Vehículos autónomos y derechos de las personas con discapacidad: Riesgos y oportunidades para un sistema de transporte equitativo

To encourage an efficient and equitable urban transport system, the paper concentrates on how to manage the road space properly especially on the congested roads. The road space reallocation problem is treated in the model of simultaneously simulating travel modes and route choice behavior of multiple traveler classes with different values of time. To compare the performance of various road space reallocation schemes, not only traditional cost-benefit criteria but also consumer welfare and equity coefficients are used. The road network of the central area in Deqing city is taken to be discussed. In this case three road space reallocation schemes are identified while three transport modes and four traveler classes are considered. The results show that generally bus priority or bicycle priority helps managing road space to encourage a more efficient and equitable transportation. However, taking too much space from auto lanes decreases consumer welfare of high-income travelers who have high value of time.

A study of the experience of developing open public spaces in cities has made it possible to identify common features of their functional and spatial organization. The organization of any open public space in cities is based on specific principles by which it is formed: general principles, as well as special principles. The theoretical and practical experience of organizing open public spaces in cities is analyzed, on the basis of which the common features of their functional and spatial organization are derived. The importance of forming an open public space of cities is shown by deriving specific principles of its organization. The principle of "functional diversity" is to fill open public urban space with functions that can interest and satisfy the social needs of as many different groups of people as possible, regardless of their status, condition, or age. The principle of "functional diversity" is considered in detail, and the techniques that reveal it are identified. The author lists which of the general and special principles of organization of open public spaces in cities can be identified using the techniques discussed in the article. On the example of the project implemented by the author, recommendations are given for the organization of open public spaces in cities based on techniques that reveal the principle of "functional diversity". The relevance of the issue of deriving specific principles for the organization of open public spaces in cities (in particular, the principle of "functional diversity" and the techniques that reveal it) is due to the need for methodological and practical recommendations on the physical and functional content of various types of open public spaces in cities for their activation, attraction of people and comfortable stay in them, taking into account the world experience of their functional and spatial organization.

Willingness of people with mental health disabilities to travel in driverless vehicles

Driven by Distraction: Sustainable Road Safety and the Impact of Autonomous Driving on Vulnerable Users ( breakout presentation )

Several transport policies reduce pollution levels caused by private vehicles by introducing autonomous or electric vehicles and encouraging mode shift from private to public transport through park and ride (P&R) facilities. However, combining the policies of introducing autonomous vehicles with the implementation of electric vehicles and using the P&R system could amplify the decrease of transport sector emissions. The COPERT software has been used to calculate the emissions. This article aims to study these policies and determine which combinations can better reduce pollution. The result shows that each combination of autonomous vehicles reduces pollution to different degrees. In conclusion, the shift to more sustainable transport modes through autonomous electric vehicles and P&R systems reduces pollution in the urban environment to a higher percentage. In contrast, the combination of autonomous vehicles has lower emission reduction but is easier to implement with the currently available infrastructure.

We are colleagues and friends working together in busy emergency departments in Washington DC As Black physicians working in urban America, we do not find the recent deluge of news reports chronicling the disproportionate effect that the coronavirus disease (COVID-19) pandemic is having on the disenfranchised and minority populations in our country shocking We have long been witness to and are in a constant state of alarm over the legal, medical, educational, social and economic inequities faced by the most vulnerable residents of this country

