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AbstractNeighbourhoods play a crucial role in residents’ everyday lives. People become attached to neighbourhood attributes throughout their lives and various activities performed within residential environments. Everyday time-space mobility routines actively impact how residents connect with their neighbourhoods. This paper aims to analyse residents’ links with their residential surroundings arising from their everyday spatial behaviours. It examines the topic in two dynamically transforming neighbourhood types in the Prague Metropolitan Area and from the perspectives of two population groups: older children from the suburbs and older adults from the gentrifying inner city. The study adopted qualitative data analysis using semi-structured interviews. Both groups fulfil neighbourhood attachments through various obligatory and optional movement types as well as accompanying social ties that constitute an important part of such moves. The neighbourhood links achieved through movement are shaped by complex mechanisms that occur at various spatial and temporal scales adding to the variety of functional and affective meanings of everyday mobility practices. They emerge along life-course shifts of individuals, changes in the neighbourhoods and activities happening within these spatial contexts. Residents then use numerous adaptive strategies to adjust their movements (and in turn their links with the neighbourhoods) to the combined effects of those conditions. [ABSTRACT FROM AUTHOR]

In the context of a living lab that aimed to reduce everyday car use, citizens in a newly established semi-urban residential area in Sweden were asked to travel less by car, try mobility and accessibility services, and to reason about travelling and their own role in a future sustainable transport system. By analysing the participants' written reports about mobility practices and mobility citizenship, collected through a living lab app, the paper explores links between everyday mobility and mobility citizenship. The analysis, which is based on theories on citizenship and mobility and social practice theory, shows that the participants' reports provided context-specific knowledge regarding everyday mobility and citizenship. The participants expressed both knowledge about and engagement in their local environment. This opens new ways to understand, explore and make use of mobility citizenship, in research and in practice. [ABSTRACT FROM AUTHOR]

Copyright of Bundesgesundheitsblatt - Gesundheitsforschung - Gesundheitsschutz is the property of Springer Nature and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In US cities, neighborhoods have long been racially segregated. However, people do not spend all their time in their neighborhoods, and the consequences of residential segregation may be tempered by the contact people have with other racial groups as they traverse the city daily. We examine the extent to which people's regular travel throughout the city is to places "beyond their comfort zone" (BCZ), i.e., to neighborhoods of racial composition different from their own--and why. Based on travel patterns observed in more than 7.2 million devices in the 100 largest US cities, we find that the average trip is to a neighborhood less than half as racially different from the home neighborhood as it could have been given the city. Travel to grocery stores is least likely to be BCZ; travel to gyms and parks, most likely; however, differences are greatest across cities. For the first ~10 km people travel from home, neighborhoods become increasingly more BCZ for every km traveled; beyond that point, whether neighborhoods do so depends strongly on the city. Patterns are substantively similar before and after COVID-19. Our findings suggest that policies encouraging more 15-min travel--that is, to amenities closer to the home--may inadvertently discourage BCZ movement. In addition, promoting use of certain "third places" such as restaurants, bars, and gyms, may help temper the effects of residential segregation, though how much it might do so depends on city-specific conditions. [ABSTRACT FROM AUTHOR]

Background: Physical activity and everyday mobility are concepts that overlap but tend to be located in different disciplinary fields. We used the English Longitudinal Study of Ageing (ELSA) to: identify whether physical activity and everyday mobility are separate constructs at younger (60–69) and/or older (>=70) age bands, and for men and women; derive measures of the two constructs from variables in the ELSA; and assess whether they are independently associated with quality of life (QoL). Methods: We derived composite measures for physical activity and everyday mobility from ELSA variables. ‘Physical Activity’ combined items recording directly-measured activity for movement (walk-speed) and self-report measures of physical mobility difficulties and amount of vigorous, moderate and mild physical activity undertaken. ‘Everyday Mobility’ combined self-report responses about activities likely to involve leaving the house. QoL was measured using the ‘CASP-19′ scale. Using Wave 9 of ELSA (data collection in 2018–2020), we used a factor analysis to explore the constructs, and a regression analysis to examine associations with QoL. Results: The factor analysis confirmed that these were discrete constructs, which explained between them 36% of the variance. This was robust across age bands, and in factor analyses for men and women separately. The regression analysis identified that lower physical activity and everyday mobility are independently associated with lower QoL, when controlling for a range of contextual variables including age. Conclusions: Findings suggest that a social model of QoL at older age should focus on the broader mobility determinants of QoL as well as individual levels of physical activity.

