Exploring public transport usage trends in an ageing population

Currie, Graham; Delbosc, Alexa

doi:10.1007/s11116-009-9224-x

Cited by 64 publications

(44 citation statements)

References 19 publications

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“…In recent years, studies have begun to add the factor of season and explore its impact on the elderly's travel behavior. Regarding individual attributes, existing studies have demonstrated that gender, employment status, driver's license, educational level, and ethnicity have significant effects on senior citizens' travel behavior [13][14][15][16]. Some studies have suggested that women and the unemployed elderly travel a shorter distance and are less likely to travel and that women are more reliant on public transport [17].…”

Section: Literature Reviewmentioning

confidence: 99%

Elderly’s Travel Patterns and Trends: The Empirical Analysis of Beijing

Liu

Sun

et al. 2017

Sustainability

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Abstract:Travel by the elderly is generally characterized by relatively short distances and low frequencies. However, with social development, the travel patterns of the elderly are lacking in sustainability. In some European countries, the elderly are increasingly dependent on cars while traveling. In addition, the influencing factors of the elderly's travel behavior are also changing. At present, most foreign and domestic studies focus on the impact of individual and household socioeconomic attributes, travel attributes, and policy factors on the travel frequency, travel mode choice, and travel demand of the elderly, but they lack an analysis of the regional differences of the elderly's travel behavior characteristics and related countermeasures. The studies excessively focus on the influencing factors but overlook the difference between the elderly's travel characteristics and young people's travel characteristics, as well as the interactions at the household level. Based on data from the Fifth Travel Survey of Residents in Beijing 2014, this paper uses variance analysis, Spearman's correlation analysis, and descriptive and comparative analysis to study the difference in travel frequency over 24 hours between the elderly and middle-aged/young people in Beijing, the impact of household, individual, and travel attributes on the travel frequency difference, and the regional difference in the elderly's travel behavior characteristics. The results show that there is a significant difference in travel frequency between the elderly group and the middle-aged/young group in Beijing; the main reason is the individual difference between travelers. Travelers' attributes all exert an influence on the travel frequency of both groups, but the degree and direction of the influence are different. At the household level, middle-aged/young people with a higher household income travel less frequently, whereas the case is completely the opposite for the elderly. In terms of personal attributes, gender has a significant negative effect on the elderly's travel frequency; that is, women travel less than men, whereas there is no difference between men and women in middle-aged/young people. Regarding travel attributes, travel distance and travel duration have a significant negative effect on the two groups' travel frequencies. The elderly in some European countries are more dependent on cars, whereas a large proportion of elderly people in Beijing walk on foot, but the degree of dependence on cars of the "new generation" of the elderly in Beijing will increase rapidly, which will bring the lack of sustainability of travel patterns, further bringing new challenges to policymakers and transport planning departments.

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Section: Literature Reviewmentioning

confidence: 99%

Elderly’s Travel Patterns and Trends: The Empirical Analysis of Beijing

Liu

Sun

et al. 2017

Sustainability

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“…While issues related to mobility exist within the senior population due to reduced cognitive abilities and increased medical issues or disabilities, there are indications that today's senior population is healthier and possesses more disposable income than their previous senior cohort (Currie and Delbosc, 2010;Cutler, 2001). Due to the increasing size, overall wealth, and life expectancy of the senior population, advancements in personal mobility will inevitably become more important.…”

Section: Introductionmentioning

confidence: 99%

Estimating potential increases in travel with autonomous vehicles for the non-driving, elderly and people with travel-restrictive medical conditions

Harper

Hendrickson

Mangones

et al. 2016

Transportation Research Part C: Emerging Technologies

360

168

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Automated vehicles represent a technology that promises to increase mobility for many groups, including the senior population (those over age 65) but also for non-drivers and people with medical conditions. This paper estimates bounds on the potential increases in travel in a fully automated vehicle environment due to an increase in mobility from the non-driving and senior populations and people with travel-restrictive medical conditions. In addition, these bounding estimates indicate which of these demographics could have the greatest increases in annual vehicle miles traveled (VMT) and highlight those age groups and genders within these populations that could contribute the most to the VMT increases. The data source is the 2009 National Household Transportation Survey (NHTS), which provides information on travel characteristics of the U.S. population. The changes to light-duty VMT are estimated by creating and examining three possible travel demand wedges. In demand wedge one, non-drivers are assumed to travel as much as the drivers within each age group and gender. Demand wedge two assumes that the driving elderly (those over age 65) without medical conditions will travel as much as a younger population within each gender. Demand wedge three makes the assumption that working age adult drivers (19-64) with medical conditions will travel as much as working age adults without medical conditions within each gender, while the driving elderly with medical any travel-restrictive conditions will travel as much as a younger demographic within each gender in a fully automated vehicle environment. The combination of the results from all three demand wedges represents an upper bound of 295 billion miles or a 14% increase in annual light-duty VMT for the US population 19 and older. Since traveling has other costs besides driving effort, these estimates serve to bound the potential increase from these populations to inform the scope of the challenges, rather than forecast specific VMT scenarios.

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“…More than 40 per cent considered that it was very likely or likely they would be using public transport. An Australian longitudinal study among "baby boomers" (born 1945-54) showed a small trend towards an increase in public transport use (Currie and Delbosc, 2010). The authors state that the future for public transport is not as bleak as research has previously shown but that the public transport system and urban density is of great importance for how public transport is used and valued among residents.…”

Section: Older People's Travel Activitiesmentioning

confidence: 89%

Everyday Mobility and Travel Activities during the first years of Retirement

Berg¹

2016

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Mobility is central to living an independent life, to participating in society, and to maintaining well-being in later life. The point of departure in this thesis is that retirement implies changes in time-space use and altered routines, which influence demands and preconditions for mobility in numeorous ways. The aim of this thesis is to explore mobility strategies and changes in mobility upon retirement and how mobility develops during the first years of retirement. A further aim is to provide knowledge of the extent to which newly retired people maintain a desired mobility based on their needs and preconditions. The thesis is empirically based on travel diaries kept by newly retired people, and qualitative interviews with the same persons, and follow-up interviews three and a half years later. The results show that mobility is a way of forming a structure in the new everyday life as retirees by getting out of the house, either just for a walk or to do errands. Many patterns of everyday life remain the same upon retirement, but the informants also merge new responsibilities and seek new social arenas and activities. As a result, the importance of the car have not changed, but it is used for other reasons than before. After leaving paid work, new space-time constraints are created which influences demands for mobility. The study further shows that "third places" become important, especially among those who live alone, as they give an opportunity to being part of a social context and a reason for getting out of the house. The follow-up interviews revealed that declined health changed the preconditions for mobility. Daily walks had to be made shorter, and the car had to be used for most errands to where they previously could walk or cycle. However, mobility can also be maintained despite a serious illness and a long period of rehabilitation.

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Exploring public transport usage trends in an ageing population

Abstract: Travel behaviour, Public transport, Elderly, Travel, Trends,

Cited by 64 publications

References 19 publications

Elderly’s Travel Patterns and Trends: The Empirical Analysis of Beijing

Elderly’s Travel Patterns and Trends: The Empirical Analysis of Beijing

Estimating potential increases in travel with autonomous vehicles for the non-driving, elderly and people with travel-restrictive medical conditions

Everyday Mobility and Travel Activities during the first years of Retirement

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