Transport Poverty

A B S T R A C T
Invisible minorities, including some Indigenous groups, face an almost constant struggle against exclusion,
restricted access to services and patterns of institutional racism against them, and inequities in democratic
participation and representation. This research examines how one such community, the Irish Travellers, understand
and experience an absence of energy justice, including lack of access to clean renewable energy.
Drawing from 38 household interviews and community site visits, our study reveals persistent patterns of energy
poverty—households reported 40–60% of monthly expenditures on energy services—and exclusion from
decision-making processes, revealing failures in both procedural and distributive justice. We document that
discriminatory and segregation practices against Irish Travellers have contributed to the erosion of Travellers’
cultural practices and customs. Our findings underscore how spatial injustices have led to “unjust geographies”
that limit Travellers’ opportunities to engage in, and benefit from, just energy transitions. By capturing the lived experiences of Irish Travellers, our study helps broaden how energy justice is understood, conceptualised and
lived among an invisible minority. To achieve a full just transition, we must recognise the experiences and epistemologies of invisible minorities in the broader energy agenda.

This chapter examines regional income disparities in Slovakia through the lens of living costs, arguing that conventional income-based comparisons fail to capture real differences in living standards. Using a combined perspective of wages and essential expenditures—such as housing, energy, and food—the analysis reveals that significant territorial inequalities persist and, in many cases, deepen. The findings highlight the emergence of in-work poverty as a structurally embedded phenomenon, particularly in peripheral regions of central and eastern Slovakia, where relatively low wages are not offset by proportionally lower living costs. As a result, employment increasingly fails to guarantee a decent standard of living. The chapter further argues that these disparities are no longer a natural outcome of economic differentiation but constitute a barrier to regional development, contributing to labour outmigration, weak local demand, and the reproduction of socio-economic disadvantage. It also critically reflects on public policies that neglect regional variations in living costs, thereby disproportionately burdening low-income households. The study concludes that without targeted and territorially sensitive policy interventions, Slovakia risks long-term social degradation of its peripheral regions and a further widening of spatial inequalities.

Why are we mobile? How do we choose to move around in order to accomplish our daily activities? Are there alternatives to the use of the private car outside the city centers in Switzerland? To answer these questions, a research project has been launched to optimize combined mobility in order to reach its full potential in the transport of passengers in the different swiss regions. In this poster, we present motivation, goal and steps of the project.

About 17 % of the EU population is "energy poor" according to expenditure-based indicators, doubling the rate from subjective-based indicators. • Overlap is very small: using four well-known indicators available for all EU-27 countries, only 0.3 % of the population is poor by all, while about 40 % are poor by at least one. • Energy poverty rates are particularly high among income-poor groups, but there are also non-negligible shares of energy poor among middle-income groups. • The socioeconomic profiles of the energy poor substantially vary across indicators. • Reliance on a single indicator may overlook important portions of the population experiencing energy-related deprivations.

The widening income gap in post-reform China has given rise to social inequality. Among those, transport poverty and inequality have significantly affected the daily life of low-income groups. While important, this is an under-researched topic in China. This gap in the academic literature is glaring given the country’s urbanization rates, sprawling cities and income differentials. Most previous studies have only focused on two aspects of transport poverty—job-housing imbalance and accessibility. A comprehensive understanding of the causes and impacts of transport inequality is currently lacking. Therefore, a systematic review of academic literature based on keywords relevant to transport poverty in China was conducted to provide a more complete assessment of the situation in Chinese cities. In total, 62 relevant studies were identified after close examination of the articles (including titles, abstracts, and full-texts). This set of articles allowed a number of general patterns to b...

This paper summarises preliminary results of a study to extend knowledge associated with social exclusion and transport by quantifying social and behavioural implications of lack of public transport and the nature of the social well-being benefits associated with improving services. Metropolitan results are outlined including methodologies exploring the distribution of transport disadvantage in Melbourne, Australia and how this relates to public transport services. An exploration of high car ownership for groups on low income is also presented. Gaps in coverage of public transport are identified and future research outlined.

Department of Methodology of Behavioural Sciences of the (SPAIN) This report constitutes the summary report workpackage 2 report on mobility patterns in the ageing European societs of the EU project CONSOL, "CONcerns and SOLutions -Road Safety in the Ageing Societies" (contract period: 2011-2013). All CONSOL partners contributed to the report by writing parts of the report (authors), participating in the literature research and/or commenting to earlier versions of this report. In addition to the summary report a longer version (CONSOL -WP2 Technical report), including all steps of analysis for all used data sets, data description and Annexes including graphs and tables, is available. Data analysis was based on travel survey data available to the participating partners gathered in course of other projects and national travel surveys. Data analysis was strictly based on accessible secondary data, with no new travel survey data has been produced I course of this workpackage. All CONSOL partners contributed to the report by writing parts of the report (authors), participating in data analyses, interpretationa and/or commenting to earlier versions of this report. We would like to give special thanks to Lidia Zakowska for constructive suggestions and review of the report supporting us to assure the quality of the report.

