Transport Justice: Designing fair transportation systems by Karel Martens

Author:Karel Martens [Martens, Karel]
Language: eng
Format: epub
ISBN: 9781317599579
Publisher: Taylor and Francis
Published: 2016-06-30T22:00:00+00:00

Conclusions

I have analyzed a wide variety of scenarios in which fictive but prudent (and perhaps in part fictive because prudent) immigrants to an island may find themselves. In each scenario, the immigrants face a different type of accessibility-related brute bad luck, against which they can protect themselves through the purchase of various types of accessibility insurance schemes.

Let me first describe the ideal, fair, pattern of accessibility as it emerges if immigrants purchase all the types of insurance schemes outlined in this chapter. In that fair society, all immigrants receive a floor income level that enables the purchase of a sufficient level of all necessary goods. This floor income also covers the costs of using the dominant transportation mode on the island. More precisely, it covers the transportation expenditures necessary for a sufficient level of trips with this dominant transportation mode, i.e., it covers the costs of a level of trips that enables participation in a sufficient number of out-of-home activities. The immigrants living on the floor income will be limited in the choice of residential location and will be priced out of expensive, high-access, locations. They will, however, maintain a range of choice among locations that all offer a sufficient level of accessibility. In the ideal situation, the dominant transportation mode can be used by all (adult) immigrants, irrespective of their abilities. However, the fair society may also feature a dominant transportation system that is not fully inclusive and thus cannot be used by all immigrants. In this fair society, some proportion of the immigrants may be struck by forms of brute bad luck that will prevent them from using the dominant transportation system on the island. These immigrants are obviously guaranteed a floor income. In addition, they are provided with an alternative transportation service that guarantees a sufficient level of accessibility. This alternative transportation service may take the form of an individualized service or of an alternative transportation system, depending amongst other factors on the population density and the risk of experiencing various types of travel-related impairments. The costs of using the system will be comparable to the costs of the dominant transportation system, so that persons experiencing travel-related impairments can pay for a sufficient level of trips from their floor income. Whenever the resulting user-generated revenues do not cover the entire costs of the alternative transportation system, the remainder of the costs will have to be carried by the entire society based on some form of progressive taxation.

Let me now turn to the situation typical for most developed countries and a rapidly increasing number of developing countries. This situation is characterized by a dominant car-road system shaping land use patterns, by a substantial share of the population excluded from the use of that dominant system, by a significant share of the population living on a subsistence income that is below a fair floor income, and by a de facto random assignment of residential locations. These conditions strongly shape patterns of accessibility as experienced by real-life persons. The argumentation

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