In the context of a living lab that aimed to reduce everyday car use, citizens in a newly established semi-urban residential area in Sweden were asked to travel less by car, try mobility and accessibility services, and to reason about travelling and their own role in a future sustainable transport system. By analysing the participants’ written reports about mobility practices and mobility citizenship, collected through a living lab app, the paper explores links between everyday mobility and mobility citizenship. The analysis, which is based on theories on citizenship and mobility and social practice theory, shows that the participants’ reports provided context-specific knowledge regarding everyday mobility and citizenship. The participants expressed both knowledge about and engagement in their local environment. This opens new ways to understand, explore and make use of mobility citizenship, in research and in practice.

This article presents a mixed-methods research protocol suitable for studying everyday mobility and its effects on life chances for a wide range of populations. We argue that it can address, among other issues, two important methodological challenges in the study of mobility: addressing pre-reflexivity and habits, as well as differentiating between voluntary and forced movements. The research protocol combines a problem-centered interview, two weeks of GPS tracking, and a subsequent mobility interview. It has been shaped by its application to more than 60 socially disadvantaged residents of rural peripheries as part of an international research project. It contributes to existing qualitative methods of spatial analysis because its design incorporates not only theoretical considerations but also insights of real-world application from conducting it in varied contexts and with different populations, which are typically underrepresented in more elaborate research designs. Nevertheless, due to its thematic openness, the design is not only interesting for mobility research, but also for other research focusing on spatial phenomena at the individual level. We provide a detailed account of the method's implementation, contextualize it in relation to previous approaches, and discuss the analytical potential of the data obtained. We suggest that by triangulating movement data with interview data, perceptions and meanings of everyday mobility can be uncovered that would otherwise remain at a pre-reflexive level. [ABSTRACT FROM AUTHOR]

Everyday mobility is critical to understand migrants' accessibility and inclusions to the destination cities. Existing research was insufficient to explain the everyday movement of relatively privileged skilled migrants from the Global North to the Global South, nor did it distinguish the role of one's capability and intentionality in shaping mobility. To fill in the research gap, we employ the capital-mobility framework to investigate how skilled U.S. migrants' capital accumulation and intentionality jointly affect their everyday mobility in Chinese cities, and the implications for their social inclusion in the local society. We use sketch mapping with semistructured interviews to conduct this study in the Pearl River Delta region, a pioneer of economic development in China. We find that although migrants' capital accumulation facilitated their everyday movement, COVID-19 disrupted such mobility. Whether migrants had intentions to move varied, shaped by geopolitical relations, urban environment, and migrants' own capital. The voluntary or involuntary nature of their everyday mobility also suggests whether their social inclusion or exclusion in the local society is by choice or constraint. Our study integrates geographic information systems visualization with qualitative data to highlight the spatial mobility and immobility at the individual level and generates policy implications for retaining global talent at the city level. [ABSTRACT FROM AUTHOR]

While existing literature has primarily focused on carpooling, i.e. ridesharing to work, this article seeks to contribute to the comparison of three non-household ridesharing practices in terms of the profile of the people involved, and the characteristics of each practice regarding cost sharing, the ways ridesharers are connected and their main motivations. We differentiate between ridesharing practices for commuting trips, other (non-work) everyday trips, and long-distance trips. In addition to the usual determinants of ridesharing highlighted by previous literature, this study also investigates the links with collaborative consumption in general. Data come from an online survey conducted in 2016 with a sample of 2,000 French adults. They make it possible to compare ridesharers and non-ridesharers for each of the three categories of ridesharing practices, and also the three categories of ridesharers between them. Results show, on the one hand, that regardless the category of ridesharing, ridesharers differ primarily from non-ridesharers in their practices of the sharing economy, and in the fact that they have people who practice ridesharing in their entourage. Moreover, and secondly, we show differences in terms of the profile of the three categories of ridesharers, the use of online platforms and apps versus off-line methods to connect divers and passenger, and the sharing of travel costs. These result suggest that it is necessary to better distinguish between forms of ridesharing in research in order to improve our understanding of the processes at work in ridesharing, and to propose appropriate policies.