This report offers a comprehensive analysis of the persistence of energy poverty in the European Union (EU). The primary objective is to analyse the duration and magnitude of energy poverty over time and to identify the socioeconomic and demographic factors contributing to this persistence. Employing longitudinal data from the European Union Statistics on Income and Living Conditions (EU-SILC), the study uses multilevel, mixedeffects regression models to assess the impact of individual-level factors such as sex, age, and household size changes. It also examines macro-level variables like social protection expenditure and energy intensity per dwelling. The research highlights the significant proportion of the EU population that experiences energy poverty persistently and uncovers pronounced differences across Member States, with certain countries exhibiting higher rates of longstanding energy poverty. The report acknowledges data limitations, such as missing information for specific countries and years, which restricted the analysis of expenditure-based indicators and certain socio-demographic characteristics. Despite these constraints, the study provides valuable insights into the persistency of energy poverty across the EU, supporting the need for standardised energy poverty indicators that integrate expenditure data. The findings underscore the importance of integrated policy interventions and further research to address this enduring social challenge.

More than 10.5% of the population of the European Union (EU) struggled with inadequate home heating in 2023. This is a worrying escalation on previous years (+3.7 percentage points since 2021), with some countries reaching as high as 20%. At the same time 3% of EU citizens were affected by long-term persistent energy poverty, primarily challenged by utility bill arrears and difficulties in heating their homes. Energy poverty affected households across all income levels, with some regions witnessing substantial challenges even among those in the middle and highest income brackets. This report provides disaggregated data and statistical analysis on energy poverty indicators across all EU Members States, regions and socioeconomic strata. The findings highlight the urgent need for targeted interventions to address the deep-rooted causes of energy poverty and to reduce its prevalence across the EU. As we intensify efforts to achieve the energy transition, these insights are crucial to ensure that no citizen is left behind in the pursuit of a sustainable and equitable energy future.

The present thesis seeks to explore the bases of social inequality, particularly how it is reproduced and can potentially be counteracted. The aim is to describe and explain how structural factors-first and foremost class and young people's various practices-give rise to a process of creation, distribution and acquisition of resources of importance to different outcomes in young people's lives. In the thesis it is argued that by studying young people's different practices and by relating them to the characteristics of the family of origin, we can obtain a more comprehensive picture of how resources that are related to the varying outcomes among young people of different social origins are acquired, distributed and created. The aim of the thesis is investigated through four empirical studies. Study 1, investigates the relationship between class origin, educational attainment, and two features of social participation: agency and voice. In Study 2, adolescents' subjective well-being is in focus and investigated in relation to school performance, gender and class origin. Study 3 explores whether, and to what degree, young people's activities are important links between class origin and school grades in upper secondary school. The final study builds on Study 3 and focuses on the importance of young people's class origin, school grades and activities for entering higher education. The aim of the thesis calls for extensive information on the life of young people. With a unique combination of survey data, both from the young themselves and from their parents together with registry data, this thesis can answer to these high demands on data. Study 1 uses data from the Survey of Living Conditions (ULF) collected by Statistics Sweden. The remaining studies (2-4) make use of a several data sources, but are mainly focused on ULF and the annual child supplement of the Survey of Living Conditions (Child-ULF) conducted between 2001 and 2005. In addition to ULF and Child-ULF, the data in Study 2-4 have been complemented with registry data comprising grades and entry to higher education. The data as a whole, also allow a longitudinal focus, as the survey data were collected between 2001 and 2005 and the registry data contain information up to 2009. The conclusions of the thesis can be summarized in one important point: If we are to understand the mechanisms underlying different life outcomes among young people, it is of great importance that we take into consideration young people's different conditions and practices. It has been made clear that young people's different practices and life outcomes are closely related to their class origin. Yet it should be noted that this does not always have to be the case. The present thesis has shown that young people, through different actions, can break the pattern of social reproduction. In order to support this, and to counteract social inequality, it is therefore important to increase opportunities for young people to take part in resource-generating practices.

With the hike of global energy prices of 2022-2023 and the fairness challenges of the green transition, energy poverty is again back to the forefront of economic policy debates in Europe. However, the absence of consensus on energy poverty measurement complicates policy
formulation and evaluation in this domain. This paper conducts a comprehensive analysis of the EU-wide distribution and profiles of the ‘energy poor’. We use four well-known measures of energy poverty, two subjective and two based on expenditures, coming from two different household surveys, i.e., HBS and SILC, which we statistically match. With this, we fill an important gap in the literature by measuring the extent of overlap between these indicators. Our results reveal that expenditure-based indicators cover larger shares of the population, especially in middle and high-income EU countries, with very small overlap between energy poverty measures. In the EU, only 0.3% of the population qualifies as ‘energy poor’ when considering all four indicators, while four out of ten (40%) would enter this club by at least one of these indicators. Overall, by providing a characterization of the profiles of those who would be covered or ‘left behind’ by each of these indicators, as well as their relationship with incomes and expenditures, we shed new light on the heterogeneous distributional effects from policy-targeting based on these indicators.

