Growing bus patronage and addressing transport disadvantage—The Melbourne experience

Weekly activity-travel behaviour in rural Northern Ireland: differences by context and socio-demographic

“…This indicates that the two samples (Doagh and Moira) are quite closely matched and that the results presenting comparisons between the case study areas in this research possesses the quality of a case-control study (Ornetzeder et al 2008); and it was expected that any differences in activity-travel patterns that might exist are likely to be explained by differences in the accessibility and mobility options available in the respective case study areas. Although the self-selection issue has been viewed as inappropriate in the social equity literature which argues that a basic level of services is a merit good and should be available in all areas (Loader and Stanley 2009), the differences that could be found between the areas are not due to residential self-selection bias in this research (Handy 2005;Scheiner 2010). Analysis of focus group data shows that participants living in both case study areas had a higher level of expectation with regard to transport and opportunities in these areas; and as result, when their expectations were not met; they raised concerns about the existing transport and/or land use arrangements in these areas.…”

Transportation disadvantage impedance indexing: A methodological approach to reduce policy shortcomings

“…For each composite indicator a number of individual indicators are assigned-a total of 30 indicators (Table 1). These composite and individual indicators correspond to the most basic and essential elements of TDA and are driven from the key literature (e.g., Ewing et al, 1996;Thompson, 2001;Duvarci and Yigitcanlar, 2007;Yigitcanlar et al, 2007;Loader and Stanley, 2009;Currie et al, 2010;Currie, 2011b, 2011c;Kamruzzaman and Hine, 2012;Schwanen et al, 2015). As accessibility plays a significant role in a person's TDA status, in this approach, accessibility to transport is, with some nuances, placed under the composite indicators of 'TravQual' (distance to the nearest public transport stop) and 'TrSysQual'(distance to available public transport modes) rather than 'Access'.…”

Developing socially inclusive transportation policy: transferring the United Kingdom policy approach to the State of Victoria?

“…Recent improvements to public transport services in Melbourne inner urban areas of deprivation have witnessed significant patronage growth in (Loader and Stanley 2009) and VICDOT has dedicated AU$1.4 billion (approx £50 m) to improve fixed route bus services in its deprived areas of urban Melbourne over the next 10 years in recognition that more could still be done to match public transport services to the accessibility needs of low income populations (Victoria & Victoria Department of Infrastructure 2008). In addition, the level of fares had been reduced for certain disadvantaged key groups (seniors over 60 years, young people under 18 years, people with disabilities and jobseekers) on a State wide basis, State of Victoria (2006).…”