Karen Lucas

University of Leeds, Institute for Transport Studies, Faculty Member

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Dr Karen Lucas is Professor of Transport and Social Analysis and Director of Research and Innovation at the Institute of Transport Studies, University of Leeds. She has had 20 years of experience in social research in transport. She is a world-leading expert in the area of transport-related social exclusion.In 2015, she was given the Edward L. Ullman Award by the Transport Geography Specialty Group of the Association of American Geographers and in 2016 the University of Leeds Women of Achievment Award, both for her significant contribution to transportation geography.Karen is a regular advisor to national governments in the UK. In 2002, she was seconded to the Social Exclusion Unit for fourteen months to develop policies to address the transport exclusion of low-income and disadvantaged groups and communities. She subsequently worked for the Department of Transport to undertake pilot studies and develop the Guidance on Accessibility Planning that resulted from this study. Karen is also Leader of the Special Interest Group G4 on Cultural and Social Issues in Transport https://www.wctrs-society.com/special-interest-groups/topic-area-g-transport-planning-and-policy/ for the World Conference on Transport and Society (WCTRS) and co-leader of the NECTAR Cluster on Social and Health Issues .
Phone: +44 113 343 8086
Address: Institute for Transport Studies, University of Leeds, Leeds Ls2 9JT, United Kingdom

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How are high-carbon lifestyles justified? Exploring the discursive strategies of excess energy consumers in the United Kingdom

Energy Research & Social Science

The literature on climate action highlights the importance of individual and household behaviour ... more The literature on climate action highlights the importance of individual and household behaviour change to achieve energy demand reduction and climate targets. However, behaviour change remains slow. The literature has highlighted numerous structural and individual barriers to behaviour change, but how high-energy consumers themselves justify the continuation of their behaviours remains poorly understood. This paper addresses this question by providing an in-depth analysis of the discourses that individuals deploy to justify and normalise high-energy consumption. This paper first provides a typology of 'discourses of inaction' that we might expect to find, from a series of literatures. It then analyses data from 30 in-depth interviews conducted with people from high-energy-consumption households, and from four deliberative workshops with a subsample of them and with the public, conducted to explore the viability and fairness of policy options to reduce high-energy consumption. This analysis reveals how individuals variously deploy already recognised 'discourses of inaction'. It also identifies novel 'discursive strategies of entitlement'; subtle rhetorical strategies to justify their high carbon lifestyles and inaction. Most notably, these newly-identified discursive strategies include the presentation of choices as determined, desires as 'needs', and privilege as 'luck' or 'entitlement', particularly with the use of humour and irony. We discuss how these 'discourses of entitlement' reflect dominant policy approaches to behaviour change, and suggest policy approaches that can more effectively curb high-energy consumption.

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Mobilities and livelihoods in urban development contexts: Introduction

Journal of Transport Geography, 2016

The full-text may be used and/or reproduced, and given to third parties in any format or medium, ... more The full-text may be used and/or reproduced, and given to third parties in any format or medium, without prior permission or charge, for personal research or study, educational, or not-for-prot purposes provided that: • a full bibliographic reference is made to the original source • a link is made to the metadata record in DRO • the full-text is not changed in any way The full-text must not be sold in any format or medium without the formal permission of the copyright holders.

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Motivating Changes in Auto Mobility

Understanding Car Use Behaviours, 2011

This book section is from Auto motives : understanding car use behaviours: Our global reliance on... more This book section is from Auto motives : understanding car use behaviours: Our global reliance on private automobiles as the primary means for transporting individuals is likely to become of increasing political importance over the next ten to twenty years. While the individual benefits of car-based travel continues to be recognized, the wider environmental and social cost of automobiles is also significant and the need for political intervention to control some of their worst effects is increasingly accepted within policy circles internationally. It is within this wider context that "Auto Motives" is set. It critically evaluates the evidence for better understanding 'what drives us to drive'. Uniquely, it draws together and explains the diverse theoretical literatures that pertain to people's auto motives and considers these theories in light of empirical research of what actually informs our automobile decisions and behaviours. With contributions from leading academic experts from around the world, its core arguments and narratives are presented in such a way as to offer widespread appeal to a wide ranging audience

Auto Motives

is a senior research fellow with the Transport Studies Unit at Oxford University. Over the past 1... more is a senior research fellow with the Transport Studies Unit at Oxford University. Over the past 10 years, Karen has established an international reputation for her pioneering research looking at the role of transport in social exclusion and has published extensively on this topic. Her specialist research interest is in making evident the links between the social and environmental aspects of sustainable development, with a particular focus on meeting the needs of people living in deprived and excluded communities within developed societies. In 2002/2003, she was seconded to the UK Social Exclusion Unit as a policy advisor on its study of transport and social exclusion. Karen is a book review editor for the Journal of Transport Geography and a member of its editorial board. She is an overseas representative for the US Transportation Research Board's Environmental Justice and Social and Economic Factors in Transportation Committees and a founder member of the UK Government's Sustainable Development Research Network and continues to act as a member of its Advisory Committee.