BackgroundAchieving a shift from car use to walking, cycling and public transport in cities is a crucial part of healthier, more environmentally sustainable human habitats. Creating supportive active travel environments is an important precursor to this shift. The longevity of urban infrastructure necessitates retrofitting existing suburban neighbourhoods. Previous studies of the effects of street changes have generally relied on natural experiments, have included few outcomes, and have seldom attempted to understand the equity impacts of such interventions.MethodsIn this paper we describe the design of Te Ara Mua – Future Streets, a mixed-methods, controlled before-after intervention study to assess the effect of retrofitting street changes at the suburb scale on multiple health, social and environmental outcomes. The study has a particular focus on identifying factors that improve walking and cycling to local destinations in low-income neighbourhoods and on reducing social and health inequities experienced by Māori (Indigenous New Zealanders) and Pacific people. Qualitative system dynamics modelling was used to develop a causal theory for the relationships between active travel, and walking and cycling infrastructure. On this basis we selected outcomes of interest. Together with the transport funder, we triangulated best evidence from the literature, transport policy makers, urban design professionals and community knowledge to develop interventions that were contextually and culturally appropriate. Using a combination of direct observation and random sample face to face surveys, we are measuring outcomes in these domains of wellbeing: road-user behaviour, changes to travel mode for short trips, physical activity, air quality, road traffic injuries, greenhouse gas emissions, and perceptions of neighbourhood social connection, safety, and walking and cycling infrastructure .DiscussionWhile building on previous natural experiments, Te Ara Mua - Future Streets is unique in testing an intervention designed by the research team, community and transport investors together; including a wide range of objective outcome measures; and having an equity focus. When undertaking integrated intervention studies of this kind, a careful balance is needed between epidemiological imperatives, the constraints of transport funding and implementation and community priorities, while retaining the ability to contribute new evidence for healthy, equitable transport policy.The study was retrospectively registered as a clinical trial on 21 June 2018 in the ISCRTN registry: ISRCTN89845334 http://www.isrctn.com/ISRCTN89845334

This paper discusses ethical issues relating to equity in smart mobility (SM) with a focus on the intersections of gender, race and class. The H2020 TInnGO (Transport and Innovation Gender Observatory) project, in which this work was undertaken, was built around the concept that Gender Smart Mobility (GSM) requires not just the development of smart mobility but the application of gender and diversity mainstreaming.
 The paper is set against a background of slow but steady progress towards gender equality in transport, where women in the EU now account for between 22-27% of the transport workforce, and their multimodal journeys are underserved by current transport provision. Gender and diversity mainstreaming recognises the importance of applying intersectionality in creating fair and equitable transport services which can reduce the vulnerability of certain groups to social-exclusion related transport poverty. Although championed by the EU as an objective of transport policy, Gender Mainstreaming (GM) has had limited uptake at national level and has been criticised for its oversimplification of gender, and prioritisation of gender over other factors.
 Incorporating intersectionality into transport policy can build on advances already made by GM However little work has been conducted in this area. Therefore, we have discussed how an intersectionality-based policy analysis framework used in health can be applied to this area.
 The paper argues for wider use of intersectionality (i.e., gender and diversity mainstreaming) in the SM sector and how it can be operationalised to create more equitable transport and societies. The discussion is timely given the disproportionate impact of COVID-19.

The growing interest in urban night-time economies and night-time transport policies presents an important context in which to examine how mobility justice is conceived and operationalised in policy-making. Literature on transport exclusion and transport justice documents the disadvantages experienced by different social groups and advances theoretical frameworks for distributive justice and transport accessibility. However, this literature has rarely considered the politics of whether and how mobility difference is recognised and planned for in transport policy, including issues of deliberative justice (participation) and epistemic justice (knowledge production). To address these research gaps, this paper engages with Sheller's (2018) theorisation of mobility justice and critically analyses the construction of mobile subjects in policy discourse on night-time mobility. We analyse policy documents part of night-time policy for Greater London to examine the extent to which the differentiated night-time mobilities across social categories (gender, age, ethnicity, income, etc.) are recognised – in other words, how the ‘politics of difference’ play out in transport policy-making. Findings show that the discursive construction of mobile subjects in London's night-time policy distinguishes between workers, consumers, and transport users, yet, these broad categories poorly account for differentiated mobility needs and practices. Publicly available data on differentiated night-time mobilities in London does not inform current policy discourse, obscuring disadvantages experienced by different groups of people moving through the city at night, and thus limits the capacity of existing policy interventions to address mobility injustices. These findings reaffirm the need for transport research to move beyond distributive justice and accessibility analysis, towards exploring the potential of thinking about distributive and epistemic justice for challenging the status quo of transport policy.