This document is a publication by the Joint Research Centre (JRC), the European Commission's science and knowledge service. It aims to provide evidence-based scientific support to the European policymaking process. The contents of this publication do not necessarily reflect the position or opinion of the European Commission. Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use that might be made of this publication. For information on the methodology and quality underlying the data used in this publication for which the source is neither Eurostat nor other Commission services, users should contact the referenced source. The designations employed and the presentation of material on the maps do not imply the expression of any opinion whatsoever on the part of the European Union concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries.

Digital Technologies are changing societal, personal and organisational lives. Access to some technologies becomes essential to fully participate in social interactions. Lack of access to necessary Information Technologies (Digital Divide) results in social exclusion. With the continuous evolvement of Information Technologies, the skills and capabilities required for digital participation are also changing. This paper aims at identification of current necessary and essential skills, capabilities and access to technologies from the viewpoint of service-dominant approach. An empirical investigation into ICT skills necessary for employment in different industry sectors is proposed to identify sets of necessary and transferable digital skills. The identification of these sets will not only enhance our theoretical understanding of how the digital divide changes over time, but will also allow policy and training efforts to be focused on (new) skills needed to reduce the gap.

Tens of millions of households across Europe struggle to afford adequate electricity and heating services and reliable transportation, while recent high fuel prices could lead to an increase in excess winter deaths. Tackling energy and transport poverty is thus of paramount policy importance. Here we document the drivers and lived experiences of energy and transport poverty in the United Kingdom, based on public focus groups and expert interviews. We find a set of policies that resonate with both expert planners and members of the public, implying they have a level of political and social acceptability that other measures may be lacking, notably: mandatory landlord energy efficiency upgrades, increasing the extent of financial assistance to households, cheaper (or even free) bus and train fares and restarting and expanding bus services. We buttress these findings with further suggestions for energy and transport system redesign that better meets emerging principles of energy and soc...

Introduction Transportation is one of the most complex and hazardous challenges faced by older people and disabled individuals that can limit their opportunities for meaningful participation in society. These vulnerable groups are also at increased risk of road traffic injuries, a public health problem disproportionately borne by people living in low and middle income countries. The objective of this study was to identify travel patterns and road traffic injury risks among older and disabled people in the Moneragala district of Sri Lanka. Moneragala, one of the largest districts in the country, is undergoing several changes designed to make the community ageand disablefriendly.

Car miles per person stabilising • Fall in young adults holding a driving licence Declining mobility Applying an 'equalities' lens Choice? Constraint? • Technological change • 'Urban renaissance' • Lifestyle/ consumer preference issues Choice?

Den här rapporten ger en sammanfattning av de seminarier som organiserades under våren 2021 av PHEDKommissionen för framtiden för hälso- och sjukvården efter covid-19, som bjöd in till vittnesmål från hälso- och sjukvårdspersonal, tjänstemän, tankesmedjor, forskare, civilsamhället och andra intresserade parter baserat på de erfarenheter de fått och lärt sig av under pandemin. De vittnesmål som framfördes kom från många olika geografska platser och många olika nivåer, vilket gjorde dem relevanta både för Sverige och globalt. De fastställer fera centrala rekommendationer för att skydda och förbättra folkhälsan. Dessa rekommendationer både kompletterar och i hög grad utökar de rekommendationer som togs fram i den första rapporten, som var mer fokuserad på Sverige (”Ojämlikhet i samhället gör oss sårbara för pandemier”) och baserad på vittnesmål från hösten 2020, och som kan nås via: https://phed.uni.mau.se/. Den stora mängd erfarenheter som sammanfattas här går långt utöver pandemiperi...

In this article, we argue that similarly to the literature on urban neighbourhood effects, the idea of disadvantaging residential environment can be used to explain the socioeconomic disadvantage of residents in rural peripheries. We present arguments as to why it is appropriate to consider the effects of the residential environment in a micro-regional perspective and outside of metropolitan areas. These effects are empirically analysed using income related data from the Czech Republic. We ask whether income is negatively affected by housing in peripheral microregions. The results confirm that the concept of residential disadvantage is also relevant in rural areas, and that in the Czech Republic residence in remote rural areas with limited educational levels and a high concentration of low-pay jobs has negative yet weak contextual effects, whereas increased levels of deprivation and social exclusion, typical also of many urban regions, are not decisive. A stronger negative impact of living in peripheries has been found on higher-skilled workers and women.

