How people are exposed to neighborhoods racially different from their own.

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.

[Mobility of older people in public spaces from a gender perspective]. / Mobilität älterer Menschen im öffentlichen Raum unter Gendergesichtspunkten.

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.

Are physical activity and everyday mobility independently associated with quality of life at older age?

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.

The association between socioeconomic status and mobility reductions in the early stage of England's COVID-19 epidemic.

This study uses mobile phone data to examine how socioeconomic status was associated with the extent of mobility reduction during the spring 2020 lockdown in England in a manner that considers both potentially confounding effects and spatial dependency and heterogeneity. It shows that socioeconomic status as approximated through income and occupation was strongly correlated with the extent of mobility reduction. It also demonstrates that the specific nature of the association of socioeconomic status with mobility reduction varied markedly across England. Finally, the analysis suggests that the spatial differentiation in the ability to restrict everyday mobility in response to a national lockdown is an important topic for future research.

La experiencia de la movilidad cotidiana desde la mirada de las personas con discapacidad / Experiences from mobility through the sight of disabledpeople

En el presente trabajo se incorpora al estudio de la movilidad cotidiana desde el reconocimiento de experiencias de las personas con discapacidad y la relación con el espacio urbano. El debate sobre la movilidad cotidiana en la ciudad desprende varios frentes de análisis, refiere a una solicitud coyuntural de dinámicas urbanas en correspondencia con los actores sociales; así mismo, propone una observación multidisciplinaria desde enfoques teóricos-metodológicos para la argumentación de la realidad social contemporánea. La propuesta es una delimitación sobre enfoques que ofrece la panorámica sobre el fenómeno de la movilidad y las implicaciones de nuevas categorías, así como la incorporación de otros actores que se deben contemplar para establecer un proceso de inclusión y accesibilidad. Se suscribe en un esquema desde las prácticas de la movilidad con relación a una escala a nivel micro (tanto en lo espacial como lo social) que favorece la detección de diferenciaciones en el mismo entorno bajo características particulares. La dinámica de la movilidad cotidiana refleja diversas problemáticas urbanas que precisan abordarse no sólo en términos de cantidad sino de calidad. Tales dificultades dentro del entorno urbano implican cuestiones como el tiempo, contemplado desde la espera del transporte, el traslado, el trasbordo y las eventualidades que llegasen a ocurrir; así como la distancia, los trayectos entre los centros laborales o educativos y las zonas residenciales. Todas estas contradicciones dentro de la vida cotidiana presentan otro matiz para los individuos de características diferentes, para personas con discapacidad, adultos mayores, menores de edad que comparten en el espacio como transeúntes de la ciudad.

This paper is incorporated to everyday mobility studies from recognizing experiences of people with disabilities in relation to the urban space. The debate on everyday mobility in the city allows different ways to be analyzed; it refers to a relevant request about urban dynamics linked to social actors. Likewise it is a proposal to observe through a multidisciplinary approach and focus on theory and methodology to discuss about current social reality. The proposal is a boundary among approaches which offers a perspective about the phenomenon of mobility and new categories and the incorporation of other actors that must be considered to establish a process of inclusion and accessibility. It is an outline from mobility practices in relation to micro scale from special to social aspects that allows detecting distinctions in the same surroundings under individual characteristics.

Mobilidade cotidiana e as taxas de vitimização por acidentes de trânsito: o que é possível enxergar a partir dos dados censitários? / Everyday mobility and victimization rates from traffic accidents: what can be seen from demographic censuses data? / Movilidad cotidiana y tasas de victimización por accidentes de tránsito: ¿qué se puede entrever a partir de los datos censales?

Este estudo avalia como a exposição ao risco de acidentes de trânsito pode ser potencializada pelas condições de mobilidade cotidiana dos indivíduos. Para isso, foram usados dados do Boletim de Ocorrência de acidentes fatais e não fatais de Campinas (SP) em 2009 e do Censo Demográfico de 2010. Os locais de residência das vítimas foram georreferenciados, permitindo o cálculo de taxas de vitimização por acidentes por área de ponderação que, por sua vez, foram relacionadas com informações socioeconômicas e de mobilidade. Embora as conclusões não possam ser inferidas em nível individual, observou-se que em áreas com maior proporção de pessoas com baixa renda há menores taxas de acidentes. Por outro lado, verificou-se correlação negativa entre áreas com maior proporção de pessoas com alta renda e taxas de vitimização de motociclistas. Os resultados mostram correlação positiva entre áreas com maior proporção de pessoas com renda domiciliar per capita de 1 a menos de 2 e de 2 a menos de 3 salários mínimos e taxas de vitimização por acidentes, bem como entre aquelas com maior proporção pessoas de 25 a 39 anos com ensino médio completo. Os resultados reforçam um possível uso desigual das vias públicas, onde quem pode se desloca com segurança e quem não pode se desloca pouco e, quando tem condições econômicas mínimas, o faz com pouca segurança

