Concepts of Equity, Fairness, and Justice Expressed by Local Transport Policymakers

Hay, Alan; Trinder, E

doi:10.1068/c090453

Cited by 22 publications

(5 citation statements)

References 1 publication

(1 reference statement)

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“…Transportation equity is regarded to be equal to the average distribution for space, so as to meet people's basic mobility needs (Hay and Trinder 1991), which mainly takes traffic items as research objects to evaluate the influence of traffic distribution at different time periods. Transportation equity is divided into horizontal equity and vertical equity at the earliest stage (Thomopoulos and Grant-Muller 2013) The horizontal equity strengthens the balanced distribution of interests among members of the same population, and the vertical equity pays more attention to the distribution of interests among members of the different populations (Lee and Douglass 1978).…”

Section: Vertical and Horizontal Transportation Equitymentioning

confidence: 99%

Study on the impact of the Beijing–Shanghai high-speed railway on regional economic equity based on economic performance

Yang

Qiong

Pan³

2021

Ann Reg Sci

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According to the panel data of stations along the Beijing–Shanghai high-speed railway (BSHR) from 2008 to 2018, the influence of BSHR on regional economy of cities along the line is analyzed, and the influence of the opening of the BSHR on regional economic equity of cities along the line, through constructing the difference-in-differences model. The research result shows that the opening of the BSHR greatly promotes the growth of the GDP per capita of the site cities along the line and the optimal allocation of resources, such as labor, information and technology, and accelerates the two-way flow of factors of production between big cities and small and medium-sized cities at stations along the high-speed railway, makes high-quality resources from small and medium-sized cities flow to big cities along the line, while some backward resources from big cities gradually tilt toward small- and medium-sized cities along the line. In short, the opening of BSHR promotes the economic growth of the cities along the line, shortens the economic gap between the cities, is conducive to realizing regional economic equity.

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Section: Vertical and Horizontal Transportation Equitymentioning

confidence: 99%

Study on the impact of the Beijing–Shanghai high-speed railway on regional economic equity based on economic performance

Yang

Qiong

Pan³

2021

Ann Reg Sci

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“…Policymakers and practitioners do not have clear definitions of ''equity,'' and therefore it is flexibly interpreted and applied within transportation policy and planning (26,28). Even when policymakers are expected to consider equity, it does not always significantly factor into policy formation (28). Even objective analyses have been found to be selectively manipulated, ignored, or blocked to reflect the political goals of elected officials and therefore repress informed decision-making on transport equity (29).…”

Section: Barriers To Incorporating Equitymentioning

confidence: 99%

“…The transportation planning process possesses limitations as well. Policymakers and practitioners do not have clear definitions of “equity,” and therefore it is flexibly interpreted and applied within transportation policy and planning ( 26, 28 ). Even when policymakers are expected to consider equity, it does not always significantly factor into policy formation ( 28 ).…”

Section: Literature Reviewmentioning

confidence: 99%

Incorporating Equity into Pedestrian Master Plans

Berg

Newmark

2020

Transportation Research Record: Journal of the Transportation R

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This research provides a framework for addressing inequities through municipalities’ transportation plans, which have no federal equity requirements and have been given little guidance for incorporating equity. Fifteen pedestrian master plans are reviewed for their equity considerations to derive a tripartite framework for systematically incorporating equity into transportation plans, known as The Three A’s of Equity. Acknowledgment recognizes equity as a value of the plan and that there are transportation inequities to be eliminated; Accountability establishes equity measures to be achieved by the transportation plan; and Application identifies the interventions that will be implemented to help achieve equity. Using the proposed framework, the 15 plans are evaluated for their equity considerations. The analysis finds that cities are increasingly including equity into their pedestrian master plans, but do so inconsistently, seldom include the Accountability element, and rarely include race in their equity considerations. The proposed framework, the Three A’s of Equity, can guide cities in systematically incorporating equity into their transportation plans to ideally advance more equitable outcomes.

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“…While traditional transportation planning has thus focused on the overall performance of the transport network, a social justice approach would focus on the distribution of transport investments over population groups and the related performance of the network for each of these groups. Since the criterion of demand encompasses current wants backed by a willingness and an ability to pay (Hay and Trinder 1991), the future distribution of a good based on this criterion will essentially refl ect the current distribution of income in society. Transport modeling based on demand will thus tend to recommend transport improvements that serve the rich rather than the poor.…”

Section: Route Assignmentmentioning

confidence: 99%

Basing Transport Planning on Principles of Social Justice

Martens¹

2011

Planning Journal

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Transport modeling and cost-benefi t analysis are two key tools used in transport planning. Both tools have been adapted substantially to cope with the challenges posed by the goal of sustainable development. However, the changes have primarily focused on the negative environmental impacts of the transport sector. Hardly any att ention has been paid to another key dimension of sustainable development: social justice. This paper critically analyzes the two tools from this perspective. It concludes that transport modeling is implicitly based on the distributive principle of demand. Given the importance of mobility in current society, it is suggested to replace current demand-based approaches by transport modeling that is based on the principle of need. Likewise, costbenefi t analysis has a built-in distributive mechanism that structurally favors transport improvements for highly mobile groups. This problem could be solved by replacing travel time savings by so-called accessibility gains as the key benefi t taken into account in cost-benefi t analysis. If the suggested changes were realized, both transport modeling and cost-benefi t analysis could become key tools for promoting sustainable transport.

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Concepts of Equity, Fairness, and Justice Expressed by Local Transport Policymakers

Cited by 22 publications

References 1 publication

Study on the impact of the Beijing–Shanghai high-speed railway on regional economic equity based on economic performance

Study on the impact of the Beijing–Shanghai high-speed railway on regional economic equity based on economic performance

Incorporating Equity into Pedestrian Master Plans

Basing Transport Planning on Principles of Social Justice

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