This study estimates housing quality and features explaining energy poverty in Spain and its regions. By using the EU-SILC dataset for 2008-2019, it calculates the hidden links between energy poverty indicators and housing features, controlled by other variables such as type of household, poverty, and housing tenancy. Confirmatory factor analysis is used to identify the role of different dimensions in explaining energy poverty at the household level. The empirical evidence finds three hidden factors associating energy poverty with poverty, poor housing quality, and housing size and outskirts location. These three factors enable classifying households accordingly, revealing their distribution across Spain and three of its 17 Spanish regions: Madrid, Cataluña, and Valencian Community. Findings indicate how the impact of energy poverty differs by region, rejecting the general hypothesis that all households in poverty live in poor housing because they cannot afford the maintenance costs, thus causing energy poverty. Results suggest that energy poverty due to poor housing quality and location affects many households that are not necessarily poor, with different impacts depending on location. The association between energy poverty and larger houses located on the outskirts represents new evidence in the literature and is one of the contributions of this study, together with the methodology for classification. Results suggest that retrofitting investment would be crucial in reducing energy poverty problems in Spain.

The paper presents a study to explore the relationship between travel poverty and social disadvantage at the local geographical level. The main aim of the research was to identify the extent to which the revealed travel behavioural outcomes of the study participants are due to personal social constraints or environmental conditions in their residential locations. Specifically, we sought to identify if the greater access to local amenities and public transport services of inner city residents led to an increase in their daily travel activities when compared with their urban peripheral counterparts. The research analysed data from a personal travel survey and one-day travel diary with 502 adults aged between 16 and 65 years in two different deprived areas in Merseyside, North West England. Our analysis is somewhat hampered by the small sample size, but the modelled results suggest that more trips, and longer journey distances do not necessarily imply greater social inclusion. The geographically weighted regression models (GWR) highlighted that the physical location of where people live within the city is more influential on their trip-making patterns than social determinants such as household income, age, gender, and/or employment status. Street connectivity, the level of bus services and neighbourhood safety were all particularly significant for determining spatial variations in the daily trips that were undertaken, with more trips being undertaken where there was a greater density of street nodes, bus stops and where people felt safer at night. This highlights the need for local transport and urban policymakers to carefully consider and target these micro-scale factors when attempting to introduce transport interventions to reduce social exclusion amongst low-income urban populations. 1. Introduction This is the third in a trilogy of papers from a study to explore the linkages between transport and social disadvantage. It describes research to model the travel behaviours of a matched sample of working-age, low-income individuals living in two different deprived areas of the same city. In a first paper (Schwanen et al., 2015), we provided a critical overview of the literatures pertaining to transport-related social exclusion and the role of social capital in alleviating or exacerbating transport disadvantage. The paper concluded that the linkages are likely to be: complex, multiple and entwined, whereby personal factors associated with financial deprivation combine with physical factors associated with the home location of affected persons to create mutually reinforcing cycles of transport and social disadvantage (Schwanen et al. 2015: 128). The second paper (Lucas et al., 2016) focused on national level datasets and analysis in the UK using data from the UK National Travel Survey (NTS). It modelled the role of income as a key determinant of the suppressed travel behaviours of low-income households. The study demonstrated that individuals in households earning below the average annual household income (approximately £26,000 p.a.) make significantly fewer trips per week, and over shorter trip distances, than the average population in the UK. This relationship

The Policy Research Working Paper Series disseminates the findings of work in progress to encourage the exchange of ideas about development issues. An objective of the series is to get the findings out quickly, even if the presentations are less than fully polished. The papers carry the names of the authors and should be cited accordingly. The findings, interpretations, and conclusions expressed in this paper are entirely those of the authors. They do not necessarily represent the views of the International Bank for Reconstruction and Development/World Bank and its affiliated organizations, or those of the Executive Directors of the World Bank or the governments they represent.

Energy and mobility poverty limits people's choices and opportunities and negatively impinges upon structural economic and social welfare patterns. It also hampers the ability of planners to implement more equitable and just decarbonization pathways. Research has revealed that climate policies have imposed a financial burden on low-income and other vulnerable groups by increasing food and energy prices, leading as well to global inequality. Similarly, researchers have warned that in developing countries, emission mitigation policies could increase poverty rates and even frustrate progress towards universal access to clean energy. This research explores whether low-income social groups experience a 'double energy vulnerability', a situation that simultaneously positions people at heightened risk of transport and energy poverty. We investigate this 'double vulnerability' through original data collection via three nationally representative surveys of Mexico (N = 1,205), the United Arab Emirates (N = 1,141), Ireland and Northern Ireland (N = 1,860). We draw from this original data to elaborate on the sociodemographic attributes, expenditure and behaviour emerging from energy and transport use, focusing on themes such as equity, behaviour and vulnerability. We propose energy and transport poverty indexes that allow us to summarize the key contributing factors to energy and transport poverty in the countries studied and uncover a strong correlation between these two salient forms of poverty. Our results suggest that energy and transport poverty are common issues regardless of the very different national, and even sub-national, contexts. We conclude that energy and transport poverty requires target policy interventions suitable for all segments of society, thus enabling contextually-tailored, just energy transitions.