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Implementing sustainable property development: a report on the potential for the property sector to influence, and promote, sustainable travel patterns …

This report presents a study of how land decisions and property design could act as a force to li... more This report presents a study of how land decisions and property design could act as a force to limit or shape the growth in travel demand in the UK. Limited attention has been paid to the role of the property sector in transport, and new thinking on transport seems to have had minimal effect on the property development and investment industry. The report first defines and discusses the relevant sustainability issues for the property sector. The key stages of the property development delivery process are: (1) financial and investment considerations; (2) site location consideration and land use patterns; (3) transport and accessibility, including the relationship between transport and the location of property developments; (4) building design and construction; and (5) issues arising when buildings are occupied. These issues are considered in relation to reducing car dependency and facilitating more sustainable travel patterns. The report also addresses other aspects of property developers, including the role of local authorities, the perspective of developers, and the use of indicators in the delivery process. It considers the implications of energy efficiency and resource use for building designs and the wider environment, and social and economic implications of patterns of development and building use.

Understanding how low-income communities gain access to healthcare services: A qualitative study in São Paulo, Brazil

Journal of Transport & Health, 2019

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Journal of transport and health, Jun 1, 2017

Background: It is important to move beyond traditional Health Impact Assessment (HIA) focused on ... more Background: It is important to move beyond traditional Health Impact Assessment (HIA) focused on mortality, by including morbidity outcomes that pose a significant burden on healthcare systems and quality of life. Childhood asthma, the most common chronic illness in children, is one such outcome with 1 in 11 children in the UK suffering from this condition. Air pollution, particularly traffic-related air pollution, is thought to contribute to the childhood asthma burden. We aimed to estimate the burden of childhood asthma (from birth-18 years old) attributable to traffic-related air pollution in Bradford, UK, by calculating the number of asthma cases attributable to traffic-related Nitrogen Oxides (NO x), Nitrogen Dioxide (NO 2), Particulate Matter 2.5 and 10 and Black Carbon. We further explored whether differences in the exposure assessment methods translate into differences in the estimated health burden. Methods: We estimated the childhood population exposure to traffic-related NOx and NO 2 at the super output area level in Bradford using two full-chain models linking transport, emissions and air quality models. These were namely 1) a dispersion model with standard vehicle emission factors; 2) a dispersion model with novel vehicle emission factor developed in previous work (Khreis, 2016). A Land-Use Regression (LUR) model developed in previous work as part of the ESCAPE consortium (Beelen et al., 2013) was also used to estimate exposure. We extracted the incidence rate for childhood asthma and the exposure-response functions from previous published surveys and meta-analyses (Punekar and Sheikh 2009; Khreis et al., 2017). We calculated the relative risk and population attributable fraction of childhood asthma due to estimated air pollutant levels. We estimated the number of asthma cases attributable to these exposure levels in each output area in Bradford and summed the results across all output areas. Results: To our knowledge, this study represents one of the very few studies undertaking full-chain burden of disease assessment that considers the full-chain from exposure source (e.g. vehicle emissions), through pathways (e.g. air pollution levels and exposure assignment) to health outcomes (e.g. childhood asthma). It also adds to the scarce literature exploring uncertainties associated with methodological issues related to the exposure assessments. The attributable cases of asthma as estimated using LUR exposures were 433 due to NO2, 685 due to NOx, 485 due to PM2.5, 608 due to PM10 and 276 due to Black Carbon. The remainder of the analysis is ongoing.

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Exposure to traffic-related air pollution and risk of development of childhood asthma: A systematic review and meta-analysis

Environment International, Mar 1, 2017

Running title Traffic-related air pollution and childhood asthma development. Supplementary Mater... more Running title Traffic-related air pollution and childhood asthma development. Supplementary Materials PRISMA Checklist, Note 1 (dealing with overlaps between studies populations and pooled analyses), CASP Checklist, Note 2 (quality assessment), Figure S2: BC fixed-effects meta-analysis, Figure S3: NO2 fixed-effects meta-analyses, Figure S4: NOx fixed-effects meta-analyses, Figure S5: PM2.5 fixed-effects meta-analyses, Figure S6: PM10 fixed-effects meta-analyses, Figure S8: NO2 funnel plot-fixed-effects meta-analysis, Figure S9: NOx funnel plot-fixed-effects meta-analysis, Figure S10: PM2.5 funnel plot-fixed-effects meta-analysis, Figure S11: PM10 funnel plot-fixed-effects meta-analysis, Table S1: Exposure models under TRAP surrogates and associated original risk estimates, Table S2: Exposure models under TRAP at fixed-site monitoring stations and associated original risk estimates, Table S3: Exposure models under TRAP by LUR modelling and associated original risk estimates, Table S4: Exposure models under TRAP by dispersion modelling and associated original risk estimates, Table S5: Exposure models under TRAP measured at the individual residential level and associated original risk estimates, Table S6: Exposure models under TRAP by satellite imagery and associated original risk estimates, Note 3 (sex differences), Table S7: Differences in TRAP effects on atopic and nonatopic asthma.

