PLAN30003: Brimbank Social Research Position Paper

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

TRANSPORT DISADVANTAGE & SOCIAL EXCLUSION BRIMBANK, HEART OF MELBOURNE’S WEST

ASSESSMENT 1 SOCIAL RESEARCH POSITION PAPER

APRIL 2019

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PLAN30003 PLANNING SOCIAL RESEARCH WORKSHOP TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

TABLE OF CONTENTS Introduction..................................................

5

Overview.........................................................

Urban Issues.................................................

6 8

Literature Review.......................................

11

Discussion.......................................................

15

Research Questions.................................

18

Conclusion......................................................

19

References......................................................

20

AUTHORS: Nicolette Ciccarelli

911349

Emma Barnes

392149

Ben Johnston

835942

Derrick Lim

860296

Tutor: Francesco Gimelli

all images credit to Nicollette Ciccarelli PLAN30003 PLANNING SOCIAL RESEARCH WORKSHOP

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

INTRODUCTION This paper analyses the potential relationship between transport disadvantage and social exclusion that is caused by the grand challenge of rapid urbanisation. Transport disadvantage occurs where public transport options are almost or completely absent in an area. Economic transport disadvantage is when prohibitive costs either prevent access entirely or cause significant financial stress. Personal transport disadvantage occurs when personal mobility issues such as disability, age or language barriers are not supported by the available transport options (City of Brimbank 2017b). In this report,

being socially excluded refers to individuals not having the ability to participate in everyday activities that are expected of them within their societies (Preston & Rajé, 2007). The City of Brimbank was chosen to explore this potential link, as the area provides a diverse range of people in a demographic and socio-economic sense with differing accessibilities to transport, allowing for comprehensive and a wide range of research.

REGIONAL CONTEXT The current status of transportation in Brimbank

Melbourne’s car-centric transportation network is

is linked to a wider pattern of car dependency

a major source of greenhouse gas emissions and

across Greater Melbourne in a context of rapid

contributor to global climate change (Victorian State

urbanisation and population growth. For many

Government, 2018). In addition, the vast networks

decades state government investment and policy

of asphalt required for cars is a major contributor to

has often privileged infrastructure for automobiles

the Urban Heat Island effect (City of Melbourne, 2017).

over other options (Dovey, Woodcock, & Pike, 2015).

Transportation access is also a social justice issue as it

In recent decades Melbourne has experienced rapid

exacerbates the spatial distribution of disadvantage

population growth that has placed intense pressure

across Melbourne (Rosier & McDonald, 2011).

on infrastructure and lead to overcrowding on road and public transportation networks (Dovey et al., 2015).

Transportation access is intimately linked to health

One response to this rapid population growth has

and wellbeing leading to major disparities across

been an expansion of urban sprawl in Melbourne’s

Melbourne. The areas with the best public and active

west (Toussant, 2014). This Western growth corridor

transport networks tend to be healthier and more

including Brimbank, Wyndham and Melton is heavily

affluent with better access to social and economic

reliant on cars for mobility due to a lack of investment

opportunities (Rosier & Mcdonald, 2011). Conversely,

in other options (Australian Health Policy Collaboration,

car dependency is linked to obesity, diabetes, poor

2017). As most job opportunities are in the central city,

mental

people in these districts are required to travel across

(Andrews, Rich, Stockdale, & Shelley, 2014). This serves

like the life sciences. They present “situations in which a

the same road networks to the city leading to severe

to entrench inequality across Melbourne with areas

half-dozen or even several dozen quantities are all varying

traffic congestion that has serious economic and

with good transport accessibility attracting more

social implications (City of Brimbank, 2017b).

affluent residents and becoming more expensive,

“Cities happen to be problems in organized complexity,

simultaneously and in subtly interconnected ways.”

- Jane Jacobs (p.433 , 1961) The Death and Life of Great American Cities

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

health

and

reduced

social

connectivity

while refugees and the financially disadvantaged are relegated to the more affordable but less connected areas such as Brimbank (Rosier & McDonald, 2011).