Scholars have highlighted drastic reductions in daily mobility during the early stages of the COVID‐19 pandemic lockdown. But what happened when restrictions were relaxed though risk remained ubiquitous? How did patterns of mobility change and how were they structured by socioeconomic resources and social roles? We address these questions using a cross‐sectional representative sample (n = 2942) of the population of Andalusia, Spain, after a month and a half of severe lockdown in 2020. We find that older people were the least mobile group and that people living with children and in extended households were less likely to move to take care of others, unlike before the pandemic. Men were more likely to carry out daily mobilities for which women had been traditionally responsible, such as care mobilities. Women were also more likely to be immobile and less likely to commute. Finally, manual and nonqualified workers were more likely to commute, but they were just as likely as any other group to carry out other types of mobility. These results highlight the social character of mobility in a unique context. We emphasize the need to disaggregate daily mobility based on different purposes as well analysing how these are practised by different sociodemographic groups if we want to provide rigorous descriptions of a core component of individuals' daily life. [ABSTRACT FROM AUTHOR]

This paper foregrounds the methodological question of how the heuristic research practices of mapping and ethnography operate together to co-produce situated knowledge of/with the urban margin. By critically reflecting on collaborative map-making with young adults in Dharavi (Mumbai), it argues for mapping as an open-ended collaboration in which mappers' various 'finding' and 'founding' acts to support the production of situated knowledge of an ever-shifting urban margin. The continuous efforts to make such knowledge visible is through re-reading, re-writing and re-drawing acts. The method prompted by this experience is proposed as 'popular cartography'. It aims to transcend mappers' backgrounds, technical skills, and disciplinary biases, and offers a collaborative medium for expressing often overlooked, opaque or difficult-to-describe lived experiences. [ABSTRACT FROM AUTHOR]

This paper examines how extreme weather events affect the mobility of low‐income urban residents in Ghana. Bringing together scholarship on extreme weather and mobilities, it explores the differential impact of flooding on their everyday lives as they navigate the cities of Accra and Tamale. A range of qualitative methods were drawn on, including semi‐structured interviews, focus group discussions, and follow‐along‐participant observations in selected communities of both cities. Three key themes emerged: disrupted road and transport infrastructure, everyday mobility challenges, and coping/adaptive strategies. In flooding conditions, residents experienced difficulties leaving/returning home, engaging in income‐generating activities, and accessing transport services and other key urban infrastructure. Conceptually, the paper reveals how disruption to urban residents' daily movements and activities (re)produces new forms of mobilities and immobilities, which have three relational elements: postponed, improvised and assisted. Throughout the analysis, we show how these mobilities/immobilities vary by age and gender: all urban residents, (though women in particular), experience postponed mobility; young people especially engage in improvised mobility; and children and the elderly are in greatest need of assisted mobility. The paper thus contributes to scholarship on extreme weather events and mobility by providing a more spatially nuanced understanding of the multi‐faceted domains in which flooding, socio‐economic conditions and adaptive strategies intersect to influence urban mobility in resource poor settings. [ABSTRACT FROM AUTHOR]