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Reprint of Transport poverty and fuel poverty in the UK: From analogy to comparison

Transport Policy, Jul 1, 2018

The notion of 'fuel poverty', referring to affordable warmth, underpins established research and ... more The notion of 'fuel poverty', referring to affordable warmth, underpins established research and policy agendas in the UK and has been extremely influential worldwide. In this context, British researchers, official policymaking bodies and NGOs have put forward the notion of 'transport poverty', building on an implicit analogy between (recognised) fuel poverty and (neglected) transport affordability issues. However, the conceptual similarities and differences between 'fuel' and 'transport' poverty remain largely unaddressed in the UK. This paper systematically compares and contrasts the two concepts, examining critically the assumption of a simple equivalence between them. We illustrate similarities and differences under four headings: (i) negative consequences of lack of warmth and lack of access; (ii) drivers of fuel and transport poverty; (iii) definition and measurement; (iv) policy interventions. Our review suggests that there are important conceptual and practical differences between transport and domestic energy consumption, with crucial consequences for how affordability problems amongst households are to be conceptualised and addressed. In a context where transport and energy exhibit two parallel policy worlds, the analysis in the paper and these conclusions reinforce how and why these differences matter. As we embark on an ever closer union between our domestic energy and transport energy systems the importance of these contradictions will become increasingly evident and problematic. This work contributes to the long-term debate about how best to manage these issues in a radical energy transition that properly pays attention to issues of equity and affordability.

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The affordability of household transport costs: quantifying the incidence of car-related economic stress in Great Britain

There is increasing concern for the affordability of daily mobility costs, notably by car. In thi... more There is increasing concern for the affordability of daily mobility costs, notably by car. In this paper, we use the term 'car-related economic stress' (CRES) to refer to households spending a disproportionate amount of money on car travel. We propose two indicators to investigate CRES in Great Britain, both of which are based on widely available, continuous surveys. First, a 'Low-Income-High-Costs' metric, inspired by the UK government indicator of fuel poverty, and applied to the Living Costs and Food Survey. We complement this with the analysis of a material deprivation-based measure of CRES, based on the EU Statistics on Income and Living Conditions. Our analysis suggests that, in 2012, CRES affected between 6.7% and 9% of households in Great Britain, corresponding to between 1.7 and 2.3 million households. Low population density and difficult access to public transport are associated with a higher risk of CRES. In terms of social profile, households at risk of CRES are not so different from the average of the population, but are clearly distinct from low income households with low motoring costs and from households who cannot afford cars. Our analysis identifies a number of socioeconomic factors (household size, presence of children, underemployment, disability) which may increase the ratio between car travel needs and household income, thus increasing the risk of economic stress. MATTIOLI, LUCAS & MARSDEN Car-related economic stress in the UK

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Egalitarianism and public perception of social inequities: A case study of Beijing congestion charge

Transport Policy, Feb 1, 2019

This is a repository copy of Egalitarianism and public perception of social inequities: A case st... more

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Does transport help people to gain employment? A systematic review and meta-analysis of the empirical evidence

Transport Reviews, 2020

The role of transport in providing access to employment has received considerable attention. Sinc... more The role of transport in providing access to employment has received considerable attention. Since transport policies may be motivated by assumed effects on employment probability outcomes, it is important to establish the nature of the relationship between transport and employment outcomes. While the majority of the empirical evidence suggests a positive association, it is not conclusive or consistent and often shows mixed results. To address this confusion, our study has systematically reviewed this evidence base and synthesised it through meta-analysis. We first identified 93 studies that quantitatively assessed the impact of transport on employment outcomes. By systematically merging the empirical evidence, this study establishes a positive association between transport and employment outcomes, with varying effects for four identified categories of transport measures (or combinations thereof): car ownership, public transport access, commute times, and job accessibility levels. This positive association persists in studies that control for endogeneity between transport and employment, but a larger evidence base is needed to establish a more robust relationship, in particular for cities and smaller (rural) areas outside the US-context and with regard to public transport. We then selected 20 methodologically comparable studies for inclusion in the meta-analysis. Our meta-regression models clearly demonstrate that car ownership significantly increases individual employment probabilities, in particular among welfare recipients. Young drivers benefit from access to household cars when these are not in use by their parents, and they are more sensitive to the time and cost implications of longer commutes. While our systematic review suggests that better access to public transport and higher levels of job accessibility increases employment probabilities, metaregression analysis requires more consistent transport measures. The findings in this study are important for policymakers in that they imply that job seekers may benefit from public policies targeted at improving their access to public transport, in particular for people without access to cars and in areas with fewer job opportunities.