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | INTRODUCTION

PLAN30003 | INTRODUCTION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

OVERVIEW Map 3: Melbourne IRSD Map

STRATEGIC CONTEXT The City of Brimbank is situated in the west of Melbourne with an area spanning 123km2

Whittlesea Hume

(Australian Health Policy Collaboration, 2017).

Nillumbik

Brimbank is the second most populous local government area in Melbourne with

Melton

a population of 194,319 in 2016 (Australian Bureau of Statistics, 2017). Brimbank features

Yarra Rangers

Wyndham

one of the largest industrial areas in the state with manufacturing serving as the region’s largest employer (Australian Health Policy

Collaboration,

2015).

Brimbank

Cardinia

is

also characterised by its diverse range of subpopulations and the existence of “many different

Brimbanks”

(Australian

Health

Policy Collaboration, 2017).

Mornington Peninsula

5

10

KM 15

Legend 20

25

BRIMBANK

state_percentile 1 - 20 21 - 40

Outer Melbourne

41 - 60

Inner Melbourne 5

10

15

20

25

61 - 80

LGA BOUNDARY

Melbourne CBD

km

Brimbank

Map 1: Strategic Context Map

Level of Disadvantage 81 - 100

GM_Boundary HIGH

LOW

0

MODERATE 0

7.5

15

15

The INDEX of RELATIVE SOCIOECONOMIC DISADVANTAGE (IRSD)

30km 30 Kilometers

Source: ABS, SEIFA, 2016

* white areas indicate no data/ no occupants

DISADVANTAGED BRIMBANK

DRAWING KEY LEVEL OF DISADVANTAGE (SEIFA, 2016) LOWEST

BRIMBANK CITY COUNCIL

Brimbank is the second most disadvantaged

SOCIAL EXCLUSION

HIGHEST

OPEN SPACE NON-RESIDENTIAL AREA TRAIN STATION

The proportion of jobless families in Brimbank

metropolitan

where Centrelink is the main source of income is

Melbourne (see Map 3), however patterns

twice the average of Melbourne (Australian Health

of disadvantage are not distributed evenly

Policy Collaboration, 2017). In addition, Brimbank

across the municipality (see Map 2) (Public

has a higher proportion of people living with a

Health

Unit,

disability requiring assistance compared to the rest

2014). In the north of Brimbank the areas

of Melbourne (Australian Health Policy Collaboration,

of Taylors Lakes and Keilor are much more

2015). The rate of new arrivals to the area who have low

advantaged than the Australian average (.id,

or no proficiency in English has increased in recent

2016). However, in the central and southern

years (Australian Health Policy Collaboration, 2015).

parts of Brimbank communities such as St

Consequently, levels of poor English proficiency in

Albans and Sunshine North suffer from some

Brimbank are more than four times the Australian

of the highest levels of social and economic

average (Australian Health Policy Collaboration, 2015).

local

government

Information

area

in

Development

disadvantage in all of Melbourne (Australian

Image 1:

Health Policy Collaboration, 2017)

The divide between public and social housing in St. Albans.

0 1: 50000 at A3

1

2

3

4km

1: 100000 at A4

The INDEX of RELATIVE SOCIOECONOMIC DISADVANTAGE (IRSD) Source: ABS, SA1, 2016, SEIFA 2016

Map 2: Brimbank IRSD

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | INTRODUCTION

PLAN30003 | INTRODUCTION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

URBAN ISSUES Transportation in Brimbank is characterised by high levels of car dependency due to a lack of alternative options in many localities (City of Brimbank, 2017b).

Private car travel is the dominant mode of transport

Less people walk or cycle to work in Brimbank

in the municipality with Brimbank residents 11%

compared to the Melbourne average; with consequent

more likely to drive than the Melbourne average

impacts on health and air quality (City of Brimbank,

(City of Brimbank, 2017c). Limited public transport

2017c). A contributor to this is that existing active

connections to Brimbank’s employment centres

transport networks do not provide enough routes for

means 92% of those who work in Brimbank travel

residents to safely walk or cycle around the municipality

there by car and only 4% use public transport (City of

with many gaps and barriers in the network (City of

Brimbank, 2017c).