This paper assesses how the exposure to traffic accident risk can be potentiated by the conditions of everyday mobility of individuals. In the analysis, data from the Accidents Registry of fatal and non-fatal accidents in Campinas (São Paulo) in 2009 and the 2010 Demographic Census were used. The victims' places of residence were geocoded, allowing the calculation of victimization rates by area of consideration, which, in turn, were correlated to socioeconomic and mobility information. Although the findings do not permit conclusions at individual level, it was found that areas with a higher proportion of low-income population had lower accident rates. On the other hand, it was observed a negative correlation between areas with a higher proportion of high-income population and victimization rates of motorcyclists. The results show a positive correlation between the proportion of people with household income per capita that is 1 to less than 2 and 2 to less than 3 times the minimum wage and rates of victimization. This is true as well for people ages 25 to 39 who completed high school. The results suggest an unequal use of public roads, where those who can afford moving do it safely and those who cannot afford moving do it less frequently, and, when the latter have minimal economic conditions, move less safely

En este estudio se analiza la forma en que la exposición al riesgo de accidentes de tránsito puede ser potenciada por las condiciones de la movilidad cotidiana de los individuos. Para este propósito se utilizaron los datos del Boletín de ocurrencia de accidentes fatales y no fatales en Campinas (São Paulo) en 2009 y del censo demográfico de 2010. Los lugares de residencia de las víctimas fueron georreferenciados, lo que permitió el cálculo de los índices de victimización por accidentes por área de ponderación, los que a su vez se relacionaron con información socioeconómica y de movilidad. Aunque las conclusiones no pueden inferirse para el nivel individual, se encontró que en las zonas con una mayor proporción de personas con bajos ingresos se registraban menores tasas de accidentes. Por otra parte, se observó una correlación negativa entre las áreas con mayor proporción de personas con altos ingresos y las tasas de victimización de motociclistas. Los resultados muestran una correlación positiva entre las áreas con mayor proporción de personas con ingreso familiar per cápita de 1 a 2 y de 2 a 3 salarios mínimos y las tasas de victimización por accidentes, así como entre aquellas con mayor proporción de personas de 25 a 39 años con enseñanza media completa. Estos resultados refuerzan la idea de una posible utilización desigual de la vía pública, en la que aquellos que pueden se desplazan de forma segura, los que no pueden se desplazan poco, y cuando cuentan con las condiciones económicas mínimas, lo hacen en condiciones de seguridad escasas

O significado do carro e a mobilidade cotidiana / The meaning of the car and the everyday mobility / La importancia del coche y la movilidad cotidiana / La signification de la voiture et la mobilité quotidienne

Este estudo quanti-qualitativo objetivou conhecer os padrões de mobilidade cotidiana adotados pelos frequentadores de uma universidade privada, bem como compreender o significado que os participantes atribuem ao carro. Para sua viabilização foram aplicados 600 questionários e realizados cinco grupos focais com 39 sujeitos. A investigação ocorreu entre os meses de novembro de 2009 e janeiro de 2010. No tratamento e análise das informações coletadas foram utilizadas duas estratégias: estatística descritiva para os dados quantitativos e Análise de Conteúdo baseada em Bardin, para os dados qualitativos. Os resultados ressaltaram que a maioria dos entrevistados locomove-se predominantemente de automóvel particular, escolha que é motivada principalmente por uma percepção acentuada de risco de violência. Ademais, o carro é compreendido a partir de atributos objetivos e subjetivos: além de atender as necessidades de locomoção de seus usuários, condicionadas pela vida e pelo contexto citadino onde habitam, confere aos entrevistados "status" social e sentimentos de poder e liberdade.

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 car is 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.

Este estudio cuantitativo y cualitativo investigó los patrones de movilidad cotidiana adoptadas por patronos de una universidad privada, así como la comprensión del significado que los participantes adhieren al coche. Para habilitar 600 cuestionarios fueron administrados y llevados a cabo cinco grupos de enfoque con 39 sujetos. La investigación se llevó a cabo entre los meses de noviembre de 2009 y enero de 2010. En el tratamiento y análisis de la información recopilada se utilizaron dos estrategias: estadísticos descriptivos de datos cuantitativos y de análisis de contenido con base en Bardin, para los datos cualitativos. Los resultados indicaron que la mayoría de los encuestados se mueven predominantemente en coche privado, estando eso motivado principalmente por una aguda percepción de riesgo de violencia. Por otra parte, el coche se entiende desde los atributos objetivos y subjetivos: además de cumplir con las necesidades de locomoción de sus usuarios, condicionadas por la vida y el contexto de la ciudad en la que habitan, posibilita a los entrevistados estatus social y sentimientos de poder y libertad.

Cette étude quantitative et qualitative a cherché à identifier les schémas de mobilité quotidienne adoptés par les étudiants, les professeurs et le personnel d'une université privée et à comprendre le sens qu'ils attachent à la voiture. Pour son développement, 600 questionnaires ont été appliqués et cinq groupes de discussion ont été organisés avec 39 sujets. L'enquête a eu lieu entre les mois de novembre 2009 et janvier 2010. Deux stratégies ont été utilisées pour le traitement et l'analyse des informations recueillies: les statistiques descriptives pour les données quantitatives et l'analyse de contenu basée sur Bardin, pour les données qualitatives. Les résultats ont indiqué que la plupart des répondants se déplace principalement en voitures particulières, un choix qui est lié à une perception accrue du risque de violence. En outre, la voiture est perçue à partir de ces attributs objectifs et subjectifs: en plus de satisfaire les besoins de mobilité de ses utilisateurs conditionnés par la vie en ville et le contexte dans lequel ils vivent, elle donne aux répondants un statut social et le sentiment de puissance et de liberté.