Transport divide

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Access to jobs by public transit in Toronto Toronto transit access to jobs 2550x1650.png
Access to jobs by public transit in Toronto

Transport divide (also known as transport exclusion, transport disadvantage, transport deprivation, transportation divide, and mobility divide) refers to unequal access to transportation. [1] [2] [3] [4] [5] [6] It can result in the social exclusion of disadvantaged groups. [5] [7]

Contents

The concept covers issues ranging from unequal access to public transportation [1] [3] [5] to the unequal opportunities in global migration due to different visa policies as part of the global North–South divide. [4]

There are a number of aspects of the transport divide. People may have difficulty in using transport system because of physical barriers, such as a lack of accessibility for the disabled (lack of wheelchair access also impacts people with baby strollers or bicycles). Insufficient labeling can also cause problems for people who do not speak the local language. Financial barriers in the form of cost of services can prevent the poor from using the transport services. Distance barriers (in the form of distance from people's homes) can make some areas mostly inaccessible to people without access to a car, particularly when local public transportation is not well developed. Time barriers include problems caused by rush hour, but also time constraints caused by the need to arrange for care for members of the family (most often childcare), which when coupled with poor transport infrastructure can be a factor in reducing women's participation in the workforce. There are also fear barriers such as fear of groping, leading to the creation of women-only passenger car. Attempts to fix the fear barriers through increased surveillance and policing have however been linked to the lowering of the usage of such services by other groups, such as youth. [8] [5] [7]

Scholars and urban planners have proposed solutions ranging from improving public transportation and increasing accessibility, subsidizing private transportation, and changing the ways in which cities are designed to improve mobility. [9]

History

In the last 5 decades, globalization has had an impact on many urban regions. Economic restructuring has created urban economic cores with surrounding suburbs. Gentrification has forced disadvantaged individuals and households to move farther outside of the urban center, creating a need for accessible and stable transportation. This spatial and economic shift has worsened transport disadvantage. [10]

Housing policies have had a significant impact on the transport divide and mobility. The subsidization of larger housing estates in suburban areas has created a concentration of poverty in urban areas. [11] Subsidizing low-income housing in low-density areas creates isolated communities with limited access to transportation. It is very difficult to connect distant suburban areas through public transportation, yet low-income households struggle to have equitable access to private transportation. [12]

US history

There has historically been a transport divide for racial minorities in the US in the form of segregation of public transportation systems. [13] Many buses were segregated until the 1956 Supreme Court decision, Browder v. Gayle . Other significant court cases related to segregation on public transportation are Keys v. Carolina Coach Co., Morgan v. Virginia, and Boynton v. Virginia.

In 1956, the US government passed the Interstate Highway Act, which provided funding to build thousands of miles of highways across the country. This act, along with the GI bill which provided support for veterans to become homeowners, facilitated suburbanization and urban sprawl. This made the US more car-oriented as cities became spread out and people commuted from suburbs into cities for work. This made owning a car critical for access to suburban housing and schools. [12] This suburbanization was not limited to the US; many cities in Europe developed the same way in the 20th century. [11]

Public transportation

Rosa Parks being fingerprinted by Deputy Sheriff D.H. Lackey after being arrested on February 22, 1956, which started the Montgomery bus boycott Rosa Parks being fingerprinted by Deputy Sheriff D.H. Lackey after being arrested on February 22, 1956, during the Montgomery bus boycott.jpg
Rosa Parks being fingerprinted by Deputy Sheriff D.H. Lackey after being arrested on February 22, 1956, which started the Montgomery bus boycott

Public transportation varies widely by country, and within countries, there is also striking divides. The US, for example, has a poor public transportation system compared to many European countries. Dense cities, such as New York or D.C., have more accessible public transportation, but some cities, such as Houston, are built around cars and highways and there is a lack of accessible and efficient public transportation. [14] Those without cars in these cities are at a disadvantage in finding and commuting to jobs. [15] Current policy favors those in suburbs with cars rather than poorer, urban populations.