Brimbank, 2017c). The cycling and walking networks

Map 4: Melbourne Bus Frequency Map

also suffer from a lack of connectivity between activity Severe traffic congestion is a serious and growing

centres within Brimbank or to other regional networks

problem across Brimbank (City of Brimbank, 2017c).

outside of the municipality (City of Brimbank, 2017a).

BRIMBANK

Increased train service frequency has resulted in serious safety and congestion problems at the

Brimbank is serviced by the Sunbury and Melton

municipality’s seven level crossings with six fatalities

train lines. The Sunbury line is consistently one of the

recorded since 2000 (City of Brimbank, 2017c). During

most overcrowded in Melbourne and is frequently

the morning peak boom gates are down for over 52%

over capacity during the morning peak (City of

of the time at some crossings (see Image 2) resulting

Brimbank, 2017c). Car parking at Brimbank train

in traffic build ups of over 650 metres and drivers

stations is currently insufficient to meet demand

engaging in dangerous behaviours (City of Brimbank,

(City of Brimbank, 2017c). This is causing safety and

2018). For many Brimbank residents, access to a car

amenity issues for pedestrians and other users from

is essential to access work, social and recreational

inappropriately parked cars, as well as serving to

activities due to a lack of other viable transport options

discourage train patronage (City of Brimbank, 2017c

(Public Health Information Development Unit, 2014).

Infrequent services, limited hours of operation and

Car dependent residents are vulnerable to economic

a lack of geographic reach undermines the utility of

hardship in the case of rising fuel prices. Those who

Brimbank’s bus network for residents (see Map 4) (City

are unable to afford a car are at risk of social exclusion

of Brimbank, 2017b). Most of Brimbank’s industrial

and an inability to access vital services due to the car-

areas are currently inaccessible by public transport

centric transportation options in the municipality.

(City of Brimbank, 2017b) and many residential areas still do not have adequate access to public transport within a reasonable distance. Also, bus frequencies are very low discouraging residents to use it within Brimbank, despite the high number of bus stops, (see Map 5) (City of Brimbank, 2017b).

Level of Bus Frequencies LOW

MODERATE 0

7.5

HIGH 15

Bus Frequency Heatmap Service Period: Monday 6 - 10am

30km

Source: PTV, 2016

DRAWING KEY LEVEL OF BUS FREQUENCIES 400m LOW

Transport disadvantage is a critical urban

HIGH BRIMBANK CITY COUNCIL OPEN SPACE NON-RESIDENTIAL AREA

issue for Brimbank as the current situation serves to

WATERCOURSE BUS ROUTE TRAIN LINE BUS STOP

exacerbate the marginalisation of already vulnerable

TRAIN STATION

residents. An inability to access transport and thus employment, education, recreation and other services contributes to social and economic exclusion as well as entrenching patterns of disadvantage (City of Brimbank, 2017b). Transportation disadvantage can take a variety of forms which are often manifested simultaneously across Brimbank (City of Brimbank, 2017b). For vulnerable residents in areas of Brimbank not serviced by public transport and who do not have access to a car, the consequences can be severe. These residents are left severely isolated from the rest of society and their ability to improve their social and economic situation is severely impeded (City of Brimbank, 2017b). Consequently, improving the quality and accessibility of transportation in Brimbank is a critical concern for the wellbeing of the

Image 2: A long wait in the car at Fitzgerald Road/Forest Street crossing.

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

community.

0 1: 50000 at A3

1

2

3

4km

Bus Network Frequencies and Service Catchment

1: 100000 at A4

Source: ArcMap 10.4, PTV.

