Mobility Mentoring® combineert het onderwerp armoede met de laatste inzichten vanuit de hersenwetenschap over de effecten van schaarste en armoede en de ontwikkelbaarheid van hersenfuncties. Deze nieuwe aanpak helpt mensen bij de aanpak van hun financiële en sociale problemen. Het lectoraat Schulden & Incasso van de Hogeschool Utrecht, Platform31 en Impuls ambiëren een effectievere aanpak van financiële problematiek van huishoudens en zochten naar organisaties die de inzichten uit de Schaarste-theorie op een vruchtbare manier vertalen naar hun dagelijkse praktijk.
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https://journal.gerontechnology.org/currentIssueContent.aspx?aid=2248 "Abstract Purpose Existing solutions facilitating mobility among older adults mainly focus on supporting physical disabilities. However, solutions are more likely to succeed when current activities and capabilities serve as a starting point. Participatory design is a suitable approach to detect these. We investigated (i) how participatory design techniques can be applied to obtain insight into the daily activities and capabilities of older adults, and (ii) what the design implications are of taking these activities and capabilities as a basis for the development of a mobility-enhancing application. Method Research context was a three-year European project comprising health care managers, researchers, and designers from Belgium, the Netherlands, Italy, Spain, and Germany. Older adults were involved in each of the four-step iterative design process (participatory design sessions, scenarios, user requirements, and user evaluation). Results & Discussion (i) Reflection on the design process showed that particular issues should be considered in selecting participatory design tools (e.g., diaries and photo assignments are more suited than interviews) and organizing joint sessions (e.g., reserve more time for informal activities, address privacy concerns, and provide opportunity to ventilate doubts towards technology). The participatory design methods appeared suited to provide input for the application’s functionalities based on activities and capabilities. (ii) A mobility-enhancing mobile application for older adults should apply (a) Demographics: validated user profiles as a basis, but enable personalization; (b) Cognitive and physical abilities: Facilitate activities close to the home of the older adults; (c) Safety perception: Support older adults cognitively during their activities outdoor, but also prior to and afterwards and foster social contact. Future work The results of the current study have been used as input for prototype development, which has been tested in a pilot study in Spain and The Netherlands."
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In een groeiend aantal publicaties is uitgewerkt hoe schulden en armoede de werking en ontwikkeling van onze hersenen beïnvloeden (WRR, 2017; Blair&Cybele Raver, 2016, Daminger et al., 2015, Pavetti, 2014). De publicaties vragen aandacht voor de dynamiek van chronische stress die mensen als het ware gijzelt om hun situatie met succes te ontgroeien. De taaiheid van de problematiek en het niet behalen van de beleidsdoelen zijn dus niet eenvoudig toe te schrijven aan een tekort aan motivatie bij de doelgroep. De inzichten over de effecten van schaarste op het cognitieve functioneren vormen de basis van de aanpak Mobility Mentoring®. Deze aanpak uit de Verenigde Staten is ontwikkeld door de organisatie EMPath en heeft als doel om economische zelfredzaamheid te bevorderen. Hoewel er op dit moment geen hard bewijs is voor de effectiviteit van Mobility Mentoring®, zijn er wel veelbelovende resultaten. Een grootschalige evaluatie door de Washington State Department of Children, Youth and Families - een niet-gerandomiseerde vergelijking- liet zien dat deelnemers van Mobility Mentoring® op meer uitkomstmaten significante vooruitgang boekten dan deelnemers aan een ander programma (Washington State Department of Early Learning, 2016). Deze positieve uitkomsten waren in 2016 aanleiding voor de Hogeschool Utrecht en Platform31 voor een werkbezoek bij EMPath. Op basis van de verkregen inzichten en de beschikbare literatuur concludeerden de onderzoekers dat Mobility Mentoring® in Nederland kan bijdragen aan de doorontwikkeling van de dienstverlening voor mensen met multiproblematiek (Jungmann & Wesdorp, 2017).
