Car dependence in rural Scotland: transport policy, devolution and the impact of the fuel duty escalator

Gray, David; Farrington, John; Shaw, Jonathan; Martin, S.; Roberts, Deborah

doi:10.1016/s0743-0167(00)00035-8

Cited by 78 publications

(51 citation statements)

References 6 publications

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“…Social exclusion is not just due to the main effects of different causal factors such as income and employment but rather the interactions between these different factors, as a result, transport disadvantage measures should be based on the interactions between different explanatory factors in addition to modelling their main effects. For instance, Gray et al [74] found that despite owning cars by both groups, high-income individuals made more trips and travelled longer distances using the car than their low-income counterparts in rural Scotland. Delbosc and Currie [22] have indicated that an identification of transport disadvantage without involving interactions between different factors is overly prescriptive and simplistic.…”

Section: Criteria For the Review Of Transport Disadvantage Measuresmentioning

confidence: 99%

“…This means that, for instance, the model assumes that car-ownership is invariant to other variables, which implies that, other things being equal, all car-owning individuals have similar levels of accessibility regardless of where they live or their income level [137]. However, this might not be the case, as Gray et al [74] found that despite owning cars, high-income individuals made more trips and travelled longer distances using the car than low-income individuals in rural Scotland. Garson [140] has noted that a main effect is the direct effect of an explanatory variable on the dependent variable (e.g., accessibility) whereas an interaction effect is the joint effect of two or more explanatory variables on the dependent variable.…”

Section: Individual Accessibility-based Measuresmentioning

confidence: 99%

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Measures of Transport-Related Social Exclusion: A Critical Review of the Literature

et al. 2016

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Quantitative measures of transport disadvantage are reviewed in this paper from the perspective of their effectiveness to investigate social exclusion. The effectiveness is assessed using criteria derived through a review of the concepts of transport disadvantage and social exclusion and their operationalisation. The specified criteria are related to issues of spatial (e.g., urban accessibility, and public transport accessibility), temporal (e.g., public transport availability, and facility opening hours), and social attributes of travel and activity participation (e.g., personal mobility, and disability). Four groups of transport disadvantage measures are identified and evaluated. These include deprivation-based measures, mobility-based measures, accessibility-based measures, and activity-based measures. The review suggests that although the first three categories of measures have traditionally been used to identify transport disadvantage, they do not satisfy issues surrounding activity participation-the key outcome of social exclusion. The activity space concept is a way in which these issues can be incorporated, as it is a measure of the outcomes of activity participation and their associated travel to that activity. Participation in an activity means that an individual has overcome the spatial, temporal and social barriers of travel for that activity. The research using the activity space concept has, however, inadequately identified individual travel and activity participation. This has been due to a separate application of a range of different indicators to assess activity space size. These indicators are by their nature multidimensional-e.g., area visited, distance travelled, and number of activity sites visited. Although each indicator represents a specific qualitative/quantitative aspect of travel and activity participation, researchers have treated these indicators in an isolated manner to identify transport disadvantage and consequently transport-related social exclusion. This paper identifies the weaknesses and strengths associated with these measures; and methods are directed to overcome the limitations.

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Section: Criteria For the Review Of Transport Disadvantage Measuresmentioning

confidence: 99%

Section: Individual Accessibility-based Measuresmentioning

confidence: 99%

Measures of Transport-Related Social Exclusion: A Critical Review of the Literature

et al. 2016

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“…Of course, modern cities have all the necessary services and facilities contained in a small geographic region, so driving is only one of a number of transport options for daily life (including public transport, cycling or walking). In contrast, for those living in rural locations, driving is often considered essential because the travel distances are great (essential services are distributed far apart) and the transport infrastructure is sparse (public transport have limited timetables) limiting alternative modes of transport (Gray, Farrington, Shaw, Martin, & Roberts, 2001;Velaga, Beecroft, Nelson, Corsar, & Edwards, 2012).…”