Inadequate public transportation is central to the transport divide. [16] Public transportation provides access to employment, education, social activities, health services, food, among other necessities. Those without private transportation such as cars often rely on public transport. Yet, public transportation is often underfunded. Additionally, it may not serve all populations equitably. [17] Those on the periphery of urban centers may struggle to find efficient public transportation if they do not live close to their places of employment. [18]

Disability

Public transportation has traditionally not been designed for those with disabilities. [1] The journey cycle of public transportation has several elements, such as traveling to the transit station, purchasing tickets, finding the correct service, boarding and disembarking, that often are not accessible for those with disabilities. [1] Often, cars are the only feasible option for those with disabilities, which can be an additional expense and burden. Those with cars may struggle to find accessible parking or accommodations such as ramps at destinations. [2] Accessibility to public transportation in Low and Middle Income Countries (LMIC) is especially precarious, which has significant consequences for access to health services, education, and employment. [3] One study in Cambodia piloted a Journey Access Tool (JAT) which identifies barriers to public transportation for those with disabilities. This tool has the potential to improve discussion about barriers to transportation and increase awareness about accessibility issues. [3]

Private transportation

Saab 900 turned in for CFC credit. Cash for Clunkers - Saab 900.JPG
Saab 900 turned in for CFC credit.

There has been an explosion in car ownership within the past few decades, and there are expected to be 2 billion vehicles on the road around the globe by 2030. [19] There are many negative consequences to such widespread car ownership, such as climate change, urban sprawl, health risks, and traffic that hinders economic growth and commutes. [15] However, the lack of a vehicle contributes to inequality, especially in car-dependent societies such as the US. Mattioli (2014) describes two types of transport disadvantage: those who lack a car and those for whom car ownership is a significant burden (forced car ownership). [20] Those in the bottom half of income distributions are the most affected by car ownership as a significant portion of their income is allocated to purchasing and maintaining vehicles. The cost of car ownership is often underestimated; car insurance, registration fees, parking, gas, and repairs contribute to this heavy burden of ownership. [21] The bottom quintile of income in the US spent about 34% of their annual income on transportation. [22] This type of disadvantage has also been referred to as "forced" car ownership as it creates a significant burden for households yet they require a car to remain employed or engage in other necessary activities. [23]

There are many external costs to widespread car usage and automobile dependency. These costs to society include noise pollution, air pollution, climate change, congestion, and automobile accidents. [24]

Black and Latino individuals in the US have lower rates of car ownership, and car ownership is associated with increased access to employment, higher salaries, and decreased ethnic disparities in unemployment rates. [25] One study in LA found that car ownership increased employment by 9%. [26] It is difficult to commute on public transportation from urban centers to suburban job opportunities, which reduces employment opportunities for those in urban areas without cars. [25]

Global mobility divide

Visa waiver policies have changed in the last 5 decades as globalization and technological innovation has increased ease of mobility. However, those from OECD and wealthy countries have more mobility rights and higher access to visa waivers than those from less wealthy countries. This has created a "global mobility divide" as citizens of certain countries of more mobility rights than others. [27] Shachar (2009) uses the term "birthright lottery" to refer to how one’s ability to move throughout the world is determined by one’s country of birth. [28]

Rural Concerns

The vast majority of rural communities do not have any transportation alternatives whatsoever. People in rural communities may not be able to drive for many reasons, including age, disability, and socioeconomic status. However, "mobility remains a vital part of the well-being of rural-living, older adults and transportation disadvantaged persons.” [29] Transportation is essential to daily life as every person must leave their home at one point or another to go to work, grocery shop, visit the doctor, or go to school. This noted, there are countless people left trying to get a ride because they can not get somewhere themselves. This places a large burden on individuals as people resort to informal networks to get around. Informal networks may include people taking out unofficial loans from friends and family to purchase a vehicle or carpooling with a coworker or neighbor. For many people, however, these informal networks are the only option as car payments are high and rural communities are not walkable. This burden impacts the quality of everyday life of the individual as well as everyone involved.