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Global climate agreements call for action and an integrated perspective on mobility, energy and overall consumption. Municipalities in dense, urban areas are challenged with facilitating this transition with limited space and energy resources, and with future uncertainties. One important aspect of the transition is the adoption of electric vehicles, which includes the adequate design of charging infrastructure. Another important goal is a modal shift in transportation. This study investigated over 80 urban mobility policy measures that are in the policy roadmap of two of the largest municipalities of the Netherlands. This analysis consists of an inventory of policy measures, an evaluation of their environmental effects and conceptualizations of the policy objectives and conditions within the mobility transitions. The findings reveal that the two municipalities have similarities in means, there is still little anticipation of future technology and policy conditions could be further satisfied by introducing tailored measures for specific user groups.
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In the Interreg Smart Shared Green Mobility Hubs project, electric shared mobility is offered through eHUBs in the city. eHUBs are physical places inneighbourhoods where shared mobility is offered, with the intention of changing citizens’ travel behaviour by creating attractive alternatives to private car use.In this research, we aimed to gain insight into psychological factors that influence car owners’ intentions to try out shared electric vehicles from an eHUB in order to ascertain:1. The psychological factors that determine whether car owners are willing to try out shared electric modalities in the eHUBs and whether these factors are identical for cities with different mobility contexts.2. How these insights into psychological determinants can be applied to entice car owners to try out shared electric modalities in the eHUBs.Research was conducted in two cities: Amsterdam (the Netherlands) and Leuven (Belgium). An onlinesurvey was distributed to car owners in both cities inSeptember 2020 and, additionally, interviews wereheld with 12 car owners in each city.In general, car owners from Amsterdam and Leuven seem positive about the prospect of having eHUBs in their cities. However, they show less interest inusing the eHUBs themselves, as they are satisfied with their private car, which suits their mobility needs. Car owners mentioned the following reasons for notbeing interested in trying out the eHUBs: they simply do not see a need to do so, the costs involved with usage, the need to plan ahead, the expected hasslewith registration and ‘figuring out how it works’, having other travel needs, safety concerns, having to travel a distance to get to the vehicle, and a preferencefor ownership. Car owners who indicated that they felt neutral, or that they were likely to try out an eHUB, mentioned the following reasons for doing so:curiosity, attractive pricing, convenience, not owning a vehicle like those offered in an eHUB, environmental concerns, availability nearby, and necessity when theirown vehicle is unavailable.In both cities, the most important predictor determining car owners’ intention to try out an eHUB is the perceived usefulness of trying out an eHUB.In Amsterdam, experience with shared mobility and familiarity with the concept were the second and third factors determining car owners’ interest in tryingout shared mobility. In Leuven, pro-environmental attitude was the second factor determining car owners’ openness to trying out the eHUBs, and agewas the third factor, with older car owners being less likely to try one out.Having established that perceived usefulness was the most important determinant for car owners to try out shared electric vehicles from an eHUB, weconducted additional research, which showed that, in both cities, three factors contribute to perceived usefulness, in order of relevance: (1) injunctive norms(e.g., perceiving that society views trying out eHUBs as correct behaviour); (2) trust in shared electric mobility as a solution to problems in the city (e.g., expecting private car owners’ uptake of eHUBs to contributeto cleaner air, reduce traffic jams in city, and combat climate change); and (3) trust in the quality and safety of the vehicles, including the protection of users’privacy. In Amsterdam specifically, two additional factors contributed to perceived usefulness of eHUBs: drivers’ confidence in their capacity to try out anunfamiliar vehicle from the eHUB and experience of travelling in various modes of transport.Drawing on the relevant literature, the results of our research, and our behavioural expertise, we make the following recommendations to increase car users’ uptake of shared e-mobility:1. Address car owners’ attentional bias, which filters out messages on alternative transport modes.2. Emphasise benefits of (trying out) shared mobility from different perspectives so that multiple goals can be addressed.3. Change the environment and the infrastructure, as infrastructure determines choice of transport.4. For Leuven specifically: target younger car owners and car owners with high pro-environmental attitudes.5. For Amsterdam specifically: provide information on eHUBs and opportunities for trying out eHUBs.
