Transportation barriers to Syrian newcomer participation and settlement in Durham Region

Farber, Steven; Mifsud, Anika; Allen, Jeff; Widener, Michael J.; Newbold, K. Bruce; Moniruzzaman, Mohammad

doi:10.1016/j.jtrangeo.2018.03.014

Cited by 39 publications

(24 citation statements)

References 22 publications

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“…barriers to travel have significantly lower levels of activity participation. For example, previous research has highlighted travel barriers for low-income women (McCray & Brais, 2007), single parents (Páez et al, 2013), post-secondary students , the elderly (Roorda et al, 2010), and refugees (Farber et al, 2018). In terms of scale, Litman (2003) estimated that one in three Canadian households have at least one member who regularly has barriers to daily travel, and Allen and Farber (2019b) estimated that 500,000 individuals living below the poverty line in the GTHA also live in neighbourhoods with poor transit accessibility.…”

Section: Regional Contextmentioning

confidence: 99%

Planning transport for social inclusion: An accessibility-activity participation approach

Allen

Farber

2020

Transportation Research Part D: Transport and Environment

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118

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Social equity is increasingly becoming an important objective in transport planning and project evaluation. This paper provides a framework and an empirical investigation in the Greater Toronto and Hamilton Area (GTHA) examining the links between public transit accessibility and the risks of social exclusion, simply understood as the suppressed ability to conduct daily activities at normal levels. Specifically, we use a large-sample travel survey to present a new transport-geography concept termed participation deserts, neighbourhood-level clusters of lower than expected activity participation. We then use multivariate models to estimate where, and for whom, improvements in transit accessibility will effectively increase activity participation and reduce risks of transport-related social exclusion. Our results show that neighbourhoods with high concentrations of low-income and zero-car households located outside of major transit corridors are the most sensitive to having improvements in accessibility increase daily activity participation rates. We contend that transit investments providing better connections to these neighbourhoods would have the greatest benefit in terms of alleviating existing inequalities and reducing the risks of social exclusion. The ability for transport investments to liberate suppressed activity participation is not currently being predicted or valued in existing transport evaluation methodologies, but there is great potential in doing so in order to capture the social equity benefits associated with increasing transit accessibility.

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Section: Regional Contextmentioning

confidence: 99%

Planning transport for social inclusion: An accessibility-activity participation approach

Allen

Farber

2020

Transportation Research Part D: Transport and Environment

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118

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“…The impact of transport-related exclusion extends beyond economic issues to include both mental health and civic engagement outcomes (Ma, Mulley, and Kent 2018). Transportation barriers also hinder individuals’ participation in culturally significant social activities, disconnecting individuals from social support networks (Farber et al 2018). In sum, researchers associate transportation access with activity participation, employment, and other well-being outcome.…”

Section: Transport Equity Debatesmentioning

confidence: 99%

Equity Analysis and New Mobility Technologies: Toward Meaningful Interventions

Palm

Farber

Shalaby

et al. 2020

Journal of Planning Literature

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Transit agencies in multiple countries have started piloting the integration of new mobility technologies (NMTs) into their transit services. This article reviews the emerging evidence from NMT-based transit pilots to identify the social equity impacts of NMT–transit integration. We focus on ride-hailing, on-demand transit, microtransit, and active travel NMTs like dockless bike share. We find evidence that three of these technologies have the potential to improve the social equity of transit systems, but we note that most agency pilots do not explicitly measure equity impacts. We offer recommendations on how future pilots should frame equity measurement to yield policy-relevant insights.

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“…There have been a plethora of studies which have measured inequalities in accessibility among the overall population and comparing with various subgroups, who are potentially more vulnerable to experiencing transport poverty. Some studies have found differing levels of accessibility for minority groups (Parks, 2004;Klein et al, 2018), recent immigrants (Blumenberg, 2008;Farber et al, 2018), single-parent families (Páez et al, 2013), by age cohorts (Delbosc & Currie, 2011;Barnes et al, 2016), by gender (Hanson & Pratt, 1995;Klein et al, 2018), or by wages and income levels (Delbosc & Currie, 2011;Fan et al, 2012). Other studies have generated combined measures of socio-economic disadvantage at a neighbourhood level to compare with accessibility measures to highlight where gaps in transit accessibility align with social need (Foth et al, 2013;Fransen et al, 2015).…”

Section: Inequalities In Transport Accessibilitymentioning

confidence: 99%

“…As well, we sum cross-tabulations by two other measures of socio-economic status which could compound with transport disadvantage and result in transport poverty. One is recent immigrant status (immigrated between 2011 and 2016) as recent immigrants are more likely to rely on transit due to the time-intensive process of obtaining a driving license, the cost of a vehicle, and potential language barriers (Lo, Shalaby, & Alshalalfah, 2011;Farber et al, 2018). Recent immigrants are also more likely to be in search of employment.…”

Section: Estimating the Extent Of Transport Povertymentioning

confidence: 99%

Sizing up transport poverty: A national scale accounting of low-income households suffering from inaccessibility in Canada, and what to do about it

2019

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Millions of Canadians rely on public transportation to conduct daily activities and participate in the labour force. However, many low-income households are disadvantaged because existing public transit service does not provide them with sufficient access to destinations. Limited transit options, compounded with socioeconomic disadvantage, can result in transport poverty, preventing travel to important destinations, like employment opportunities. Given the growing gentrification of Canadian downtowns and the dispersion of poverty into Canadian suburbs, the time is right for a national accounting of those living in transport poverty, and the development of a national transport and land use strategy for alleviating the risks of accessibility deprivation. Accordingly, in this paper we measure and analyze vertical inequalities in access to employment in Canadian cities in order to estimate how many, where, and to what extent, Canadians are at risk of transport poverty. We make use of open transit network data and cutting edge accessibility measurement methods to generate comparative scores suitable for a national-scale analysis. We find that in aggregate, lower income neighbourhoods tend to have better levels of transit accessibility. But despite this overall positive outlook, there are still nearly one million low-income individuals living in urban areas with low transit accessibility. We summarize our findings by generating descriptive typologies for areas vulnerable to transport poverty which are then used to develop and recommend planning strategies to reduce inequalities.

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Transportation barriers to Syrian newcomer participation and settlement in Durham Region

Cited by 39 publications

References 22 publications

Planning transport for social inclusion: An accessibility-activity participation approach

Planning transport for social inclusion: An accessibility-activity participation approach

Equity Analysis and New Mobility Technologies: Toward Meaningful Interventions

Sizing up transport poverty: A national scale accounting of low-income households suffering from inaccessibility in Canada, and what to do about it

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