Access to vehicles and public transportation is linked to neighborhood satisfaction. When an individual can navigate the place they get around on their own, they are more likely to enjoy living there. For example, cars make it easier for people to spend time with their friends and families. Rural and suburban areas make it hard for people without a car to get around. A Boston mother involved in a 2010 study on transportation access was quoted saying, “How am I going to get from here to the doctor's today? I don't have money for a bus, which is an hour-and-a-half walk. And if it's pouring rain and cold, with two babies, you can't walk an hour to the bus stop anyway.” [30] Stress involving transportation is higher for people in rural communities. People with vehicles are 1.6 times more satisfied with their neighborhoods than those without cars. [30]

In rural communities, people who lack access to a vehicle are more likely to skip doctor’s appointments. Transportation is a social determinant of health, meaning that the inability to afford transportation correlates to negative health outcomes. [31] While programs like Medicaid and others have attempted to combat this issue, there are millions of uninsured Americans who can not access these services as a result. Some rural communities have instituted transportation services that combine ride-share and shuttle practices to serve older adults and disadvantaged persons. Project TRIP (Transporting Residents with Innovative Practices) began in 2015 in a rural area of North Carolina. It is privately funded and “provides free individualized transportation to health care appointments, pharmacies, grocery stores/food banks, and other places that support health and well-being.” [32] The program lifted some of the financial burdens off of these people’s shoulders as well as allowed them to attend important medical appointments without stress. Programs like TRIP have seen positive outcomes for rural residents, however, funding remains a concern for many.

Effects

Transport disadvantage is strongly associated with increased social exclusion (measured by factors such as income, political participation, social support) and decreased wellbeing. [33] Transport disadvantage can also hurt wellbeing by limiting access to resources and social services. It also hinders relationships and feelings of community, which are very significant to wellbeing. [33] Socially disadvantaged neighborhoods are more likely to have transport disadvantages. Another effect of transport disadvantage is increased exposure to traffic, which has risks through air pollution and car crashes. Racial and ethnic minorities are more likely to live in areas with more congestion and experience negative health effects. [34] Such patterns and disparities are referred to as environmental racism. One study in Australia found that transport disadvantage is associated with an increased perception of crime in a neighborhood, worsened physical and mental health, less engagement in civic and social activities, and lower overall wellbeing. [35]

Transport disadvantage affects populations disparately. The quality of life of elderly populations is very dependent on access to transportation as transportation allows for social interaction and hobbies. [33]

Because of the COVID-19 pandemic, another dimension of the transport divide is health risk. [36] Those who can travel in private cars are at less risk for contracting COVID-19, compared to those who only have access to public transportation. [37] Additionally, those with disabilities may have increased vulnerability to COVID-19 in addition to experiencing more barriers to accessing transportation. This pandemic made using transportation more difficult for those with disabilities by disruption to safe and stable transport, lack of communication about updates to public transport, and lack of assistance. [36]

Potential solutions

Funding for public transportation has been placed on the back burner. Transportation officials gathered together at the National Conference on Rural Public and Intercity Bus Transportation in 2016 to discuss an array of transportation concerns. Their main goal was to achieve an understanding of the research and policy needs related to rural transit for older people and the transportation disadvantaged. [38] In order to gauge opinions on the topic, a survey was distributed to attendees. Most felt that the government was not doing enough to adequately address the needs of older adults and disadvantaged persons. In response to this issue, many felt that the public and private sectors should work together to fund transportation alternatives in rural communities.

Some countries have public aid programs that subsidize cars for poor households. However, there is criticism over these programs because of environmental concerns as well concerns about defunding public transportation. [39] Other scholars proposed technological solutions, such as a demand responsive virtual transport market in rural communities. Some urban planners advocate for denser, mixed-use city neighborhoods that are more people friendly with more public transportation and less traffic.

