nuclear Safety Research Reactor (NSRR) of Japan Atomic Energy Research Institute (JAERI), was simulated. This experiment is part of a set of 12 tests performed at the NSRR facility to study the performance under a reactivity initiated accident of BWR rodlets with burnup between 41 and 61 MWd/kgHM. In the FK-1 test, a STEP I BWR rodlet, previously irradiated in the Fukushima Daiichi Nuclear Power Station (Unit 3) operated by the Tokyo Electric Power COmpany (TEPCO) up to 45 MWd/kgHM, was subjected to a peak enthalpy insertion of 544 J/g. In this paper the code findings for the FK-1 test are discussed on the basis of the experimental data and the predictions of other stand-alone codes for transient analysis. The FK-1 predictions of FRAPTRAN (2001), FALCON (2003) and SCANAIR (ver. 3–2) are reported. The choice of fuel relocation model and important cladding properties (swelling, thermal expansion, thermal conductivity) was made relying on preliminary calculations whose results are also presented. Notwithstanding a satisfactory agreement between predictions and experimental data and a good agreement in the presented code-to-code comparison were envisaged, these results also emphasized the need to improve the models for FGR, heat transfer to plenum. Investigations are also required to ascertain possible contribution from fission gas to pelles thermal expansion. Ongoing modeling activity, performed at the ITU Joint Research Centre, is focused on a new model for FGR, ENEA (Agenzia nazionale per le nuove tecnologie, l’energia e lo sviluppo economico sostenibile) is expected, in the near term, to give a contribution to refine the model for plenum gas temperature. These activities should improve the description of RIA transient and further investigations on NSRR tests will be performed with newly developed models. The work presented in this paper will be part of ENEA contribution in FUMEX III project leaded by the International Atomic Energy Agency (IAEA) and aimed at the improvement of fuel codes predictions at high burnup.