Map 5: Bus network walkability and frequencies

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PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

LITERATURE REVIEW Scholarly research is key to further understand and analyse potential relationships between transport access and social exclusion, and how this can affect health and behaviour. Some of these articles look specifically at the connection between transport access and social exclusion which covers many topics explored in this paper, while others are relevant to Melbourne, health and behaviour, allowing for an easier comparison with the City of Brimbank. The topics covered in these articles are extensive, however the scope of this review considers the most relevant aspects related to transport and social exclusion, reviewing past and current research to establish their connection through

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

exploring definitions, use of spatial data and the implications for policy-makers in the future. The literature suggests there is a strong connection between lack of access to transport and social exclusion, however there is little recognition into active policies from local government and what exactly can be done to combat this problem.

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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TRANSPORT & SOCIAL EXCLUSION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

POLICY FRAMEWORK

Most of the articles reviewed acknowledge that the

Preston & Rajé (2007) and Lucas (2012) discuss the

The literature highlights the importance of policies

The articles reviewed indicate there is a well-defined

beginning of research on the topic of transport and

issues that researchers face with regards to defining

relating to transport access for the disadvantaged

relationship between transport access and social

social exclusion began in the UK in the late 1990s (Lucas,

social exclusion. Both parties express concern upon

or socially excluded. Rachele et al. (2017) believe that

exclusion. This link has been made predominantly in

2012; Preston & Rajé, 2007; Rachele et al., 2017). Preston

the notion that there are many definitions for social

transport disadvantage policies will not only help

the UK and Australia. While differing definitions of

& Rajé (2007) and Lucas (2012) discuss the importance

exclusion globally, and it can be difficult for one term

disadvantaged people have access to facilities and

social exclusion can alter results, it provides a wide

of the Department for Transport UK (DfT), highlighting

to be agreed upon, so research linking to the topic

services but will also make them healthier. They

framework for future study and should not be seen

their early movements on the topic of transport and

of transport disadvantage can vary. While Preston &

recognise the pressures on policy-makers to act upon

as a limitation. Online GIS tools can be an appropriate

social exclusion around two decades ago. Lucas (2012)

Rajé (2007) and Lucas (2012) ultimately adopt differing

access to transport for those in low socio-economic

method to further understand the topic, however it

notes that during this time, the DfT along with the

definitions for the term in their articles, they both

areas as factors like urbanisation and chronic diseases

has limitations, so it should be used alongside other

Social Exclusion Unit wrote a report which gave official

highlight the importance of recognising that there

are increasing at rapid rates for those at a transport

research methods. Finally, policy-makers can indeed

government recognition to the pairing between lack

are many factors that can lead to social exclusion,

disadvantage.

draw from the small collection of past research and

of transport access and social inclusion, which they

making it a multi-dimensional term, as opposed to it

referred to as accessibility planning, involving a process

being based solely on lack of income. Currie & Delbosc

The paper by Badland et al. (2017) promotes the use

successful strategies promoting health and ease of

with five key stages which are all heavily informed by

(2010) explain that studies often limit their definition

of ‘evidence-informed indicators and frameworks’ for

access to minimise transport disadvantage as a factor

relevant stakeholders. It was arguably at this point in

of social exclusion to specific types of groups generally

policy-makers to move forward and help planners

of social exclusion. Despite this, few policies have been

time that the link between transport disadvantage

associated with the term, claiming that making these

detect how differing urban regions support transport

put into action, so it is difficult to see how the problem

and social exclusion was established.

assumptions can skew results.

modes, and in turn how this affects outcomes in

can be solved. Strong research into this connection

behaviour and health. However, there are some

only began two decades ago, hence there is still a long

limitations to policy-makers moving forward. Lucas

way to go before any conclusions can be made. The

Both Preston & Rajé (2007) and Lucas (2012) note the spike of research into this area on a global scale in the

GIS AS A USEFUL PLANNING TOOL

funding from the government in order to develop

(2012) poses that the problem for policy-makers is a

literature suggests that the way forward into this topic

2000’s, a few years after the UK. Lucas (2012) suggests

Badland et al. (2017) and Preston & Rajé (2007) examine

lack of financial support from the government, while

would be to conduct longitudinal studies to further

the global interest spiked as a result of recognising

the use of GIS as a way to deepen understanding of

Preston & Rajé (2007) emphasise that currently there

understand the long-term effects that transport

its value in ‘identifying the role of transport, land use

social exclusion. Badland et al. (2017) acknowledges

is not enough evidence for policy-makers to plan an

disadvantage has on social exclusion.