Background: Physical activity and everyday mobility are concepts that overlap but tend to be located in different disciplinary fields. We used the English Longitudinal Study of Ageing (ELSA) to: identify whether physical activity and everyday mobility are separate constructs at younger (60-69) and/or older (>=70) age bands, and for men and women; derive measures of the two constructs from variables in the ELSA; and assess whether they are independently associated with quality of life (QoL)., Methods: We derived composite measures for physical activity and everyday mobility from ELSA variables. 'Physical Activity' combined items recording directly-measured activity for movement (walk-speed) and self-report measures of physical mobility difficulties and amount of vigorous, moderate and mild physical activity undertaken. 'Everyday Mobility' combined self-report responses about activities likely to involve leaving the house. QoL was measured using the 'CASP-19' scale. Using Wave 9 of ELSA (data collection in 2018-2020), we used a factor analysis to explore the constructs, and a regression analysis to examine associations with QoL., Results: The factor analysis confirmed that these were discrete constructs, which explained between them 36% of the variance. This was robust across age bands, and in factor analyses for men and women separately. The regression analysis identified that lower physical activity and everyday mobility are independently associated with lower QoL, when controlling for a range of contextual variables including age., Conclusions: Findings suggest that a social model of QoL at older age should focus on the broader mobility determinants of QoL as well as individual levels of physical activity., Competing Interests: The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (© 2024 The Authors. Published by Elsevier B.V.)

With Bulgaria’s accession to the European Union (and before that), hundreds of Germans considered and realized their settlement in Bulgaria, travelling from Germany to Bulgaria by air or land. Many of them live today in Bulgarian villages located near or far from regional cities. In the new rural environment, they continue their daily practices acquired before emigration but also introduce new activities. For some of them, travelling between routine and new destinations in Bulgaria is an integral part of their lives. The aim of the article is to enrich research on contemporary immigration in Bulgaria, presenting observations on the life of Germans in the country but also on their attitudes towards migration within the country, to other countries or back to Germany. [ABSTRACT FROM AUTHOR]

For older people, a sufficient mobility offer is an essential prerequisite for participation in social life and a better quality of life. The goal should be self-determined everyday mobility that enables a satisfying and healthy life. Mobility depends on diverse individual abilities and needs. On the other hand, social structures as well as regulatory and spatial framework conditions limit the realisation of mobility services and their transport infrastructure. These framework conditions are characterised by the perception of social roles, the availability of resources and gender-specific attributions. For example, care and caring work is predominantly the responsibility of women in the age group of 50 years plus. The availability of transport infrastructure is geared towards goals that are characterised by the needs of gainful employment and not the goals of care work. Conversely, the availability of flexible means of transport, such as cars, also decreases for women in old age for economic reasons. For this reason, mobility planning should take greater account of specific needs, such as orientation towards care objectives, counselling, and health services and place a greater focus on the local area. For elderly people, especially women, security needs are often an important factor in the decision to become mobile or to forego mobility. This includes perceived subjective safety, accessibility and protection from weather conditions such as slippery surfaces or exposure to excessive heat. If these basic principles are taken into account, more people can be guaranteed self-determined participation in social life., (© 2024. The Author(s).)

This article explores how experiences related to daily mobility negatively impact and shape the way women in Accra engage with and perceive the city they live in and the opportunities it provides for them. In Accra, being mobile is crucial for women's ability to work and provide for their families and for their identity as modern and hardworking women. However, when traveling through the city women are faced with severe traffic congestion, a volatile public transport system and gendered confrontations, which create frictions in their daily mobility. These frictions make it difficult for women to plan their everyday lives and their immediate futures, they reduce their ability to move alone or after dark and challenge their conceptions of gender equality and rights to the city. Underscoring the socio-material structures that shape mobility, I argue that women's everyday mobility in Accra is circumscribed by these frictions, which impact their lives on multiple levels and ultimately construct a mistrust of, and disillusionment with, the city's ability to provide for its citizens. This perspective on mobility contributes to an improved understanding of urban life and urban identities as shaped through mobility and the circumstances created by the specific transport system. [ABSTRACT FROM AUTHOR]

