Models of distributive justice | Equality rule | • Benefits and costs of active transport should be the same for everyone. |
Equity rule | • Benefits and costs of active transport should be distributed proportionally, e.g., provide infrastructure where demand is highest. | |
Needs rule | • The greatest benefit should be provided to the most disadvantaged population groups or geographical areas. | |
Approaches to identifying inequities in measured benefits or costs of active transport. | Social | • Assesses how active transport benefits or costs are distributed between different population groups. • Focus is typically on disadvantaged population groups, e.g., low income, indigenous, females. • Disadvantaged population groups sometimes have the most to gain from active transport policies, due to lower levels of physical activity, motor vehicle ownership and access to public transport. |
Spatial | • Assesses how active transport benefits or costs are distributed between different geographical areas (e.g., neighbourhoods). | |
Modal | • Assesses whether users of a given mode of transport are better/worse off than others, or disproportionately affected by a transport policy or project, e.g., pedestrians having longer average waiting times at signal-controlled intersections. | |
Procedural | • Assesses the fairness of decision making, e.g., whether disadvantaged groups/areas/modes are considered in, or disproportionately affected by, strategies, plans, designs, etc. | |
Measures of the benefits and costs of active transport. | Benefits | • Availability or accessibility of active transport infrastructure. • Accessibility to employment, education, public transport stops, supermarkets and other activity destinations. • Active transport infrastructure quality, e.g., kerb ramps and pavement quality. • Physical activity associated with active transport. |
Costs | • Exposure to air pollution. • Risk of being killed/injured by a motor vehicle driver. |