The spatial arrangement of a metropolis is of utmost importance to carry out daily activities, which are constrained by space and time. Accessibility is not only shaped by the spatial and temporal dimension, but it is also defined by individual characteristics, such as gender, impairments, or socioeconomic characteristics of the citizens living or commuting in this area. This study analyzes mobility trends and patterns in the metropolitan area of Barcelona before and after the COVID-19 pandemic outbreak, with special emphasis on gender and equality. The study draws on multiple sources of information; however, two main datasets are analyzed: two traditional travel surveys from the transport metropolitan area of Barcelona and two coming from smartphone data. The results show that gender plays a relevant role when analyzing mobility patterns, as already highlighted in other studies, but, after the pandemic outbreak, some population groups were more likely to change their mobility patte...

We are still far from achieving the ambitions of ensuring independent living and providing equal opportunities to enjoy seamless, accessible, and independent trave1 for persons with special access needs. The goal of the project TRIPS (TRansport Innovation for vulnerable-to-exclusion People needs Satisfaction) is to empower people with different access needs to play a central role in the design of inclusive future mobility solutions. For this reason, a participatory approach is developed and applied to co-product knowledge on existing barriers, co-create solutions and co-evaluate the resulting prototypes and services. The project thereby engages seven European cities in the open innovation process. The paper introduces the first phase of the project, the user requirements analysis by illuminating the methodological approach and reflecting on first results of the co-production of knowledge. Special emphasis is placed on the building of the local working groups and their involvement in...

Workplace relocation can have a significant impact on commuting trips as well as on the location and number of activities scheduled within the home-work tour. This often exogenous, non-voluntary event affects the entire activity-travel behavior of the employees. As response, employees can adopt several short- and long-term adaptation strategies to cope with such change, the most obvious being commuting mode shifting, acquire new mobility resources (e.g., buying a car) or changing residential location. As workplace relocation can be consequence of national policies aimed at decongesting the city centers or to favor the development of new business areas, undesired macroscopic changes in modal shares and in land developments may be observed. While a decrease in the commuting time after a workplace relocation is, in some cases, observed, an increase in car use for the commuting trip may be observed as well. This paper aims at providing an in-depth understanding of the effect of workplac...

In the context of dealing with mobility poverty, it is relevant to consider how personal choices and (changes in) one's personal situation affect behaviour and, possibly, lead to behavioural change. A growing number of studies have explored and confirmed the impact of life events on travel behaviour. As most travel behaviour is habitual, it is a challenge to encourage people to consider other transport modes. For policy makers and transport service providers, it follows that life events or transition points can-and should-be considered as opportunities for triggering behavioural change, i.e. for promoting alternative transport options and nudging people towards using them. Life events in travel behaviour change theory: an overview Personal choices and (changes in) one's personal situation affect behaviour and may trigger behavioural change. In this chapter, we analyse how behaviour and behavioural change insights can be applied to the study of travel behaviour and travel behaviour change. First, we address a more theoretical framework and then we offer some case studies. We can start with Adjei and Behrens (Adjei et al. 2012). In their review and synthesis of travel behaviour theories and experiments, they distinguish between four types of theories, depending on which questions they seek to answer: • How behavioural choices are made (rational choice theory, prospect theory, habit formation theory, theory of interpersonal behaviour); • What factors affect decision-making (theory of planned behaviour, theory of interpersonal behaviour, norm activation theory); • When behavioural change occurs (habit formation theory, cognitive dissonance theory, stages of change model); and • How people respond to behaviour change interventions (self-perception theory, goal setting theory).

This study aims to analyze the relationships between degree of green infrastructure, walkability and perceived social safety in a given geographical location. Previous research has shown how the presence of green urban elements-in addition to functioning as stress reducers-can create well-being and socialization incentives in public places. These, in turn can encourage people to move more by foot or other slow means of conveyance. In the 7 Diskussion och slutsats 7.1 Hur upplevs tryggheten på Kyrktorget idag av människor som lever och verkar i området? 7.2 Hur arbetar Partille kommun, utifrån aktuella styrdokument, med grön infrastruktur och gångvänlighet idag? 7.3 Hur kan Partille kommun implementera planeringsperspektiven grön infrastruktur och walkability för att skapa trygghet på Kyrktorget? 7.3.1 Potential för ökad trygghet genom implementering av grön infrastruktur och walkability? 7.4 Brister i undersökningen och hur dessa kan påverka resultatet. 7.5 Vetenskapligt bidrag och framtida studier Referenslista Bilagor Bilaga 1: Enkätundersökning

This paper demonstrates the co-creation process of digital mobility and delivery services applied in the Inclusive Digital Mobility Solutions (INDIMO) project mainly based on the local Communities of Practice (CoP) drawing on the knowledge and experience of their members to propose solutions adapted to their needs and interests. In the context of the INDIMO project, CoPs were established at five pilot locations and included users, mobility service providers, (digital) developers, user interface designers, and policymakers associated with each pilot. This chapter aims to report on the experience of the INDIMO project in employing the CoP as a tool to integrate the development of digital mobility and delivery services and the contribution and cooperation of different actors such as operators, developers, policymakers, and organizations representing the end-users. The creation of common spaces such as the INDIMO communities of practice was fundamental to enhance cooperation among different actors, co-design inclusive digital mobility solutions, and empower the participants in using the above-mentioned services. This chapter shows the development of the CoP process, the activities and challenges, and its role in making digital mobility services inclusive and universally usable.