This paper focuses on how cities can use climate action plans (CAPs) to ensure that on-demand mobility and autonomous vehicles (AVs) help reduce, rather than increase, greenhouse gas (GHG) emissions and inequitable impacts from the transportation system. We employed a three-pronged research strategy involving: (1) an analysis of the current literature on on-demand mobility and AVs; (2) a systematic content analysis of 23 CAPs and general plans (GPs) developed by municipalities in California; and (3) a comparison of findings from the literature and content analysis of plans to identify opportunities for GHG emissions reduction and mobility equity. Findings indicate that policy and planning discussions should consider the synergies between AVs and on-demand mobility as two closely related emerging mobility trends, as well as the key factors (e.g., vehicle electrification, fuel efficiency, use and ownership, access, and distribution, etc.) that determine whether the deployment of AVs would help reduce GHG emissions from transportation. Additionally, AVs and on-demand mobility have the potential to contribute to a more equitable transportation system by improving independence and quality of life for individuals with disabilities and the elderly, enhancing access to transit, and helping alleviate the geographic gap in public transportation services. Although many municipal CAPs and GPs in California have adopted several strategies and programs relevant to AVs and on-demand mobility, several untapped opportunities exist to harness the GHG emissions reduction and social benefits potential of AVs and on-demand mobility.

This report focuses on how cities can use climate action plans (CAPs) to ensure that on-demand mobility and autonomous vehicles (AVs) help reduce, rather than increase, green-house gas (GHG) emissions and inequitable impacts from the transportation system. We employed a three-pronged research strategy involving: (1) an analysis of the current literature on on-demand mobility and AVs; (2) a systematic content analysis of 23 CAPs and general plans developed by municipalities in California; and (3) a comparison of findings from the literature and content analysis of plans to identify opportunities for GHG emissions reduction and mobility equity. Findings indicate that maximizing the environmental and social benefits of AVs and on-demand mobility requires proactive and progressive planning; yet, most cities are lagging behind in this area. Although municipal CAPs and general plans in California have adopted a few strategies and programs relevant to AVs and on-demand mobility, many untapped opportunities exist to harness the GHG emissions reduction and social benefits potential of AVs and on-demand mobility. Policy and planning discussions should consider the synergies between AVs and on-demand mobility as two emerging mobility trends, as well as the key factors (e.g., vehicle electrification, fuel efficiency, use and ownership, access and distribution, etc.) that determine whether deployment of AVs would help reduce GHG emissions from transportation. Additionally, AVs and on-demand mobility can potentially contribute to a more equitable transportation system by improving independence and quality of life for individuals with disabilities and the elderly, enhancing access to transit, and helping alleviate the geographic gap in public transportation services.

Prelims

Heart disease is a significant cause of death worldwide. According to the World Health Organisation, 46 per cent of all deaths from non-communicable diseases in 2012 were caused by cardiovascular disease, and coronary heart disease was the leading cause of premature death in 2014. It is the leading cause of death in both the USA and the UK, and despite advances in understanding and treating heart disease, and substantial investments in research and treatment, inequalities persist in terms of ‘who develops it, who lives with it, and who dies from it’ (p. 191). Janet K. Shim is an associate professor of sociology in the School of Nursing at the University of California, San Francisco, who is interested in social inequalities in health, science, technology and medicine studies, and race, gender, and class. She brings all these interests into play in this fascinating book which explores the different meanings that heart disease has for different groups of people. In particular, her focus is on how epidemiologists studying heart disease and ‘people of color’ (p. 25) experiencing heart disease differ in the way they explain who gets it and why. Her key argument is that conventional accounts of inequalities in cardiovascular health are inadequate and unconvincing, resulting in many of the fundamental causes of those inequalities being ignored in public health interventions. The book begins with Shim clearly setting out the theoretical bases for her study in some detail. In her discussion of the politics of disease causation, she outlines and explains the role of her key concepts: biopower and biopolitics, intersectionality, and fundamental causality. These concepts intertwine in quite complex ways as she then examines the development of epidemiology in what she refers to as a ‘selective contemporary history of cardiovascular epidemiology’ (p. 48). Her discussion of the way the Framingham Study began and expanded is fascinating, particularly her documentation of the shifts in study objectives and methods over time. She argues that it breached many of what would now be regarded as fundamental research principles, which is remarkable for such a significant study, in terms of the history of epidemiology and the contribution it made to the understanding of cardiovascular disease. She also argues that it pioneered an expansion of surveillance and intervention, a point she returns to later in the book in her discussion of the ever widening role of epidemiology and its influence on self-care, self-monitoring and self-knowledge which risks the exacerbation of widening inequalities and social stratification of risks. The core of the book comprises three chapters where Shim discusses the significance of race, gender and class as competing explanations for the differing incidence of heart disease across different groups in America, with a chapter devoted to each of these classifications. She argues that there is a fundamental flaw with epidemiology in the way it accepts race, gender and class as unproblematic classifications, seeing them as ‘the usual suspects’ (p. 18) in relation to the way that epidemiologists regard them as individual and often separate explanations for the cause of heart disease. Indeed, she argues that even when individual epidemiologists see problems with the way the ‘usual suspects’ are deployed, they still fall back on using them. Alongside this critique of conventional epidemiological approaches to understanding heart disease, Shim specifically explores the intersectionality of causes of and explanations for heart disease, and makes the suggestion that the people she spoke to for her study, all ‘people of color’, had a more complex and nuanced understanding of how gender and class were inextricably linked to race in their experience of heart disease. A particularly interesting aspect of Shim's approach is the way she has carried out research with epidemiologists (interviews, observation, attending relevant conferences) and with people who have heart disease, and the contrasts she draws between the ways different groups talk about disease; in particular, lay views appear to be much more at ease with complex understandings of the intersectionality which Shim focuses on so well. The book is very much focused on the USA. It would be interesting and useful to place the USA in a broader international context, particularly given the significance of heart disease as a cause of death worldwide, and this would give the book a broader appeal to an international audience. It would also be interesting to compare research on inequalities in health in the USA with some of the enormous body of work that has been carried out in the UK and more widely in the EU on social determinants of health. However, even without an international focus, this book is well worth reading for anyone interested in inequalities in health.

