Ageing and loneliness: The role of mobility and the built environment

Berg, Pauline van den; Kemperman, Astrid; Kleijn, B. de; Borgers, Awj Aloys

doi:10.1016/j.tbs.2015.03.001

Cited by 108 publications

(76 citation statements)

References 33 publications

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“…A study by van den Berg et al, (2016) mentioned loneliness as an important aspect of quality of life. He argued that transportation options reduce loneliness and improves the quality of life of the elderly [43]. While it is difficult to quantitatively predict how retirees would change their lifestyle given access to AVs, we found that a large elderly population driving less and consequently reducing time spent in out-of-home activities like shopping and socializing.…”

Section: Discussionmentioning

confidence: 64%

“…Age severely impairs the ability to drive and consequently makes the elderly dependent on other for their mobility, thus reducing their out of home activities and their ability to socialize [34,[41][42][43]. While it has been suggested that public transport should be developed to cater to such groups [44], in practice, many elderly individuals in the US live in remote areas where such development is unlikely.…”

Section: Elderly and Retired Individualsmentioning

confidence: 99%

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Impacts of Autonomous Vehicles on Consumers Time-Use Patterns

et al. 2017

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Abstract:We use the American Time Use Survey (ATUS) to characterize how different consumers in the US might use Autonomous Vehicles (AVs). Our approach is to identify sub-groups of the population likely to benefit from AVs and compare their activity patterns with an otherwise similar group. The first subgroup is working individuals who drive to work with long total travel times. Auto-travelers in the top 20% of travel time number 19 million and travel 1.6 h more on a workday than those in the bottom 80%. For car-commuting professionals, the additional travel time of the long-traveling group comes from 30 min less work, 29 min less sleep, and 30 min less television watching per day. The second subgroup is working individuals with a long travel time and who take public transport. Long public transit riders show very similar differences in activity times as the driving subgroup. Work, sleep, and video functionalities of AVs are presumably in high demand by both groups. The third sub-group identified is elderly retired people. AVs enable mobility-restricted groups to travel more like those without restrictions. We compare two age groups, 60-75 years and >75 years old, the latter, on average, experiencing more mobility restrictions than their younger counterparts. The retired population older than 75 years numbers 16 million and travels 14 min less per day than retirees aged 60-75 years. The main activity change corresponding to this reduced travel is 7 min per day less shopping and 8 min per day less socializing. If older retired people use AVs to match the lifestyle of the 60-75 years old group, this would induce additional personal travel and retail sector demand. The economic, environmental and social implications of AV are very difficult to predict but expected to be transformative. The contribution of this work is that it utilizes time-use surveys to suggest how AV adoption could induce lifestyle changes inside and outside the vehicle.

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Section: Discussionmentioning

confidence: 64%

Section: Elderly and Retired Individualsmentioning

confidence: 99%

Impacts of Autonomous Vehicles on Consumers Time-Use Patterns

et al. 2017

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“…Having a range of alternatives from which to choose is widely considered to be beneficial for a person's well-being ( [7], pp. [33][34][35][36][37][38][39]. In terms of daily mobility, this can relate to the range of everyday activities in which a person can participate [8,9]; the time frames during which a person can participate in said activities [10,11]; and the mode(s) of transport a person can use to reach said activities [12].…”

Section: The Links Between Ageing Potential Mobility Choice and Welmentioning

confidence: 99%

“…It has been found that modal options are important in terms of facilitating the fulfilment of travel needs and activity wishes, while a lack thereof can have the opposite effect [37,38]. A link has even been found between the use of a narrower range of modes and loneliness [39], with another study finding that some modes of transport are more closely associated with a greater scope for action than others [11]. It has even been emphasized that having options to choose from might not appear to be so important during the earlier stages of the ageing process but its importance may become more apparent during the later stages of the ageing process, if or when one has a reduced scope for action and more difficulty participating in everyday out-of-home activities [40].…”

Section: Ageing and A Reduced Scope For Actionmentioning

confidence: 99%

“…While potential mobility (encompassing modal options) and realized mobility (encompassing the mode(s) chosen) among older people have been explored in previous studies e.g., [37][38][39], investigating the process from potential to realization and the different kinds of motivation and reasoning behind the selection of some options over others is less explored. Furthermore, if we are to treat choice as an element of well-being, it is important to analyze the process of choice, and to distinguish between actually having chosen something and doing the same thing without having had a choice.…”

Section: Ageing and A Reduced Scope For Actionmentioning

confidence: 99%

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Examining the Process of Modal Choice for Everyday Travel Among Older People

Ryan

2020

IJERPH

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Modal choice is a prominent concept within transport studies. However, the term is often used quite loosely, with little known about the factors lying behind the choice, the alternatives available to a person, and whether the person had a ‘choice’ to begin with. This study draws on a travel survey among older people living in Sweden’s large metropolitan regions. The questions posed as part of this survey facilitate a greater insight into the processes at play behind modal choice. An analysis of the differences between: (1) the range of modal options available to respondents and (2) the modes selected from this range (modal choice) is presented. An analysis of the respondents’ reasoning for choosing the modes they did and not the others they could have chosen is also presented. It was found that more than a quarter of respondents have the option to use and actually use all modes for everyday travel. The car is more inclined to be selected among those who have a range of different modal options. Suitability and comfort are the two main reasons given for modal choice. More positive reasons are given for actively selecting walking and cycling, whereas the motives behind the selection of the car instead tend to be framed as reasons for not selecting other modes. Adaptive preference and adjustment effects are also apparent in the selection processes. This study gives us a deeper understanding of the intricate mechanisms and reasoning at play behind the process of modal choice among this group. In this way, we have a better basis for shaping and implementing measures to promote and encourage sustainable mobility, in such a way that the well-being of older people is also supported.

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Combating loneliness: The role of neighbourhood ICT, environmental attractiveness, and a sense of belonging to a local community

Latikka

Savela

Hernández

et al. 2023

Community & Applied Soc Psy

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Neighbourhoods can provide a sense of belonging to a local community and support subjective well‐being. Our goal was to gain novel insight into the value of neighbourhood information and communication technology (ICT) in combating loneliness. Furthermore, we were interested in how a sense of belonging to a local community can be a potential mediating factor and the role of environmental attractiveness. We used data from a nationwide survey of Finnish respondents (N = 1,226) and structural equation modelling for data analysis. We found that perceived environmental attractiveness and a sense of belonging to a local community were negatively associated with loneliness, while the use of neighbourhood ICT was positively associated with loneliness. Perceived environmental attractiveness and use of neighbourhood ICT were positively associated with a sense of belonging to a local community. Perceived environmental attractiveness and use of neighbourhood ICT were negatively associated with loneliness via a sense of belonging to a local community. Our results suggest that perceived environmental attractiveness and use of neighbourhood ICT could help reduce loneliness by enhancing a sense of belonging to a local community. Interventions aimed at improving perceived environmental attractiveness and individuals' senses of belonging to a local community could be particularly helpful in combating loneliness. Please refer to the Supplementary Material section to find this article's Community and Social Impact Statement.

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Ageing and loneliness: The role of mobility and the built environment

Cited by 108 publications

References 33 publications

Impacts of Autonomous Vehicles on Consumers Time-Use Patterns

Impacts of Autonomous Vehicles on Consumers Time-Use Patterns

Examining the Process of Modal Choice for Everyday Travel Among Older People

Combating loneliness: The role of neighbourhood ICT, environmental attractiveness, and a sense of belonging to a local community

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