One solution to car-related transport disadvantage is providing and encouraging use of alternative forms of transportation. Biking and walking can be encouraged through campaigns or bike sharing initiatives, but these campaigns are fairly limited to more compact cities. The car-free movement aims to reduce the centrality of car usage in society through urban planning and public transportation. New urbanism, smart growth, and transit-oriented development are three approaches that aim to make cities more walkable, increase urban density, reduce suburban sprawl, and decrease the transport divide. [40] [41] These sustainability-focused movements hope to improve options for housing, employment, and transportation for more equitable societies.

Ride-hailing apps such as Uber and Lyft are on the rise, especially in Urban and Suburban areas. In recent years these companies have attempted to expand in rural areas but are dealing with the reality that these areas have lower population densities and longer travel distances. [42] Startups and other tech companies have begun to emerge to combat this issue. May Mobility, an Ann Arbor, Michigan-based autonomous vehicle company is striving toward a greener, innovative future. May Mobility’s goal of providing free, shared rides to people is an active solution for people facing the plight of transportation access.

Public transportation in transport-deprived areas can improve mobility, economic opportunity, reduce household costs, and generally improve communities. [43] Some scholars argue that investing more in public transportation only helps those who are transport disadvantaged if public transportation is targeted at specific groups and provides flexible services. [9] Transportation is essential to the livelihood of all people; everyone needs transportation. It is a universal issue that policymakers may be able to find common ground on should it become a larger issue.

See also

Transport:

Transit:

Related Research Articles

<span class="mw-page-title-main">Transport economics</span> Branch of economics

Transport economics is a branch of economics founded in 1959 by American economist John R. Meyer that deals with the allocation of resources within the transport sector. It has strong links to civil engineering. Transport economics differs from some other branches of economics in that the assumption of a spaceless, instantaneous economy does not hold. People and goods flow over networks at certain speeds. Demands peak. Advance ticket purchase is often induced by lower fares. The networks themselves may or may not be competitive. A single trip may require the bundling of services provided by several firms, agencies and modes.

<span class="mw-page-title-main">Built environment</span> The human-made space in which people live, work and recreate on a day-to-day basis

The term built environment refers to human-made conditions and is often used in architecture, landscape architecture, urban planning, public health, sociology, and anthropology, among others. These curated spaces provide the setting for human activity and were created to fulfill human desires and needs. The term can refer to a plethora of components including the traditionally associated buildings, cities, public infrastructure, transportation, open space, as well as more conceptual components like farmlands, dammed rivers, wildlife management, and even domesticated animals.

<span class="mw-page-title-main">Effects of the car on societies</span> Overview of the effects of cars on various societies

Since the start of the twentieth century, the role of cars has become highly important, though controversial. They are used throughout the world and have become the most popular mode of transport in many of the more developed countries. In developing countries, the effects of the car on society are not as visible, however they are nonetheless significant. The development of the car built upon the transport sector first started by railways. This has introduced sweeping changes in employment patterns, social interactions, infrastructure and the distribution of goods.

<span class="mw-page-title-main">Accessibility</span> Modes of usability for people with disabilities

Accessibility is the design of products, devices, services, vehicles, or environments so as to be usable by people with disabilities. The concept of accessible design and practice of accessible development ensures both "direct access" and "indirect access" meaning compatibility with a person's assistive technology.

<span class="mw-page-title-main">Urban sprawl</span> Expansion of auto-oriented, low-density development in suburbs

Urban sprawl is defined as "the spreading of urban developments on undeveloped land near a more or less densely populated city". Urban sprawl has been described as the unrestricted growth in many urban areas of housing, commercial development, and roads over large expanses of land, with little concern for very dense urban planning. Sometimes the urban areas described as the most "sprawling" are the most densely populated. In addition to describing a special form of urbanization, the term also relates to the social and environmental consequences associated with this development. In modern times some suburban areas described as "sprawl" have less detached housing and higher density than the nearby core city. Medieval suburbs suffered from the loss of protection of city walls, before the advent of industrial warfare. Modern disadvantages and costs include increased travel time, transport costs, pollution, and destruction of the countryside. The revenue for building and maintaining urban infrastructure in these areas are gained mostly through property and sales taxes. Most jobs in the US are now located in suburbs generating much of the revenue, although a lack of growth will require higher tax rates.