This paper demonstrates the co-creation process of digital mobility and delivery services applied in the Inclusive Digital Mobility Solutions (INDIMO) project mainly based on the local Communities of Practice (CoP) drawing on the knowledge and experience of their members to propose solutions adapted to their needs and interests. In the context of the INDIMO project, CoPs were established at five pilot locations and included users, mobility service providers, (digital) developers, user interface designers, and policymakers associated with each pilot. This chapter aims to report on the experience of the INDIMO project in employing the CoP as a tool to integrate the development of digital mobility and delivery services and the contribution and cooperation of different actors such as operators, developers, policymakers, and organizations representing the end-users. The creation of common spaces such as the INDIMO communities of practice was fundamental to enhance cooperation among different actors, co-design inclusive digital mobility solutions, and empower the participants in using the above-mentioned services. This chapter shows the development of the CoP process, the activities and challenges, and its role in making digital mobility services inclusive and universally usable.

Every day, many women struggle to access essential opportunities such as jobs, education, shops and friends. Failing to provide them with adequate transport services can eventually lead to an undesirable situation of social disadvantage and exacerbate the gender gap between men and women. This chapter explains how being a woman has a significant influence on mobility characteristics and travel behaviour. It also goes deeper into the main challenges and issues that need to be overcome to reduce inequalities of access and movement opportunities between genders. Properly addressing these challenges plays a crucial role in providing women with empowerment, access to opportunities and independence.

China’s internal migrants suffer from marginalised housing conditions, poor neighbourhood environments and residential segregation, which may have significant implications on health and well-being. Echoing recent calls for interdisciplinary research on migrant health and well-being, this study examines the associations and mechanisms of the impact of the residential environment on the health and well-being of Chinese migrants. We found that most of the relevant studies supported the “healthy migration effect”, but the phenomenon was only applicable to migrants’ self-reported physical health rather than mental health. The subjective well-being of migrants is lower than that of urban migrants. There is a debate between the effectiveness of residential environmental improvements and the ineffectiveness of residential environmental improvements in terms of the impact of the neighbourhood environment on migrants’ health and well-being. Housing conditions and the neighbourhood’s physical ...

The paper presents a study to explore the relationship between travel poverty and social disadvantage at the local geographical level. The main aim of the research was to identify the extent to which the revealed travel behavioural outcomes of the study participants are due to personal social constraints or environmental conditions in their residential locations. Specifically, we sought to identify if the greater access to local amenities and public transport services of inner city residents led to an increase in their daily travel activities when compared with their urban peripheral counterparts. The research analysed data from a personal travel survey and one-day travel diary with 502 adults aged between 16 and 65 years in two different deprived areas in Merseyside, North West England. Our analysis is somewhat hampered by the small sample size, but the modelled results suggest that more trips, and longer journey distances do not necessarily imply greater social inclusion. The geographically weighted regression models (GWR) highlighted that the physical location of where people live within the city is more influential on their trip-making patterns than social determinants such as household income, age, gender, and/or employment status. Street connectivity, the level of bus services and neighbourhood safety were all particularly significant for determining spatial variations in the daily trips that were undertaken, with more trips being undertaken where there was a greater density of street nodes, bus stops and where people felt safer at night. This highlights the need for local transport and urban policymakers to carefully consider and target these micro-scale factors when attempting to introduce transport interventions to reduce social exclusion amongst low-income urban populations. 1. Introduction This is the third in a trilogy of papers from a study to explore the linkages between transport and social disadvantage. It describes research to model the travel behaviours of a matched sample of working-age, low-income individuals living in two different deprived areas of the same city. In a first paper (Schwanen et al., 2015), we provided a critical overview of the literatures pertaining to transport-related social exclusion and the role of social capital in alleviating or exacerbating transport disadvantage. The paper concluded that the linkages are likely to be: complex, multiple and entwined, whereby personal factors associated with financial deprivation combine with physical factors associated with the home location of affected persons to create mutually reinforcing cycles of transport and social disadvantage (Schwanen et al. 2015: 128). The second paper (Lucas et al., 2016) focused on national level datasets and analysis in the UK using data from the UK National Travel Survey (NTS). It modelled the role of income as a key determinant of the suppressed travel behaviours of low-income households. The study demonstrated that individuals in households earning below the average annual household income (approximately £26,000 p.a.) make significantly fewer trips per week, and over shorter trip distances, than the average population in the UK. This relationship

In addition to the summary report a longer version (CONSOL-WP2 Technical report), including all steps of analysis for all used data sets, data description and Annexes including graphs and tables, is available. Data analysis was based on travel survey data available to the participating partners gathered in course of other projects and national travel surveys. Data analysis was strictly based on accessible secondary data, with no new travel survey data has been produced I course of this workpackage. All CONSOL partners contributed to the report by writing parts of the report (authors), participating in data analyses, interpretationa and/or commenting to earlier versions of this report. We would like to give special thanks to Lidia Zakowska for constructive suggestions and review of the report supporting us to assure the quality of the report.

