[sustran] Re: mobility as a right

[Maunder, Dave A C]

Hi and yes hope all is well with you .
The report is available on the DFID Transport-links web site.
The title is Sustainable Livelihoods,mobility and access needs by
Bryceson,Maunder,Mbara,Kibombo,Davis and Howe. TRL Report TRL554  2003.
Web site is www.transport-links.org
If you are ever in London come down to TRL and look us up
Best wishes 
Dave 

	-----Original Message-----
	From: V. Setty Pendakur [mailto:pendakur at interchange.ubc.ca] 
	Sent: 11 March 2005 16:45
	To: Asia and the Pacific sustainable transport
	Subject: [sustran] Re: mobility as a right
	
	
	David, thanks.  Good to hear from you.  Hope all is well with
you and your family.
	 
	What is correct reference for this study and is it available on
the web?
	 
	Best wishes.  Setty.
	Dr. V. Setty Pendakur
	Professor Emeritus, University of BC
	Honorary Professor, National Academy of Sciences of the PRC
	Chair, TRB-ABE90 & Director, ITDP
	President
	Pacific Policy and Planning Associates
	702--1099 Marinaside Crescent
	Vancouver, BC, Canada  V6Z 2Z3
	Phone: 604-263-3576; Fax:604-263-6493

		----- Original Message ----- 
		From: Maunder, Dave A C <mailto:dmaunder at trl.co.uk>  
		To: Chris Bradshaw <mailto:hearth at ties.ottawa.on.ca>  ;
Asia and the Pacific sustainable transport
<mailto:sustran-discuss at list.jca.apc.org>  
		Sent: Friday, March 11, 2005 12:51 AM
		Subject: [sustran] Re: mobility as a right



		I enclose a short abstract from a TRL report on
Sustainable Livelihoods
		, mobility and access needs published in 2003 which may
help clarify
		access and mobility
		
		1.1 Distinguishing mobility and accessibility 
		All communities require accessibility to supplies,
services, facilities
		and work opportunities. The accessibility of such things
can be measured
		in a number of different ways [Jones, 1981].
Accessibility depends on
		infrastructure and available and affordable modes of
transport for the
		movement of people and their loads. Accessibility
therefore depends on
		physical proximity and mobility. It may be improved by
greater mobility
		and/or improved proximity.
		
		Mobility is simply a measure of the agency with which
people choose to
		move themselves or their goods around. This involves two
components. The
		first of these depends on the performance of the
transport system, which
		is affected by where the person is and the timing and
direction in which
		they wish to travel. The second component depends on the
characteristics
		of the individual such as whether s/he has a bicycle or
car available,
		can afford taxi, bus, or rail fares, is able to walk or
use public
		transport, or has knowledge of the options available
[Porter, 2001]. In
		other words, the first element is concerned with the
effectiveness of
		the transport system in connecting spatially separated
locations, and
		the second element is concerned with the extent to which
a particular
		individual or type of person is able to make use of the
transport
		system.
		
		Accessibility, or the perceived proximity of desired
locational
		destinations, is heavily influenced by the transport
mode being used.
		Accessibility is concerned not with behaviour but with
the opportunity,
		or potential, provided by the transport and land-use
system for
		different types of people to engage in activities. 
		
		The two concepts of mobility and accessibility are
clearly related but
		can be easily confused when they are not distinguished
from the
		intervening facilitation of different modes of
transport. In the
		transport literature accessibility is often defined as
the ease with
		which one reaches a desired location. In fact taking a
more social
		science perspective which traces agency and process,
'ease of movement'
		and 'ease of access' are attributes of the transport
modality rather
		than a feature of the mobile agent or the locational
destination per se.
		
		
		
		In this research an emphasis on mobility is preferred
because it is
		concerned directly with behaviour. This is more in
keeping with the
		decisions that must be made to ensure, enhance and
sustain livelihoods.
		Moreover, mobility, activity systems, and welfare can be
conceptually
		related. Any analysis of mobility must take account of
all the
		motivational factors of individual agents. An agent's
age, gender and
		income will heavily influence his/her choice of
destinations as well as
		facilitating the possibility for individual movement.
For example, women
		may be socially sanctioned from going to public bars to
drink, or a
		young man's income may prevent him from having the money
to travel to a
		distant sports event even though he may highly desire to
do so.
		
		Physical mobility has to be distinguished at three
levels: short-term
		daily or frequent regularised patterns of mobility,
'one's daily
		movement'; medium-term long-distance mobility, in other
words, 'travel
		mobility'; and finally, long-term residential mobility.
The three levels
		interact in a number of ways, but it would be highly
misleading to lump
		them together. For example, one may state that a certain
woman is highly
		mobile because she travels a great deal for pleasure
seeing different
		parts of the world whereas she has lived in the same
location all her
		life and commutes daily to her work just half a
kilometre from her home.
		This can be contrasted with someone who has lived in
many different
		places over the course of his/her life or has a job
involving continual
		daily movement around a big city. Who is more mobile?
Clearly, an
		individual's level of mobility has to be qualified to be
meaningful.
		
		To isolate the influence of mobility levels and changes
on livelihoods,
		our study attempted to hold accessibility constraints
reasonably
		constant by excluding the sampling of remote
communities. These are
		often dominated either by severe road access problems or
major
		[long-distance] mobility constraints that preclude
individual
		initiatives. They have, in any case, already been
extensively studied
		[Barwell, 1996; Dennis, 1998; Hine and Rutter, 2000].
Our study
		concentrated on parts of the city where the range of
transport modes,
		network density and transport access are comparatively
high, which
		facilitates an understanding of the influence of income
differentiation
		on mobility and the poor's relative mobility position.
		
		D Maunder
		TRL Limited
	
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list, the main focus
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		SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred, equitable and sustainable transport with a focus on
developing countries (the 'Global South'). Because of the history of the
list, the main focus is on urban transport policy in Asia.

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