TAPAS.network | 8 August 2022 | Commentary | John Siraut

Working from home - a changing pattern

John Siraut

The Pandemic has brought about some significant changes to the ways people work, commuting flows and demand for transport capacity. But the situation varies by region, type of work, status level and gender says John Siraut, as he looks into some of the detailed data.

COMMUTING HAS TRADITIONALLY BEEN a significant proportion of trips made, and the miles people travel, as shown in table 1. Unlike most other trips, these are heavily concentrated at certain times of the day leading to congestion on the road network and overcrowding on public transport. However, these numbers are for 2019 and a lot has changed since then as we all know. 

ltt851c.2.1

A significant number of people already worked from home for at least part of their working week long before the pandemic, and that number had been steadily rising over time. However, the pandemic accelerated that trend dramatically. It raised the numbers of both people working permanently at home and those who spend part of their working time at home and part in a particular place of employment. These ‘flexible workers’ now make up 70% of those to be found working at home.

Figure 1 (below) shows the percentage of people who worked from home pre-pandemic and who does so now. Back in 2019 some 15% of the workforce worked from home, ranging from 10% in Scotland and the North East, to 20% in the South East. Now 30% of the workforce work from home, dominated by London and the South East where 37% do. London saw the biggest increase in home working - up 23 percentage points - with Northern Ireland seeing very little increase, and at 16% having the fewest proportion of home workers. 

ltt845.c.1

It may be that age and occupation are greater determinants of home working than gender.

ltt851c.2.2

The ability to work from home depends of course on the nature of the job undertaken, and not surprisingly varies considerably. However, there are still large regional differences for those undertaking similar roles as shown in figure 2. While nearly 50% of managers in the South East work from home this falls to 23% in Northern Ireland. There is less regional variation amongst administrative staff apart from Northern Ireland again. Perhaps surprisingly London has one of the lower rates of home working amongst this latter group of administration workers.

ltt845.c.2


When it comes to age, there is again a fairly clear pattern in most regions, the message being that the older you are the more likely you are to work from home, (figure 3.) While nearly 45% of 60+ year olds are working from home in Wales, that falls to less than 20% for those aged under 30. London sees the least variation based on age and has by far the highest proportion of under 30s home working. This would suggest it’s not just the occupation and seniority that drives the level of home working, but other factors such as the cost of and time taken up by commuting.

ltt845.c.3

What about gender? In most regions men are more likely to work from home than women, although as shown in figure 4 the differences are not that great between the two. It may be that age and occupation are greater determinants of home working than gender. In the South West and North East the difference is three percentage points in relation to men compared to women working from home, while in the South East the difference is just 1 percentage point in favour of women.

ltt851c.2.5quotations 5

26% of women working part time travel from home to work via another destination, most commonly a school. For men working full time this figure is just 9%.

Why Travel? Understanding our need to move and how it shapes our lives was published last year (2021) by Bristol University Press.

John Siraut is director of economics at Jacobs.

This article was first published in LTT magazine, LTT851, 8 August 2022.

d5-20220808
taster
Read more articles by John Siraut
Pandemic impacts fading into wider long-term trends, new NTS reveals
The newly published major tranche of data from the National Travel Survey 2023, is the first to be totally clear of direct effects of the Pandemic and the associated restrictions on activities and travel it brought. These clearly were a major interruption to normal behaviours, but John Siraut believes the new figures suggest that established trends have not been much changed- and probably just accelerated
What is the impact of the £2 fare cap - and could it change the trajectory of bus use?
The introduction earlier this year of a £2 maximum bus fare in England, and its subsequent extension, has the potential to alter the appeal of bus travel to a small but significant audience, believes John Siraut. He examines who stands to benefit most, what the initial indications of the user response are.
Journey to work changes drive further evolution of post pandemic rail usage patterns
In this issue, two of TAPAS' expert analysts take a look at emerging new patterns of rail use, and their implications for operations, economics and financing. First, John Siraut looks at the latest city centre rail arrivals data and the changes at individual cities and the balance between different weekdays and between peak and off peak times, and the shift of the peak itself. Following this, Peter White adds commentary on the economic and operational implications, including some observations from an expert round table held earlier this year on the topic
Read more articles on TAPAS
Worth some thought before councils sent charging ahead?
THE FEATURE in the issue of LTT 848 looks at the way in which UK government policy and ambitions about Electric Vehicle (EV) roll-out have been involving transport authorities at the local level. And some of the challenges that are emerging in achieving the right balance and level of provision of charging facilities involving a whole host of prospective players. It’s definitely a fact that without suitable such facilities neither the required consumer confidence or practical electricity energy supply will be possible to underpin this important element of transport’s contribution to meeting the net zero target.
Vision-Led should be led by a vision – and here’s a way to build consensus on creating it
As discussion continues about approaches to creating more sustainable transport provision for new housing developments, David Knight suggests that careful thought is needed about ways of implementing the concept of objectives-led planning. In particular, he has successfully tested a methodology that can bring together different ways of looking at desired outcomes, and achieve Vision Statements that effectively reflect shared stakeholder values
New Thinking required for our new Age of Uncertainty
CONFIRMATION that we live in a world that is unstable, unpredictable, and in many respects full of unimaginable and disruptive events has come very clearly from recent upheavals to the global economic order. It is said that the one thing that business needs most is predictability, but it might also be said that it is the one thing that it is very unlikely to now get. Though it is not just businesses that need to get their head around this new world order- or lack of it.