The paper presents a study to explore the relationship between travel poverty and social disadvantage at the local geographical level. The main aim of the research was to identify the extent to which the revealed travel behavioural outcomes of the study participants are due to personal social constraints or environmental conditions in their residential locations. Specifically, we sought to identify if the greater access to local amenities and public transport services of inner city residents led to an increase in their daily travel activities when compared with their urban peripheral counterparts. The research analysed data from a personal travel survey and one-day travel diary with 502 adults aged between 16 and 65 years in two different deprived areas in Merseyside, North West England. Our analysis is somewhat hampered by the small sample size, but the modelled results suggest that more trips, and longer journey distances do not necessarily imply greater social inclusion. The geographically weighted regression models (GWR) highlighted that the physical location of where people live within the city is more influential on their trip-making patterns than social determinants such as household income, age, gender, and/or employment status. Street connectivity, the level of bus services and neighbourhood safety were all particularly significant for determining spatial variations in the daily trips that were undertaken, with more trips being undertaken where there was a greater density of street nodes, bus stops and where people felt safer at night. This highlights the need for local transport and urban policymakers to carefully consider and target these micro-scale factors when attempting to introduce transport interventions to reduce social exclusion amongst low-income urban populations. 1. Introduction This is the third in a trilogy of papers from a study to explore the linkages between transport and social disadvantage. It describes research to model the travel behaviours of a matched sample of working-age, low-income individuals living in two different deprived areas of the same city. In a first paper (Schwanen et al., 2015), we provided a critical overview of the literatures pertaining to transport-related social exclusion and the role of social capital in alleviating or exacerbating transport disadvantage. The paper concluded that the linkages are likely to be: complex, multiple and entwined, whereby personal factors associated with financial deprivation combine with physical factors associated with the home location of affected persons to create mutually reinforcing cycles of transport and social disadvantage (Schwanen et al. 2015: 128). The second paper (Lucas et al., 2016) focused on national level datasets and analysis in the UK using data from the UK National Travel Survey (NTS). It modelled the role of income as a key determinant of the suppressed travel behaviours of low-income households. The study demonstrated that individuals in households earning below the average annual household income (approximately £26,000 p.a.) make significantly fewer trips per week, and over shorter trip distances, than the average population in the UK. This relationship

Inequalities not only exist in the field of economics in relation to income and wealth, but also in other areas, such as the transport sector, where access to and use of different transport modes varies markedly across population groups, and which provides the means to access everyday living activities. A key concern within the transport sector is that inequality has extended beyond the traditional measures of travel, and now covers a wide range of effects relating to social exclusion, freedom, well-being and being able to access reasonable opportunities and resources. In order to address the aforementioned issues, an important question to resolve is what type of methods can be used to measure inequalities in transport most effectively. Therefore, this study aims to apply different approaches, including the Capabilities Approach (CA) and a further six inequality indices, namely the Gini coefficient, the Atkinson index, the Palma ratio, the Pietra ratio, the Schutz coefficient and the Theil index, to the case study using the relatively migrant-rich lower-income neighbourhood of Tuqiao, in Beijing, in order to assess individual transport-related social inequity issues. The findings suggest that the CA is useful in assessing transport-related inequalities where there are significant barriers to the take up of accessibility, for example where there are high levels of disadvantaged groups and disaggregated analysis can be undertaken. The Palma ratio appears to have a larger effect than the Gini coefficient and the other inequality indices when measuring transport-related social inequity. In addition, we also found that most income inequality methods adapted from econometrics may be better suited to measuring transport-related social inequity between different regions, cities or countries, or within the same area, but at different points in time, rather than to measuring a single neighbourhood as a whole. Finally, we argue that to what extent politicians or transport planners can use appropriate management tools to measure transport-related social inequalities may be significant in terms of the progress that can be made in the fight against social inequity in the transport field.

Background: Architectural barriers have a significant impact on the daily activities of people with reduced mobility. Objectives: To understand the weaknesses and/or opportunities in the responses of local authorities to eliminate the architectural barriers for people with reduced mobility in their social and residential context. Methodology: A descriptive, exploratory study was conducted with a sample of 21 parish council presidents from two municipalities using an accidental non-probabilistic sampling method. Results: In this sample, 76.2% of parish council presidents do not know how many people with disabilities live in their parish. The elimination of architectural barriers focused on accessible sidewalks and pedestrian routes (80%), pedestrian crossings (75%), access to public parks and gardens (70%), and access to cemeteries and markets (70%). Other equipment, even educational ones, represent less than 50%. Conclusion: Some public spaces still have architectural barriers. Ther...

