Community Transport's Dual Role as a Transport and a Social Scheme: Implications for Policy.

Community transport comprises diverse local, not-for-profit, and primarily volunteer-run transport schemes that operate across the United Kingdom. These schemes support the travel needs of thousands of people, most of whom are older, live in rural areas, and have few other transport options. Further, this transport sector is unique in that most schemes are designed, created, and run by older people themselves. And yet, community transport has thus far received relatively little attention in both policy and research. Using semi-structured interviews with community transport providers in Oxfordshire, this paper proposes community transport as a practice guided by phronesis and argues that it has been made to hold a dual role as both a transport and a social scheme. The transport it provides is unique in being made low-cost, flexible, and functionally accessible. It has also been made into a social scheme as it helps those with few other options, provides benefits that extend beyond the transport realm, and fosters community. Though this dual role means that community transport has many cross-sectoral benefits, this type of service provision is found to be overlooked in both national and local policy, which has enabled the constitutive role of phronesis in community transport. Given this, there are challenges ahead for the sector in both ensuring its sustainability and maintaining its ability to respond closely to users' needs.

Travel behaviour and greenhouse gas emissions during the COVID-19 pandemic: A case study in a university setting.

The year 2020 was characterized by a marked shift in daily travel patterns due to the COVID-19 pandemic. While we know that overall travel decreased, less is known about modal shift among those who continued to travel during the pandemic or about the impact of these travel-behaviour changes on transport-related greenhouse gas emissions. Focusing on a university setting and drawing from a travel survey conducted in Fall 2020 in Montreal, Canada (n = 3358), this study examines modal shifts and quantifies greenhouse gas emissions at three time periods in the year 2020: pre-pandemic, early pandemic, and later pandemic. The pandemic resulted in a sharp reduction in travel to campus. Among those who continued to travel to campus (n = 1580), car-to-final destination mode share almost tripled at the start of the pandemic. The largest modal shift seen was the transition from walking, cycling, and transit, to driving at the beginning of the pandemic. Reductions in overall travel resulted in lower overall transport-related greenhouse gas emissions. However, if modal changes persist once students, staff, and academics return to campus, the transport carbon footprint is projected to increase above pre-pandemic levels. These results highlight the importance of putting in place policies that support a return to sustainable modes as universities and businesses reopen for in-person activities.

Accessing hemodialysis clinics during the COVID-19 pandemic.

Transportation is a key element of access to healthcare. The COVID-19 pandemic posed unique and unforeseen challenges to patients receiving hemodialysis who rely on three times weekly transportation to receive their life-saving treatments, but there is little data on the problems they faced. This study explores the attitudes, fears, and concerns of hemodialysis patients during the pandemic with a focus on their travel to/from dialysis treatments. A mixed methods travel survey was distributed to hemodialysis patients from three urban centers in Montréal, Canada, during the pandemic (n = 43). The survey included closed questions that were analysed through descriptive statistics as well as open-ended questions that were assessed through thematic analysis. Descriptive statistics show that hemodialysis patients are more fearful of contracting COVID-19 in transit than they are at the treatment center. Patients taking paratransit, public transportation, and taxis are more fearful of COVID-19 while traveling than those who drive, who are driven, or who walk to the clinic. In the open-ended questions, patients reported struggling with confusing COVID-19 protocols in public transport, including conflicting information on whether paratransit taxis allowed one or multiple passengers. Paratransit was the most used travel mode to access treatment (n = 30), with problems identified in the open-ended questions, such as long and unreliable pickup windows, and extended travel times. To limit COVID-19 exposure and stress for paratransit users, agencies should consider sitting one patient per paratransit taxi, clearly communicating COVID-19 protocols online and in the vehicles, and tracking vehicles for more efficient pickups.

"Socioeconomic inequalities in children's accessibility to food retailing: Examining the roles of mobility and time".

Childhood overweight and obesity rates in Canada are at concerning levels, more apparently so for individuals of lower socioeconomic status (SES). Accessibility to food establishments likely influences patterns of food consumption, a contributor to body weight. Previous work has found that households living in lower income neighbourhoods tend to have greater geographical accessibility to unhealthy food establishments and lower accessibility to healthy food stores. This study contributes to the literature on neighbourhood inequalities in accessibility to healthy foods by explicitly focusing on children, an understudied population, and by incorporating mobility and time into metrics of accessibility. Accessibility to both healthy and unhealthy food retailing is measured within children's activity spaces using Road Network and Activity Location Buffering methods. Weekday vs. weekend accessibility to food establishments is then compared. The results suggest that children attending lower SES schools had almost two times the density of fast food establishments and marginally higher supermarket densities in their activity spaces. Children attending higher SES schools also had much larger activity spaces. All children had higher supermarket densities during weekdays than on weekend days.