Section: Introductionmentioning

confidence: 99%

Looking to the future of visual assessment using driving simulation

Wilkie

Mole

2017

Scand J Optom Vis Sci

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Visual function is considered uniquely important for driving because it provides multiple critical sources of information that when combined ensures successful steering. There are, however, additional cognitive functions that are essential for the driver to be able to dynamically respond to the world and make predictions about the scene, as well as the behaviour of other road users. Given the complexity of driving through a busy urban environment it should be no surprise that simple tests of visual acuity seem to have weak explanatory power in terms of increased crash risk when driving. Despite this, fitness to drive still includes a formal assessment of visual acuity, with poor scores being used to revoke the driving licence. The "gold standard" measure of driving ability remains the on-road driving test but compared to visual tests they are fairly uncontrolled, susceptible to great variation depending on the road conditions, and are unable to reliably detect subtle visual deficits. To address some of the limitations of these existing tests we use examples from two simulator settings (steering control and hazard detection) that highlight the merits of using driving simulation in order to control the visual conditions and probe specific functional capabilities of drivers. When used in conjunction with visual tests these methods will not only determine whether the core functions of driving are intact but also be able to provide richer feedback to individuals about the nature of their deficits. There are many exciting possibilities using simulation techniques to establish predictive relationships between routine visual testing and driving performance, ultimately aiming for better, more reliable assessment of fitness to drive. SammendragSynsfunksjonen betraktes som enestående viktig for bilkjøring fordi den bidrar til flere kritiske informasjonskilder som sammen sikrer trygg kontroll av bilen. Men det finnes i tillegg andre kognitive funksjoner som er nødvendige for at en bilfører skal kunne reagere dynamisk og kunne forutse både hendelser i trafikkbildet og andre trafikanters handlinger. Tatt i betraktning kompleksiteten av å kjøre i trafikkerte, tettbygde strøk, er det ikke overraskende at en enkel test av synsstyrke sjelden kan forklare fullstendig risikoen for kollisjoner ved bilkjøring. Til tross for dette brukes fortsatt synsstyrke som et mål i den formelle undersøkelsen når man skal avgjøre om en person er egnet til å føre motorvogn, og dårlige resultater på synstesten fører til inndragelse av førerkortet. Kjøreevne måles fortsatt med praktisk prøve, men sammenlignet med tester av synsfunksjonen er disse prøvene vanskelige å kontrollere, sterkt varierende avhengig av veiforholdene, og ikke i stand til å avsløre små synsdefekter. For å studere noen av begrensningene ved disse eksisterende prøvene bruker vi eksempler fra to simulatorsettinger (styrekontroll og evne til å oppdage fare) som viser fordelene med å bruke kjøresimulator for å kontrollere synsforholdene og teste bestemte funkjonelle ferdighet...

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“…Along with a range of other well-documented economic, social and political trends, the trend towards large retail stores has led to the identification of so-called 'food deserts' in both urban (Wrigley 2002) and rural locations (Bitto et al, 2003). But, in addition, once a local population comes to rely on car travel for either shopping or work, it tends to increase their usage of and dependency on more distant locations and thus it also increases the likelihood that other services will be lost to local communities (Fulton and Hammond-Ketilson 1992;Gray et al, 2001;Findlay and Sparks, 2008).…”

Section: Introductionmentioning

confidence: 99%

The trading profiles of community retail enterprises

Calderwood

Davies

2012

International Journal of Retail &Amp; Distribution Management

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Purpose -The purpose of this paper is to investigate the key features of the Community Retail Enterprises sector in the UK Design/ methodology -This paper reports on the results of a postal questionnaire survey of 197 Community Retail Enterprises. The information gathered from this survey was supplemented by visits to 21 of the shops run by these Enterprises and short interviews with some of the shop staff.Findings -The Community Retail Enterprise sector is growing very quickly with a significant number of new shops opening every year in the UK. It is a very diverse sector which provides a wide range of goods and services reflecting the desire to meet the needs of members and local residents. It is heavily dependent on the involvement of the local community, particularly as volunteers, but this can lead to other tensions around the role of the shop and the enterprise in general.Originality/ value -This paper provides an overview of an area of retailing which is growing in size and will be of interest to those involved in policy-making in rural areas.

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Car dependence in rural Scotland: transport policy, devolution and the impact of the fuel duty escalator

Cited by 78 publications

References 6 publications

Measures of Transport-Related Social Exclusion: A Critical Review of the Literature

Measures of Transport-Related Social Exclusion: A Critical Review of the Literature

Looking to the future of visual assessment using driving simulation

The trading profiles of community retail enterprises

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