Introduction: The COVID-19 pandemic imposed some challenges on the mobility of people with blindness and visual impairment (BVI). Compliance with social distance epidemiological guidelines proved to be especially troublesome for those with BVI. Objective: The goal of this research was to determine the differences between specific demographic groups of people with BVI before and during the COVID-19 pandemic lockdown in everyday mobility, to identify the groups most affected. Method: Forty-five people with BVI members of the Croatian Blind Union completed the questionnaire describing their pre-pandemic and lockdown independent everyday mobility activity frequencies on a 5-point Likert scale along with demographic questions in May 2020. Wilcoxon signed ranks test and paired samples ttest were used to test differences before and during the pandemic lockdown on average scale results for demographic groups. Results: A decline in independent everyday mobility between before and during the COVID-19 pandemic lockdown was shown for the total sample of people with BVI. When considering demographic groups both those with blindness and low vision, non-married and married, females, participants living in apartments, employed and unemployed participants, and participants living in a household with two members showed a statistically significant decline in independence during the pandemic. Males, retired participants, and participants older than 40, living alone in a house did not show a statistically significant decline. Conclusion: The decline in mobility functioning implies possible long-term effects of the pandemic lockdown on specific groups of people with BVI and additional support needed after the lockdown and the COVID-19 pandemic. [ABSTRACT FROM AUTHOR]

In this paper I reflect upon my own micro-mobilities and embodied mobile practices living and working under COVID-19 government restrictions in Wales in mid-2020. I use the opportunity to reflect upon the past ten years of Transfers and to think about future research in the field of mobility studies, arguing that an attention to seemingly ordinary embodied movements and mobilities provides one avenue by which mobility scholars could move beyond the mobility/immobility binary and approach mobility as being more than transport, migration, and communication. Mobility is, I suggest, ubiquitous—even during government lockdowns—and I explain how Deleuze and Guattari's concepts of the "molar" and "molecular" can be useful for understanding how some movements become perceptible and others imperceptible, and why scholars frequently draw a clear distinction between mobility and immobility. [ABSTRACT FROM AUTHOR]

Copyright of Psychotherapie im Alter is the property of Psychosozial-Verlag and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The purpose of this article is to determine how the non peri-urban rural space in the Mexico’s central region, which is a highly urbanized context, is organized. Changes taking place within the framework of globalization promote greater openness and flexibilization in the territory, resulting in an increased mobility, which takes a great diversity of forms and expands everyday interaction spaces. In order to study this phenomenon, this article examines the usual movements of rural population, which allow for the definition of ties between rural space and its rural-urban entourage. According to the origin-destination analysis of displacements, the balance of territorial changes is negative as for mobility practices, as well with regard to the interweaving of new interaction networks with their urban environment. Interaction places have remained in the traditional municipal space, even when favorable physical conditions exist for displacement.

While in the social sciences everyday mobility and street use are seen as central to the understanding of urban societies, in the work of historians these phenomena only play a limited role. Building upon methods from related fields and using digital tools, this article proposes a new methodological approach to study historical mobility and street use. This 'snapshot approach' facilitates intercultural comparability and creates possibilities for systematic spatial analyses. We propose it forms an important tool to enhance our understanding of gendered urban experience in the past. [ABSTRACT FROM AUTHOR]

Everyday carry (EDC) is a collection of items carried routinely by people, in pockets, on wrists, or in bags. This initial article on EDC attempts to portray and interpret mobility-related EDC, which mediates between moving persons and their devices or activities. Our discussion begins with a general introduction of EDC, presented as utilities and preparedness accessories, followed by historical and functional expositions of four routinely carried mobility items: home keys, car keys, watches, and smartphones. These four items have been developed at different times and places, thus responding to varying human needs. Then, mobility-related EDC items are interpreted from two perspectives: everyday life, noting their unique use by owners, and mobility, noting the instant access to mobility that they facilitate, thus turning potential mobilities into practiced ones. [ABSTRACT FROM AUTHOR]