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A new evolution for transport-related social exclusion research?

Journal of Transport Geography, 2019

This paper provides a brief overview of the transport-related social exclusion (TRSE) literatures... more This paper provides a brief overview of the transport-related social exclusion (TRSE) literatures and discusses the proliferation of this increasingly active research domain within transport geography over the last twenty years. It then focuses on a rapid evidence review of the implications for TRSE of major future innovations in the transport domain and the new mobility landscapes that will emerge from these technological, behavioural and policy changes. The key findings of the study were that more dedicated research is needed on the differential social and equity impacts of new mobility technologies and future policies to better understand the effects of these changes on already disadvantaged and marginalised groups. Transport geographers and sociologists have a particularly important role to play in the promulgation of these future research enquiries because in-depth socio-spatial research is needed to determine the people and places that will be mobility and accessibility included or excluded by these new innovations, and to help policymakers to determine how best to maximise their benefits and minimise their negative effects on future populations.

format_quoteA major Australian study found minimal relationship between transport disadvantage and social exclusion, affecting wellbeing in outer regions.format_quote

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Contested mobilities in the Latin American context

Journal of Transport Geography, 2018

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Modelling the relationship between travel behaviours and social disadvantage

Transportation Research Part A: Policy and Practice, 2016

This is a repository copy of Modelling the Relationship between Travel Behaviour and Social Disad... more

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Access to the Brazilian City—From the perspectives of low-income residents in Recife

Journal of Transport Geography, 2016

The mix of land uses is fundamental to service basic daily activities needs of low income residen... more

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Running On Empty: Transport, Social Exclusion and Environmental Justice

Community Development Journal, 2006

... RUNNING ON EMPTY Transport, social exclusion and environmental justice Edited by KarenLucas O... more

The health impacts of traffic-related exposures in urban areas: Understanding real effects, underlying driving forces and co-producing future directions

Journal of Transport & Health, 2016

This is a repository copy of The health impacts of traffic-related exposures in urban areas: Unde... more

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Social impact assessment: The case of bus rapid transit in the City of Quito, Ecuador

Measuring Transport Equity

This chapter assesses equity in the provision of public transport supply and presents a high-leve... more This chapter assesses equity in the provision of public transport supply and presents a high-level strategic analysis for policymakers. The core of the methodology is a comparison of the need for public transport with the supply of public transport. The balance between need and supply is captured by an index of public transport deprivation (disparity index). This index represents an equity standard: where the disparity between need and supply is large it suggests an inequitable situation for some or all of the residents of an area. The methodology allows the identification of (unintended) equity consequences from new transport projects. It provides a measure which is easy to calculate. Results can be readily mapped, thus aiding the interpretation of results and helping policymakers address such questions as: Which percentage of the population is not adequately served? Where are they located? The data requirements are kept to a minimum so that the methodology can be applied broadly in the Global South where access to data can be scarcer. The methodology is applied to the case study of Quito, Ecuador. Firstly, the index of unsatisfied basic needs (the need index) is used as a proxy for public transport need. Secondly, a transport supply index was calculated with variables including the number of stops, frequency of services, but also modes and capacities are taken into account. By confronting the need and supply indices, it is possible to identify areas likely to suffer from transport inequity due to a shortage of public transport facilities.

Measuring the influence of social capital and personal networks on transport disadvantage

Measuring Transport Equity, 2019

Abstract The objective of this chapter is to study people's activities and transport disadvan... more Abstract The objective of this chapter is to study people's activities and transport disadvantage from the perspective of their own self-perceived barriers to mobility, and connected to this, their (in)ability to access personal networks and social support. The study uses a mixed-methods approach to social network analysis, which is applied in a case study in the City of Concepcion, Chile. The quantitative section uses data about the respondents’ perceived barriers to perform activities, both related with the transport dimension and the activity itself. In addition, the analysis uses information about the spatiality of the respondents’ personal networks and social support they receive from those social contacts. The qualitative section uses data from in-depth interviews performed to a subsample of the same respondents. The results suggest that between 10% and 20% of the sample experience barriers both with respect to the social activities themselves and the transport services needed to connect with those activities. Journey distance is an important factor for the decay of social support of the respondents’ personal support networks. These results also occur in the context of the respondents’ adaptation processes with regards to their constraints, such as car unavailability, as the in-depth interviews suggest. This finding emphasizes the need for transport and social welfare policymakers to better understand the important role of transport and mobility in the maintenance of people's social support networks in the Chilean urban context.

Karen Lucas

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