Social work is a profession that contributes to the development, change, emancipation, empowerment, and well-being of individuals, families, groups and societies. Diversity, a result of human nature, has become a new phenomenon in the globalizing and changing world. Social workers need to be able to understand how the distress faced by different groups of people and social inequality and discrimination affect people's lives. Gender, which is established socially by separating from the biological differences between the sexes, determines the position and roles of men and women within society. Social workers are also expected to understand the reflections of gender inequality in their professional lives and to implement gender sensitive practices. If social workers perform their work with a high understanding of gender and respect for diversity, quality and success will increase from a professional standpoint. Candidates of social workers who will work with disadvantaged sections of society in their professional careers are expected to acquire a variety of professional knowledge, skills and values in their education processes. The extent to which the emphasis is on respect for diversity and gender in the education process is crucial for realizing sensitive practices. Social work departments and educators have a duty to ensure that students receive education in accordance with a well-designed program covering diversity and gender issues. In this regard, the issue of gender and respect for diversity will be discussed within the framework of social work profession and education

This article proposes to consider the theoretical and methodological framework of the intersectional approach to the study of migration experience, discrimination and problems of sociocultural integration in general. The article describes an intersectional model of modern capitalist society, which is divided into micro and macro contexts of inequality production. Class, race, ethnicity, gender, and physicality can be viewed as structural positions (statuses) that produce unequal access to labor markets, distribution of income and public goods, and form cultural and social distance between different groups of people, including between the host society and migrants. In intersectional logic, the intersection of statuses generates a system of oppression (domination matrix), which allows a new assessment of the risks and potential of incorporated capitals. Migration experience is heterogeneous, due to the intersection of different statuses (gender, corporeality, ethnicity, race, class), it can have different effects in terms of producing inequality. Social inequality within the migration community (intracategory analysis of the social group of migrants) determines the direction of the trajectories of integration; they will be completely different, taking into account the intersection of statuses for one or another considered social subgroup. It is more and more difficult for people with migration experience to concentrate on the integration process under the influence of two groups of factors: (a) the availability of the digital information environment and transport, which make it possible to maintain intensive contact with the culture and language of the country of origin; (b) lack of an effective integration infrastructure (inclusive, transparent conditions for integration) and xenophobia of the host society. An analytical review of the social, cultural, theoretical prerequisites for the emergence and development of the intersectional approach allows assessing the prospects for intersectionality both in the context of social policy and in the field of academic research of issues at the intersection of diversity, discrimination and integration. With reference to the empirical material of the author's own qualitative research, an attempt is made to conceptually reflect the applicability of this approach in the conditions of Russian society. On the one hand, the ideas that are described in the framework of the intersectional approach seem quite obvious, but at the same time they are classic for the sociological theory of stratification and for the understanding of the root causes of existing inequalities.