<span class="mw-page-title-main">Sustainable transport</span> Sustainable transport in the senses of social, environmental and climate impacts

Sustainable transport refers to ways of transportation that are sustainable in terms of their social and environmental impacts. Components for evaluating sustainability include the particular vehicles used for road, water or air transport; the source of energy; and the infrastructure used to accommodate the transport. Transport operations and logistics as well as transit-oriented development are also involved in evaluation. Transportation sustainability is largely being measured by transportation system effectiveness and efficiency as well as the environmental and climate impacts of the system. Transport systems have significant impacts on the environment, accounting for between 20% and 25% of world energy consumption and carbon dioxide emissions. The majority of the emissions, almost 97%, came from direct burning of fossil fuels. In 2019, about 95% of the fuel came from fossil sources. The main source of greenhouse gas emissions in the European Union is transportation. In 2019 it contributes to about 31% of global emissions and 24% of emissions in the EU. In addition, up to the COVID-19 pandemic, emissions have only increased in this one sector. Greenhouse gas emissions from transport are increasing at a faster rate than any other energy using sector. Road transport is also a major contributor to local air pollution and smog.

<span class="mw-page-title-main">Transit-oriented development</span> Urban planning prioritising transit

In urban planning, transit-oriented development (TOD) is a type of urban development that maximizes the amount of residential, business and leisure space within walking distance of public transport. It promotes a symbiotic relationship between dense, compact urban form and public transport use. In doing so, TOD aims to increase public transport ridership by reducing the use of private cars and by promoting sustainable urban growth.

<span class="mw-page-title-main">Paratransit</span> Transportation service for people with disabilities

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<span class="mw-page-title-main">Transportation demand management</span> Policies to reduce transportation demands

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<span class="mw-page-title-main">Food desert</span> Area that has limited access to affordable and nutritious food

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<span class="mw-page-title-main">Car dependency</span> Concept that city layouts favor automobiles over other modes of transportation

Car dependency is the concept that some city layouts cause cars to be favoured over alternate forms of transportation, such as bicycles, public transit, and walking.

<span class="mw-page-title-main">Walkability</span> How accessible a space is to walking

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<span class="mw-page-title-main">Active mobility</span> Unmotorised transport powered by activity

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<span class="mw-page-title-main">Rural poverty</span> Poverty in rural areas, which are often less developed than urban areas worldwide

Rural poverty refers to situations where people living in non-urban regions are in a state or condition of lacking the financial resources and essentials for living. It takes account of factors of rural society, rural economy, and political systems that give rise to the marginalization and economic disadvantage found there. Rural areas, because of their small, spread-out populations, typically have less well maintained infrastructure and a harder time accessing markets, which tend to be concentrated in population centers.

<span class="mw-page-title-main">Public transport</span> Shared transportation service for use by the general public

Public transport is a system of transport for passengers by group travel systems available for use by the general public unlike private transport, typically managed on a schedule, operated on established routes, and that may charge a posted fee for each trip. There is no rigid definition of which kinds of transport are included, and air travel is often not thought of when discussing public transport—dictionaries use wording like "buses, trains, etc." Examples of public transport include city buses, trolleybuses, trams and passenger trains, rapid transit and ferries. Public transport between cities is dominated by airlines, coaches, and intercity rail. High-speed rail networks are being developed in many parts of the world.

The social determinants of health in poverty describe the factors that affect impoverished populations' health and health inequality. Inequalities in health stem from the conditions of people's lives, including living conditions, work environment, age, and other social factors, and how these affect people's ability to respond to illness. These conditions are also shaped by political, social, and economic structures. The majority of people around the globe do not meet their potential best health because of a "toxic combination of bad policies, economics, and politics". Daily living conditions work together with these structural drivers to result in the social determinants of health.

