Introduction

This chapter focuses on the concept of fairness in the city in the context of transport and mobility. Social exclusion in transport is double edged (SEU, 2003):

• • Mobility and accessibility are unevenly given in society and this is, arguably, reinforced by policy and investment that favours certain modes and speed for the few over accessibility for all.

• • The choices of the ‘hyper-mobile’ impact disproportionately on the less mobile, that is poorer sections of society are more likely to be subject to the harmful consequences (for example air pollution, road crash, noise and so on) associated with the disproportionate use of powered vehicles by ‘kinetic elites’ and others.

For reasons of space and data availability, we focus on the former of these two dimensions but are alive to the need to study the latter element. For both elements, there are surprisingly few studies that ground social exclusion and transport to specific places. In this context, we use secondary data to investigate transport poverty in Newcastle upon Tyne. This data reveals that the interrelated processes of social disadvantage, transport disadvantage and transport poverty are experienced by certain groups in the city, but evidence is thin. A key conclusion in this respect is the need for systematic research at and below the city scale into transport poverty, the scale of potential injustice and the effects of this on the wellbeing, cultural and economic life of the city and certain groups of residents in particular. Given the changing regulatory landscape for transport service delivery; the implications of government austerity post 2008, particularly in relation to local government finance; the considerable diminution of urban regeneration initiatives; and, the continuing closure of many local shops and services, this is an urgent research need.

This chapter addresses these concerns through first reviewing the literature on transport poverty and related concepts. It then focuses on two dimensions related to transport poverty, car ownership and bus services, and finishes with a conclusion. Illustrations from Newcastle, our ‘ordinary city’ are weaved into the discussion in the latter two parts.