The physical and cognitive impairments that come with age can have a negative impact on everyday mobility. Furthermore, the mobility and transport potential of older adults differs between rural, semi-dense and urban areas. Some comparative research has shown that rural older adults with and without impairments are more disadvantaged than their urban counterparts in terms of their everyday mobility. The aim of this article is to explore the everyday mobility opportunities and barriers that older adults experience on the urban–rural continuum of the Northern Netherlands, in the context of age-related physical and cognitive impairments. For this qualitative study, we collected activity diary data and conducted in-depth interviews with 17 older adults. All participants engaged in two rounds of data collection, one in autumn/winter and one in spring/summer. We found that the older adults' everyday movement took place in environments that extended beyond their living environment. Additionally, participants displayed creativity and agency that helped maintain their everyday mobilities and also compensated for their physical and cognitive impairments. In conclusion, there are different opportunities and barriers to everyday mobility in later life on the urban–rural continuum. Solid infrastructure and proximity to amenities will ensure that older adults have agency in their everyday mobility. Ultimately, this research contributes to improving mobility in later life, by opening up discussions on how to transfer the strengths of one spatial setting to another. • Environmental characteristics and age-related impairments impact mode of transport. • Older adults' everyday movement takes place in and beyond their living environment. • Older adults display creativity and agency to maintain their everyday mobilities. • For Dutch older adults, cycling is a key mode of transport, even in remote areas. [ABSTRACT FROM AUTHOR]

Travel behavior of the present generation of youths is being increasingly explored due to their relevance in shaping future accessibility needs and mobility habits. The present study offers an original perspective on this topic by identifying territorial disparities that emerge in youth mobility patterns in rural and urban areas. Unlike most previous research, we propose taking a global view on mobility by analyzing all trip purposes and transportation modes. This is conducted by analyzing a comprehensive mobility survey in the Barcelona Metropolitan Region, which provides data on mobility engagement, trip purposes, modal split, travel times and territorial differences. In general, youngsters account for larger daily travel times than older adults, present a higher attachment to public transportation and walk less on a daily basis. These differences are enhanced in rural territories, where while older adults overcome accessibility issues with higher use of the private vehicle, youngsters are more likely to invest larger travel times on transit. [ABSTRACT FROM AUTHOR]

This article discusses the relationship between women's education and their everyday mobility in the rural areas of Punjab, Pakistan. Based on an ethnographic case study from a village in Southern Punjab, information from semi-structured interviews and observations is used to demonstrate an enhanced access to education has altered women's everyday mobility trends. However, questions regarding women's empowerment remain unresolved. Although some rural women have always been engaged in agricultural activities, there have been limitations on their mobility due to cultural sensitivities. I conclude the nature of social and socio-spatial relationships is being negotiated in some cultural contexts of rural Punjab through the changing facets of women's mobility associated with modern education. [ABSTRACT FROM AUTHOR]

Abstract: The collective dimension of everyday life plays a key role on how daily mobility patterns are drawn, especially considering relationships at the household level. However, previous literature regarding spatiotemporal behaviour has, above all, focused on individual characteristics detached from their immediate social contexts. By adopting a relational perspective this paper aims to explore how the combination of individual and household‐related variables can exert different mobilities in a Mediterranean metropolis such as Barcelona. Based on travel times and trip purposes reported in a traditional travel survey, both gender and social status are first confirmed as significant factors shaping daily mobility. Second, the relationships in the household emerge as relevant as individual characteristics when understanding one's everyday mobility patterns. In particular, the presence of children is regarded as a clear spatiotemporal constrictor, which is especially acute for women. [ABSTRACT FROM AUTHOR]

To evaluate the importance of neighbourhood uses and local scale in everyday life and to contribute to the Compact City debate, this paper defines, measures and analyses proximity travel in Barcelona. Data were taken from the mobility surveys in Spain, which offers the depth required to identify journeys within neighbourhoods. These allowed analysing proximity dynamics, along with the frequency with which Barcelona residents rely on local scale in their daily mobility. During the final stage of the study, we evaluated the degree of proximity uses for defined areas similar to neighbourhoods, simultaneously testing the importance of density and income in local scale dynamics.