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Mobility hubs facilitate multimodal transport and have the potential to improve the accessibility and usability of new mobility services. However, in the context of increasing digitalisation, using mobility hubs requires digital literacy or even owning a smartphone. This constraint may result in the exclusion of current and potential users. Digital kiosks might prove to be a solution, as they can facilitate the use of the services found at mobility hubs. Nevertheless, knowledge of how digital kiosks may improve the experience of disadvantaged groups remains limited in the literature. As part of the SmartHubs project, a field test with a digital kiosk was conducted with 105 participants in Brussels (Belgium) and Rotterdam (The Netherlands) to investigate the intention to use it and its usability in the context of mobility hubs. This study adopted a mixed methods approach, combining participant observation and questionnaire surveys. Firstly, participants were asked to accomplish seven tasks with the digital kiosk while being observed by the researchers. Finally, assisted questionnaire surveys were conducted with the same participants, including close-ended, open-ended and socio-demographic questions. The results offer insights into the experience of the users of a digital kiosk in a mobility hub and the differences across specific social groups. These findings may be relevant for decision-makers and practitioners working in urban mobility on subjects such as mobility hubs and shared mobility, and for user interface developers concerned with the inclusivity of digital kiosks.
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BACKGROUND: Mobility is a key determinant and outcome of healthy ageing but its definition, conceptual framework and underlying constructs within the physical domain may need clarification for data comparison and sharing in ageing research. This study aimed to (1) review definitions and conceptual frameworks of mobility, (2) explore agreement on the definition of mobility, conceptual frameworks, constructs and measures of mobility, and (3) define, classify and identify constructs.METHODS: A three-step approach was adopted: a literature review and two rounds of expert questionnaires (n = 64, n = 31, respectively). Agreement on statements was assessed using a five-point Likert scale; the answer options 'strongly agree' or 'agree' were combined. The percentage of respondents was subsequently used to classify agreements for each statement as: strong (≥ 80%), moderate (≥ 70% and < 80%) and low (< 70%).RESULTS: A variety of definitions of mobility, conceptual frameworks and constructs were found in the literature and among respondents. Strong agreement was found on defining mobility as the ability to move, including the use of assistive devices. Multiple constructs and measures were identified, but low agreements and variability were found on definitions, classifications and identification of constructs. Strong agreements were found on defining physical capacity (what a person is maximally capable of, 'can do') and performance (what a person actually does in their daily life, 'do') as key constructs of mobility.CONCLUSION: Agreements on definitions of mobility, physical capacity and performance were found, but constructs of mobility need to be further identified, defined and classified appropriately. Clear terminology and definitions are essential to facilitate communication and interpretation in operationalising the physical domain of mobility as a prerequisite for standardisation of mobility measures.
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The movie describing mobility powered by youth event and pitching the importance of such events in the future.
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Purpose: The objective of this study was to develop a questionnaire to assess confidence in wheelchair mobility in Dutch youth (WheelCon-Mobility Dutch Youth). Methods: (1) A forward–backward translation process was used to translate the original WheelCon-M from English to Dutch. (2) Items related to wheelchair mobility in Dutch youth were selected and adapted based on focus groups with youth, parents and health care professionals to create the WheelCon-Mobility Dutch Youth. (3) The WheelCon-Mobility Dutch Youth and the Utrecht Pediatric Wheelchair Mobility Skills Test 2.0 (UP-WMST 2.0) were administered to 62 participants to evaluate internal consistency and construct validity. Results: Translation and cultural adaptation led to general adaptations in instructions, sentence structure and response scale. At the item level, 24 items were included with (n = 17) and without (n = 7) adaptation, 10 items were deleted and 7 new items were included. The WheelCon-Mobility Dutch Youth had an excellent Cronbach’s alpha of 0.924 and a significant correlation (r = 0.44, p < .001) with the UP-WMST 2.0. Conclusions: This study resulted in the adaptation of the WheelCon-M into the WheelCon-Mobility for Dutch youth using a manual wheelchair. Our study suggests there is evidence supporting the internal consistency and construct validity of the WheelCon-Mobility Dutch Youth. Implications for Rehabilitation The WheelCon-Mobility Dutch Youth is a newly developed tool for assessing confidence in wheelchair mobility in Dutch youth using a manual wheelchair. It is important to assess performance and confidence in wheelchair mobility in paediatric rehabilitation.
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A presentation about a step wise behavioural change approach that is developed by Maastricht Bereikbaar. With this approach actions and campaigns to stimulate people to change their mobility behaviour will be effective and successfull. The presentation contains an introduction of Maastricht Bereikbaar, an explaination of the steps and preconditions, and the results we achieved so far with the program.
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