Do rural older adults take fewer trips than their urban counterparts for lack of a ride?

Shirgaokar, Manish; Dobbs, Bonnie; Anderson, Leah Seppanen; Hussey, Emily

doi:10.1016/j.jtrangeo.2020.102819

Cited by 31 publications

(18 citation statements)

References 38 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Transport poverty or disadvantage, i.e. the lack of affordable and reliable transport, prevents access to education, health services and employment opportunities (Shay et al, 2016;Shirgaokar et al, 2020). Lack of mobility also impacts people's ability to maintain social relationships, which is important for mental health and social inclusion (Shergold & Parkhurst, 2012;Shirgaokar et al, 2020).…”

Section: Healthcare and Social Carementioning

confidence: 99%

“…Israel Schwarzlose et al,Šťastná & Vaishar 2017). With a larger proportion of elderly people in general, combined with the increasing popularity of retirees choosing to live in rural communities, mobility among elderly people is becoming an increasingly important rural issue (Israel Schwarzlose et al,Shirgaokar et al, 2020;. In rural areas, where public transport is sometimes unavailable, and particularly for those older people who do not have a car, carpooling and social networks are being utilised to access services such as hospitals and shops.…”

mentioning

confidence: 99%

“…Lack of public transport presents a barrier to older people's independence and freedom to make leisure trips such as visiting their friends and relatives. This represents a physical and mental health disadvantage, particularly for those older people who live alone (Shergold & Parkhurst, 2012Shirgaokar et al, 2020…”

mentioning

confidence: 99%

See 2 more Smart Citations

Essential rural services in the Nordic Region – Challenges and opportunities

Slätmo¹,

Bogason²,

Vasilevskaya³

et al. 2022

View full text Add to dashboard Cite

show abstract

Section: Healthcare and Social Carementioning

confidence: 99%

mentioning

confidence: 99%

See 1 more Smart Citation

Essential rural services in the Nordic Region – Challenges and opportunities

Slätmo¹,

Bogason²,

Vasilevskaya³

et al. 2022

View full text Add to dashboard Cite

show abstract

“…We excluded respondents younger than 18 (as 18 is the minimum age to acquire a driver's license in Belgium) and only included respondents who possess a driver's license and have at least one car in the household (n=2920). Although people without a driver's license can be equally car-dependent (Kim, 2011;Siren & Hakamies-Blomqvist, 2006;Shirgaokar et al, 2020), we consider car-passengers a separate group and therefore did not include them in our analysis. The travel behavior surveys were carried out by Hasselt University between January 2015 and January 2017 by means of a questionnaire and an interview with each respondent.…”

Section: Datamentioning

confidence: 99%

Car dependency beyond land use: Can a standardized built environment indicator predict car use?

Eenoo

Fransen

Boussauw

2022

JTLU

View full text Add to dashboard Cite

In June 2019, the government of the Flemish Region (Belgium) launched the “mobility score,” a standardized built environment indicator that informs citizens in Flanders about the walking or cycling accessibility from their dwelling to a range of basic amenities and public transport stops. The development of the mobility score was developed to be a tool to raise awareness of the environmental impact of travel. Against this backdrop, this paper assesses the extent to which the mobility score can predict car use and aims to contribute to the line of research that studies travel patterns in relation to accessibility, spatial context, and travel mode choice. Based on the data from the Flemish Travel Behavior Survey, we analyze the effect of the interaction between the built environment, frequency of car use and vehicle kilometers traveled. Our findings illustrate that frequent and intensive car use is not an exclusive feature of suburban and rural residents in Flanders, or of those who travel long distances. The outcomes show that the mobility score can predict the frequency of car travel but only in the inner city. As for other areas, travel behavior shows little variance among respondents. The presence of a company car in a household is a much stronger predictor of vehicle kilometers traveled than any other variable, including the built environment. Travel behavior turns toward car use once a household acquires a car, almost regardless of the type of neighborhoods where respondents live. In Flanders, policy has so far been directed more toward curbing car use than discouraging car ownership. Our findings suggest that it could be more effective to aim for the latter, as this prevents the development of a cycle of car-oriented behavior in the first place.

show abstract

“…Other studies indicate that the senior population is growing faster in suburbs and rural locations than in city centers (Frey, 2011;Parker et al, 2018;Rosenbloom, 2012). In addition, seniors who do not live in city centers are particularly at risk of being transportation deficient (Kim, 2011a;Shirgaokar, Dobbs, Anderson, & Hussey, 2020).…”

Section: A Population Aging In Place and Impacts Of Diminished Travelmentioning

confidence: 99%

Differences in ride-hailing adoption by older Californians among types of locations

Shirgaokar

Misra

Agrawal

et al. 2021

JTLU

Self Cite

View full text Add to dashboard Cite

Ride-hailing services such as Lyft and Uber can complement rides offered by family, friends, paid providers, and public transit. To learn why older adults might wish to use ride-hail, we conducted an online survey of 2,917 California respondents age 55 and older. Participants were asked whether they would value four features hypothesized to be benefits of ride-hailing. We specified binary logit models and used market segmentation to investigate whether there were location-based differences in the use of ride-hailing. Our analysis showed that women, city dwellers, persons with disabilities, and those who rely on others for rides were more open to ride-hailing. Women in suburbs or small town/rural settings were more likely to ride-hail than their male counterparts for reasons of independence, fear of being lost while driving, or getting help with carrying bags. Urban women, in contrast, were less likely than their male counterparts to ride-hail for these reasons. High-income individuals in suburbs or small town/rural locations were more likely to ride-hail than low-income respondents, while high-income urban residents were less likely to ride-hail. Adoption of ride-hailing services and the reasons for doing so showed strong variability by location even among respondents with similar socio-demographic attributes.

show abstract

Do rural older adults take fewer trips than their urban counterparts for lack of a ride?

Cited by 31 publications

References 38 publications

Essential rural services in the Nordic Region – Challenges and opportunities

Essential rural services in the Nordic Region – Challenges and opportunities

Car dependency beyond land use: Can a standardized built environment indicator predict car use?

Differences in ride-hailing adoption by older Californians among types of locations

Contact Info

Product

Resources

About