Copyright of Dansk Sociologi is the property of Djøf Forlag and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Germany is facing substantial demographic changes. Beside ageing and shrinking there is a growing ethnic diversity due to past and ongoing migration. Migrants and their offspring (people with a migration background) account for a noticeable and growing share of the population. Despite these developments, only very few German transport studies focussed so far on migrants and their mobility behaviour. Therefore, this study examines the mobility behaviour of people with and without a migration background in Offenbach am Main. The results show differences for various mobility indicators such as driving licence, numbers of cars and bicycles per household, cycling ability and the use of different transport modes. Additional multivariate analyses show the main influencing factors for transport mode use. Thus, the study extends the spare empirical knowledge of migrants and their daily urban mobility in Germany.

Everyday mobility is usually neglected in academic studies of population movement. This paper argues that it deserves greater attention, and that interaction between everyday mobility and residential migration is increasingly significant. Data on changes in everyday mobility since the 1940s have been collected through a series of surveys and in-depth interviews. This paper presents results from a case study of the everyday mobility of children aged 10/11 in Lancaster, NW England. Analysis of changes in the distance travelled, the time spent travelling, the mode of transport used and of travel companions shows that although there have been major and obvious changes in transport technology, and in the structure of economy and society, since the 1940s, many aspects of everyday mobility did not change. For many everyday activities the distances over which children travel have changed little, the time taken in travelling for everyday mobility has changed less, and gender differentials in both the mode of transport used and travel companions are stable over time. The most significant change is the restrictive influence of the fear of crime.

For older persons, everyday mobility is an important aspect of living an independent and self-determined life. Especially with increasing age most of the everyday ways in urban areas are covered by foot. The more severe is the fact that older pedestrians are among the most vulnerable road users. This is the starting point of the research group FANS aiming for developing a pedestrian assistance system for older road users. Therefore, it is necessary to understand the difficulties older pedestrians encounter. In order to do so, everyday mobility of this group will be conceptualized using the Constraints Approach by Hägerstrand and the Theory of Structuration by Giddens. Currently, two focus groups have been carried out that have been analyzed according to Hägerstand's and Gidden's considerations. Hereinafter, the category system that has been derived from the theoretical considerations will be presented and an outlook will be given. [ABSTRACT FROM AUTHOR]

To evaluate the importance of walkable environments and neighborhood’s vitality in people’s everyday life, this paper analyzes proximity travel in Barcelona. Data were taken from one of the major mobility surveys in Spain, which offers the depth required to identify short walking journeys that take place within the neighborhood scale. By analyzing people’s mobility patterns, we get a more accurate approach to proximity and inner-neighborhood dynamics. The analysis focuses on the frequency and purpose of these short walking trips, along with the urban settings that foster them. The study also evaluates how proximity trips are unequally distributed throughout the city and how income and population density levels can effectively promote this kind of traveling behavior. [ABSTRACT FROM AUTHOR]

Through travel diaries and interviews with newly retired urban residents in Sweden our aim was to explore (1) mobility patterns in the transition to retirement, (2) the influence of space-time restrictions and resources on mobility and (3) the meaning and embodied experience of mobility. This time-geographic study contributes with knowledge on how mobility is influenced by individual, social and geographical contexts. Illustrated by four cases, our result show that retirement changes the preconditions for mobility and creates new space-time restrictions. To spend more time on projects that were previously carried out outside working time, such as caring for grandchildren, volunteer work and household responsibilities, influenced the informants' demands for mobility and choice of transport mode. However, the informants have resources that can be seen as strategies to overcome space-time restrictions. Most of the informants found it important to structure the day, to some it was vital to have something to do during the day while others enjoyed the possibility to take each day as it comes. Everyday mobility was a way of forming a structure by getting out of the house, either just for a walk or for making errands. The informants' embodied experiences of mobility influenced their choice to walk and cycle for transport for the reasons of comfort, get fresh air, or simply to get out of the house. The daily mobility pattern that was established was a result of individual preferences and resources as well as negotiations with family members. We conclude that the transition to retirement is a period when new mobility patterns are considered, evaluated and practiced. [ABSTRACT FROM AUTHOR]