planning and service delivery decisions in creating and

that spatial data is indeed a useful tool to assess

appropriate strategy on the topic.

reinforcing poverty and social disadvantage’. Research

‘social patterning’, as it does well at ‘comparing and

into the link between transport disadvantage and

contrasting neighbourhoods’. Though the paper then

Many papers insist that future research needs to be

social exclusion was then conducted in abundance,

lists that there is a lack of data in some areas, which

conducted on the link between transport access and

with many articles acknowledging this relationship

they state even led to a limitation in the methodology

social exclusion to help obtain a better understanding

(e.g. Currie & Delbosc, 2010; Hine, 2004; Lucas, 2012;

and legitimacy of their own work. The article by

of the connection (Badland et al., 2017; Lucas, 2012;

Preston & Rajé, 2007). Hine (2004) acknowledges the

Preston & Rajé (2007) contrastingly incorporates many

Preston & Rajé, 2007; Rachele et al., 2017). Badland et al.

importance of research and action into the link, as it

visually appealing GIS-created maps and data sets

(2017) and Rachele et. al (2017) agree that this research

can lead to unemployment, poor housing conditions

obtained from various sources in order to express that

should be conducted using a longitudinal approach.

and expensive forced car-ownership.

these online tools are beneficial when it comes to analysing areas of social exclusion. However, they do admit that access to this data is limited and while it does well to show obvious areas of social disadvantage, it can provide few results in terms of ‘more scattered manifestations’ of social exclusion. Both parties are likely suggesting that GIS should be used as a guideline and a helpful resource but should not be used to make sound conclusions without further research.

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 | LITERATURE REVIEW

PLAN30003 | LITERATURE REVIEW

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

DISCUSSION The potential link between social exclusion and transport disadvantage is of a complex nature. Finding an appropriate definition of the term social exclusion so that it is appropriate for Brimbank is important. Upon observation, many suburbs in Brimbank did indeed have a sense of disconnect not only in a monetary sense but also an access and opportunistic sense. Thus, incorporating the notion discussed in the literature review that social exclusion is a multi-factor term was important here. Social inclusion can be defined as the means for individuals to ‘have the resources, opportunities and capabilities they need to … learn, work, engage and have a voice’ (Australian Social Inclusion Board, 2012). Hence, the appropriate

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

definition to use would refer to individuals not having the ability to participate in everyday activities that are expected of them within their societies (Preston & Rajé, 2007). Using this concept of social exclusion gives the grounds to look further into the lack of access and transport disadvantage component of the term.

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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BRIMBANK AND THE FUTURE

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

SUMMARY

The chosen council area of Brimbank faces a situation

This in turn creates a community within itself, as seen

Based off the literature, there is a distinguished link

Communities that are being developed with the

where the current area has been, and will continue to

from CBD’s across the world which bring people

between social exclusion and transport disadvantage.

primary goal of creating homes for people creates a

be developed at such a rate where the basic needs

together and create avenues for development, and

However, there are gaps with regards to moving

domino effect where the required infrastructure for

such as schools, shopping centers and other required

encourage community engagement through events,

forward in this domain. As the link was only recognised

a community to thrive is not industrialised before

infrastructures cannot keep up with the ever growing

points of interest and cultural centers. However, all of

around two decades ago, lack of past research can

housing developments take place. This creates an

homes. This creates the problem where those living

this wouldn’t be possible without proper means of

make it difficult for the Brimbank Council to develop

effect where the area exists without a community,

within the community are required to commute to

transport where people are able to share the space

their own strategy to increase social inclusion. Similarly,

and people are forced to isolate themselves to private

other council areas for the bare necessities, as well as

with others, instead of isolating themselves to their

a lack of active policies in other areas that address the

means of transport as the infrastructure for an effective

work opportunities. As a result, the area of Brimbank

own means of transport.

issue of social exclusion and transport access again

mode of public transport does not exist.

relies on the large majority of people owning their own private vehicle; as discussed previously in the report. This means that for those living within the area of Brimbank must not only own a private vehicle, but are required to use this method of transport regularly which becomes a sunk cost and ultimately isolates individuals from the wider community.