In addition to the summary report a longer version (CONSOL-WP2 Technical report), including all steps of analysis for all used data sets, data description and Annexes including graphs and tables, is available. Data analysis was based on travel survey data available to the participating partners gathered in course of other projects and national travel surveys. Data analysis was strictly based on accessible secondary data, with no new travel survey data has been produced I course of this workpackage. All CONSOL partners contributed to the report by writing parts of the report (authors), participating in data analyses, interpretationa and/or commenting to earlier versions of this report. We would like to give special thanks to Lidia Zakowska for constructive suggestions and review of the report supporting us to assure the quality of the report.

Inequality is a problem facing the world community, especially in developing countries, that affects urban transport and vice versa. Which possible urban transportation mode will cause the least inequality? This is a vital question. The development of Autonomous vehicles (AV) has made Shared Autonomous Vehicles (SAV) one of the future transport modes. Active and public transport are also mentioned as applicable future modes, based on the literature. This paper aims to compare inequality in active transportation, public transport and SAV as the most important alternatives to private cars in the future. In this regard, we use doughnut economic concepts as the framework for our comparison. First, the inequality concept is expanded and then literature demonstrates the future desirability of modes. We show why doughnut economics could be a beneficial alternative for comparing that resulted in the superiority of active and public transport over SAV in terms of future inequality.

Background: This paper presents the development of a multi-dimensional mobility divide index (MDI) for assessing the accessibility of public transport developed using a co-design approach, directly involving end-users in the index design process. The index measures the gap that persons with disabilities feel they need to over-come to use public transport in the same way non-disabled citizens do. The MDI covers six accessibility-related dimensions: 1) safety, 2) convenience, 3) comfort, 4) affordability, 5) travel time, and 6) autonomy. Methods: The method paper describes the step-by-step approach to create the MDI as a set of indicators to be rated by people with different access needs to 1) provide evidence of the main criticalities to be addressed through the design and implementation of new inclusive mobility solutions, 2) guide the design of new inclusive mobility solutions and measure their impacts, and 3) inform the transport sector encouraging positive changes in transport by...

Migration within Europe and between Europe and other parts of the world is a major driver of population change and has far reaching effects on land use. The theory, historical trends and actual patterns of migration were reviewed and from these an understanding of different categories of migration was developed. The pressures for land use change caused by different types of migration were developed and interpreted into a map of Europe, resolved at NUTSx level and a set of descriptions of land use change projections, examples of which are presented. The paper suggests that the implications of migration on land use change need further research and better data in order to be able to be more certain of trends. In the modern world migration will continue to be a major influence on land use and European policies which consider migration and land use as separate issues are likely to miss important connections.

Large-scale population mobility has an important impact on the spatial layout of China’s urban systems. Compared with traditional census data, mobile-phone-based travel big data can describe the mobility patterns of a population in a timely, dynamic, complete, and accurate manner. With the travel big dataset supported by Tencent’s location big data, combined with social network analysis (SNA) and a semiparametric geographically weighted regression (SGWR) model, this paper first analyzed the spatiotemporal patterns and characteristics of mobile-data-based population mobility (MBPM), and then revealed the socioeconomic factors related to population mobility during the Spring Festival of 2019, which is the most important festival in China, equivalent to Thanksgiving Day in United States. During this period, the volume of population mobility exceeded 200 million, which became the largest time node of short-term population mobility in the world. The results showed that population mobilit...

Inequality is a problem facing the world community, especially in developing countries, that affects urban transport and vice versa. Which possible urban transportation mode will cause the least inequality? This is a vital question. The development of Autonomous vehicles (AV) has made Shared Autonomous Vehicles (SAV) one of the future transport modes. Active and public transport are also mentioned as applicable future modes, based on the literature. This paper aims to compare inequality in active transportation, public transport and SAV as the most important alternatives to private cars in the future. In this regard, we use doughnut economic concepts as the framework for our comparison. First, the inequality concept is expanded and then literature demonstrates the future desirability of modes. We show why doughnut economics could be a beneficial alternative for comparing that resulted in the superiority of active and public transport over SAV in terms of future inequality.

People are likely to adapt their everyday travel behavior when faced with adverse weather conditions like flooding. Variations in their usual travel routine often manifest in changes made in departure time, transport mode use or route taken, or cancellation of travel. The current study aims to understand how commuters in Metro Manila adjust their travel behavior in response to flooding events. Questionnaire data collected among employees demonstrate that in Metro Manila adaptation of commute behavior in response to flood events occur more often during the trip to work than during the return to home, and mostly consist of changes to the departure time. In addition, the outcomes for a series of binary logit models are consistent with the claim that whether adaptations are made to commuting behavior primarily depends on the respondent's commute and employment situation. Perceived flood characteristics sociodemographic profile and commuters' beliefs about changes over time in the frequency of flood events all played a role but were much less weakly associated with the inclination to adapt commuting behavior. Recommendations for transit agencies and employers are derived from the analysis so that affected travelers can adapt to travel conditions during flood events without compromising commitments in the household or in the workplace.