Abstract: To gain a deeper understanding of the opportunities for mobility in old age, this study examines the everyday travel needs, travel practices and activity participation of older women in an urban setting and it explores the complex links between barriers, strategies and options for mobility in old age. The analysis is based on results from four focus groups of women aged 67–89 living in Oslo, Norway’s capital. Mobility is defined here as the ability to choose where and when to travel and which activities to participate in outside the home in everyday life. To understand the potential opportunities for mobility of older women in urban areas, we proposed a conceptual framework in which opportunities for mobility in old age can be analyzed consistently with the capability approach to wellbeing that was developed by Amartya Sen. With its focus on the importance of choice and individual action, the capability approach is especially relevant for making explicit how “opportunities for mobility” is not a fixed structure but is something that is managed, shaped and directed by the individual—in this context, older women. The study enabled the identification of individual and contextual factors that influence the opportunities for mobility as well as strategies developed for overcoming barriers to mobility in old age. The study shows how individual resources, contextual conditions and strategies are interlinked and how they form a “pool of capabilities for mobility”, that is, opportunities for mobility that older women can draw onto mediate and shape their mobility. [Copyright &y& Elsevier]

This quantitative-qualitative study aimed to know everyday's mobility patterns used by the people who attend a private university. It also intended to understand the meaning that the participants attribute to the car. For its viability 600 surveys were applied and five focal groups were established with a total of 39 individuals. The investigation took place between the months of November 2009 and January 2010. The quantitative data was examined using descriptive statistical analysis, while the qualitative data was interpreted upon a content analysis based in Bardin. The results highlighted that most of the interviewed move predominantly by private automobile, this choice being made due to a high perception of violence risk. Furthermore, the caris seen from objective and subjective attributes: aside from fulfilling the needs of locomotion of users, conditioned by the life and city context of where they live, it also offers social status and feelings of power and freedom. [ABSTRACT FROM AUTHOR]

Copyright of Papeles de Población is the property of Universidad Autonoma del Estado de Mexico and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

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Abstract: Mobility is one of the most important constituents of everyday life, yet it is rarely studied historically and we know little of how it relates to changing family and life course constraints. Using data drawn from oral life histories, this article examines changes in everyday mobility over the past 60 years focusing both on changes over the life course and on the constraints imposed by family structures. We argue that, like residential migration, daily mobility has been closely related to the life course, with women especially affected by the constraints of motherhood and marriage. However, there is evidence that such constraints have changed over time, and that some older people today enjoy more mobility than they did at earlier life stages. We also argue that the independent mobility of children was closely related to the family structure in which they were situated, but that these constraints have changed much less over the past 60 years. The oral testimonies examined also highlight the variability of mobility experiences and the role of the individual in fashioning mobility behavior. [Copyright &y& Elsevier]

This paper describes the design and the implementation of the Internet-based Mobiplan tool, an information and advisory tool for individual space–time-behavior. Everyday mobility is substantially influenced by previously made long-range decisions—such as choice of residential location or workplace—which are usually made without complete knowledge about their effects. Mobiplan provides information on the personal, social and environmental effects of long-range-decisions in order to highlight them and, as well, to influence these decisions and, in turn, the daily space–time-behavior that derives from them.Two main services, a site mode presenting quick as well as detailed information about the vicinity of a specific address and an advisory mode for the analyses of individual space–time-behavior, have been implemented. The latter offers three levels of functionality—an overview, the advisory mode for single or multiple day(s), and a projection of the daily results to 1 year. In the advisory modes, Mobiplan calculates the effects of a given or hypothetical activity chain and shows transport alternatives. Missing information is imputed or selected by the user based on system suggestions derived from linked Internet data sources. The users are free to change any aspect of their situation and to adjust their activity chains to explore the effects of such changes on the costs incurred. The evaluation covers the private and social, fixed and variable vehicle and transport usage costs.Since its official release during the project''s final conference in August 2001, Mobiplan is available at www.mobiplan.de free of charge. [Copyright &y& Elsevier]