Mobility as a service (MaaS) is a type of service that, through a joint digital channel, enables users to plan, book, and pay for multiple types of mobility services. The concept describes a shift away from personally-owned modes of transportation and towards mobility provided as a service. This is enabled by combining transportation services from public and private transportation providers through a unified gateway that creates and manages the trip, which users can pay for with a single account. Users can pay per trip or a monthly fee for a limited distance. The key concept behind MaaS is to offer travelers mobility solutions based on their travel needs.

<span class="mw-page-title-main">Transit desert</span> Area lacking in transit

A transit desert is an area with limited transportation supply. Developed from the concept of food deserts, various methods have been proposed to measure transit deserts. Transit deserts are generally characterized by poor public transportation options and possibly poor bike, sidewalk, or road infrastructure. The lack of transportation options present in transit deserts may have negative effects of people’s health, job prospects, and economic mobility.

<span class="mw-page-title-main">Accessibility (transport)</span>

In transport planning, accessibility refers to a measure of the ease of reaching destinations or activities distributed in space, e.g. around a city or country. Accessibility is generally associated with a place of origin. A place with "high accessibility" is one from which many destinations can be reached or destinations can be reached with relative ease. "Low accessibility" implies that relatively few destinations can be reached for a given amount of time/effort/cost or that reaching destinations is more difficult or costly from that place.

<span class="mw-page-title-main">Walking city</span> One small enough to navigate on foot

A walking city or walkable city is a type of city that is created to avoid internal transportation, and therefore be small enough that a person can use walking to navigate the city. It is characterized by narrow, often winding streets. Its transport system is inherently egalitarian, with no one being disadvantaged by a lack of transport, unlike modern automotive cities. Walkability within areas positively impacts equity, sustainability, health, social benefits, less demand on other modes, economic development, and enjoyment.

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  30. 1 2 Dawkins, Casey; Jeon, Jae Sik; Pendall, Rolf (2015-07-03). "Transportation Access, Rental Vouchers, and Neighborhood Satisfaction: Evidence From the Moving to Opportunity Experiment". Housing Policy Debate. 25 (3): 497–530. doi:10.1080/10511482.2014.986662. ISSN   1051-1482. S2CID   153865182.
  31. ↑ Schwartz, Abby; Richman, Alice; Scott, Mallary; Liu, Haiyong; White, Weyling; Doherty, Caroline (12 October 2022). "Increasing Access to Care for the Underserved: Voices of Riders, Drivers, & Staff of a Rural Transportation Program". International Journal of Environmental Research and Public Health. 19 (20): 13539. doi: 10.3390/ijerph192013539 . PMC   9603744 . PMID   36294124 – via MDPI.
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  33. 1 2 3 Currie, Graham; Delbosc, Alexa (2010-11-01). "Modelling the social and psychological impacts of transport disadvantage". Transportation. 37 (6): 953–966. doi:10.1007/s11116-010-9280-2. ISSN   1572-9435. S2CID   144770619.
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  39. ↑ Fol, Sylvie; Dupuy, Gabriel; Coutard, Olivier (2007). "Transport Policy and the Car Divide in the UK, the US and France: Beyond the Environmental Debate". International Journal of Urban and Regional Research. 31 (4): 802–818. doi:10.1111/j.1468-2427.2007.00755.x. ISSN   1468-2427.
  40. ↑ Transit-Oriented Development in the United States: Experiences, Challenges, and Prospects. 2004-08-25. doi:10.17226/23360. ISBN   978-0-309-08795-7.
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  43. ↑ Lucas, Karen; Tyler, Sophie; Christodoulou, Georgina (2008). The value of new transport in deprived areas. Joseph Rowntree Foundation. ISBN   978-1-85935-658-6.
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