City Council is able to effectively combat the current environment towards promoting a community of increased infrastructure, through the idea of an active society where people can cross paths outside of their private mode of transport, and ultimately, create a sense of belonging through means of public transport connecting central hubs within Brimbank.

accommodate

for

Using maps to express GIS data trends such as areas of low socioeconomic status and public transport routes plays a role in guiding the results and research questions that can be made from this study. As al. (2017), mapping data spatially provides a great visualisation tool to distinguish social trends at a

ideas or known successes to draw upon.

As discussed, we see an important correlation made with social exclusion and access to transport. The current method to developing communities seen in Brimbank presents with a modern approach to development, where the desired outcome is reversed.

neighbourhood level, which can be seen in Map 2 and 3 whereby socioeconomic trends are compared and contrasted throughout Brimbank. This is particularly useful as it helps determine any links between low

BRIMBANK AREA SNAPSHOT

socioeconomic neighbourhoods and areas lacking transport access in Brimbank. Though it must be acknowledged that establishing these links also

This includes, but is not limited to, creating the to

SPATIAL ANALYSIS

highlighted in the literature review by Badland et

This leads to the discussion of how The Brimbank

infrastructure

provides problems for councils as they have limited

modes

of

transport such as walking and cycling within the area of Brimbank operating in an isolation; creating an area which can independently run without the need to travel to the CBD of Melbourne.

requires critically analysing other related resources such as reviewing grey literature, field observation and government policies. As with any research, conclusions should not be made based off one type of resource, and in this case, GIS was used as a tool to help assess potential trends in data.

Image 3: Sunshine bus station

Image 6: St. Albans Bus Station

Image 4: St. Albans Train Station

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

Image 5: Ardeer Station Bike/Footpath

Image 7: Major road at Deer Park

TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 | DISCUSSION

PLAN30003 | DISCUSSION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

RESEARCH QUESTIONS Upon completion of the preliminary research into the topic of transport disadvantage and social exclusion, the following research questions have been created.

MAJOR

How effective are planning policy processes in the City of Brimbank to address the challenge of transport disadvantage in the local area?

SUBSIDIARY •

What planning changes can be made in Brimbank to decrease car dependency?

•

How much of an impact will the level crossing removals have on traffic and public transport use in Brimbank?

•

Can social exclusion be reduced through transport and accessibility planning?

•

What do policies need to include to be effective at reducing potential impacts of social exclusion?

•

What are the barriers that stop people from getting around and prevent them from using public transportation?

•

What are the difficulties that people experience when not able to access transport?

•

What are the differences between social groups in their experience of transportation accessibility?

•

What changes would help improve transport accessibility for people?

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

CONCLUSION Planning for any environment is more than just creating homes for people, it requires thinking laterally about every possible aspect involved in making a community liveable. We see history repeat itself in areas where property is developed with the sole purpose of creating homes, generating a domino effect where the community continues to be deprived of an environment which needs infrastructure such as public transport to survive.

From the following report, we see the example of Brimbank presenting a continual trend in people being limited to using their own private means of transport to reach desired locations; due to the current level of transport either being inefficient, inaccessible or simply undesirable.

By using private means of transport for travelling to work, school or simply to get groceries, we are presented with a correlation to members within the area being in constant isolation within the area of Brimbank. Ultimately, planning considerations such as transport are neglected and communities such as Brimbank will survive in isolation without prior methods of planning considered before housing development commences.

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PLAN30003 | ASSESSMENT 1: SOCIAL RESEARCH POSITION PAPER

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TRANSPORT DISADVATAGE & SOCIAL EXCLUSION

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PLAN30003 PLANNING SOCIAL RESEARCH WORKSHOP