Mobilität im Kindes- und Jugendalter

Limbourg, Maria; Flade, Antje; Schönharting, Jörg

doi:10.1007/978-3-322-99569-8

Cited by 31 publications

(4 citation statements)

References 10 publications

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“…The biographical background to certain types of spatial action is essentially unknown. It has frequently been stated that travel behaviour of adults is predetermined by childhood socialisation (Limbourg et al, 2000), although there is no conclusive evidence for that.…”

Section: Consequences For Researchmentioning

confidence: 99%

Daily Mobility in Berlin

Scheiner

2020

European Journal of Transport and Infrastructure Research

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The article deals with the process of integration of East and West Berlin by means of the population's everyday mobility. Analysing activity spaces in four small-scale study areas on both sides of the former Berlin wall, there is evidence for significant differences between adjacent areas on both sides of the former wall as well as between different groups within an area. The interviewees' place of origin plays an important role. The question is, how – on the one hand – groups of persons might be characterised who tend to integrate the respective other half of the city more strongly into their everyday life ('border crossers') or – on the other hand – people still tend to concentrate on their respective half of the city a decade after the fall of the wall ('half-urbanites'). On the basis of spatial behaviour and the attitude towards the city's other half, four groups are differentiated. They are examined by a discriminant analysis as well as on the basis of semi-structured interviews with regard to dominating patterns of interpreting the German unification and their own personal identity. These patterns provide a considerable contribution for a better understanding of group-specific differences in the choice of mobility behaviour. From these results, consequences are drawn for the explanation of travel behaviour and for the theory and methodology of travel behaviour research. The hypothesis is developed that spatial action may not fully be explained by restrictive factors (infrastructure, distribution of opportunities, socio-demographic factors etc.). Additional factors which are empirically much more difficult to handle, such as attitudes, lifestyles, biographical experiences and long-term spatial orientations, are playing a role. The modelling of travel behaviour is theoretically incomplete by neglecting individual reasons of action. Any prediction of the future transport development might at least partly suffer from this weakness.

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Section: Consequences For Researchmentioning

confidence: 99%

Daily Mobility in Berlin

Scheiner

2020

European Journal of Transport and Infrastructure Research

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“…Here we have studies on the specifics of carless households (Dittrich-Wesbuer and Freudenau, 2002;Jeekel, 2011Jeekel, , 2013Sandqvist and Kristrom, 2001;Zumkeller et al, 2005). We have studies on the mobility patterns and problems of the poorer segments of western societies (Coutard et al, 2002;Grieco and Raje, 2004;Kim, 2002;Runge, 2005;Taylor et al, 2009), we have many studies about the mobility of children (Bachiri, 2006;Bachiri et al, 2008;Davidson et al, 2008;Fotel and Thomsen, 2004;Funk, 2009;Gough et al, 2001;de Groof, 2004;Hume et al, 2004;Lewis et al, 2006;Limbourg, 2005;Limbourg and Rieter, 2003;Lyons and Swinbank, 1998;Mackett et al, 2002;McDonald, 2005;Nelson et al, 2008;Paskins, 2004;van der Ploeg et al, 2008;Ridgewell et al, 2005;Risotto and Tonucci, 1999;Sandqvist, 2002;de Singly, 2002;Sjolie and Thuen, 2002;Tillberg Mattson, 2002;Tranter and Malone, 2003;Tully, 2000Tully, , 2003Turbin et al, 2002;Weston, 2005;Zwerts and Werts, 2003), on the mobility of single parent households …”

Section: Analysing Social Equity and Inequality In Transportmentioning

confidence: 99%

Social exclusion, vulnerable groups and driving forces: Towards a social research based policy on car mobility

Jeekel

2014

Case Studies on Transport Policy

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“…BAMBERG UND SCHMIDT, 2003) Dass in jungen Jahren die Weichen für die spätere Orientierung im Verkehrssystem gestellt werden, ist eine vielzitierte Grunderkenntnis, die bisher jedoch nur sehr unzureichend wissenschaftlich untersucht wurde. Während einige Studien zu dem Schluss kommen, dass der Zusammenhang zwischen der Verkehrsmittelnutzung im Kindes-und Jugendalter und der späteren Mobilität eher gering ist (TULLY und BAIER, 2006), weisen andere Autoren einen starken Zusammenhang nach (BARKER, 2008, LIMBOURG ET AL., 2000. CHALOUPKA UND RISSER (2004)…”

Section: Sozialisation Und Kontextualisierungunclassified

Mobilitätsverhalten von Heranwachsenden und Möglichkeiten zur Bindung an den ÖPNV

Schönduwe¹,

Lanzendorf²

2014

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Während aktuelle empirische Daten Hinweise auf einen Wandel der Mobilitätsorientierung von Jugendlichen und Heranwachsenden in Agglomerationen liefern, ist im ländlichen Raum der Trend zur individuellen Motorisierung ungebrochen. Die vorliegende Synthese des Forschungsstandes deutschsprachiger und internationaler Forschungsliteratur stellt Erkenntnisse zum Mobilitätsverhalten und zu mobilitätsbezogenen Einstellungen sowie bisher durchgeführte Maßnahmen zur Beeinflussung des Mobilitätsverhaltens von Personen in der Altersgruppe bis ca. 27 Jahre vor.

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Mobilität im Kindes- und Jugendalter

Cited by 31 publications

References 10 publications

Daily Mobility in Berlin

Daily Mobility in Berlin

Social exclusion, vulnerable groups and driving forces: Towards a social research based policy on car mobility

Mobilitätsverhalten von Heranwachsenden und Möglichkeiten zur Bindung an den ÖPNV

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