The phenomena of urbanization and climate change interact with the growing number of older people living in cities. One of the effects of climate change is an increased riverine flooding hazard, and when floods occur this has a severe impact on human lives and comes with vast economic losses. Flood resilience management procedures should be supported by a combination of complex social and environmental vulnerability assessments. Therefore, new methodologies and tools should be developed for this purpose. One way to achieve such inclusive procedures is by incorporating a social vulnerability evaluation methodology for environmental and flood resilience assessment. These are illustrated for application in the Polish city of Wrocław. Socio-environmental vulnerability mapping, based on spatial analyses using the poverty risk index, data on the ageing population, as well as the distribution of the areas vulnerable to floods, was conducted with use of a location intelligence system combining Geographic Information System (GIS) and Business Intelligence (BI) tools. The new methodology allows for the identification of areas populated by social groups that are particularly vulnerable to the negative effects of flooding. C 2018 SETAC Original Publication: Integr Environ Assess Manag 2018;14:592–597. DOI: https://doi.org/10.1002/ieam.4077
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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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Hoewel het recente SCP-rapport over de sociale staat van Nederland anders kan doen vermoeden, hangen materiële zekerheid, welzijn en geluk nauw met elkaar samen, ziet Roeland van Geuns vanuit de VS. Dat er nog geen wetenschappelijke consensus over bestaat, is voor de armen in de VS en Nederland een tikkeltje minder relevant.
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BACKGROUND: Asset-based approaches have become popular in public health. As yet it is not known to what extent health and welfare professionals are able to identify and mobilise individual and community health assets. Therefore, the aim of this study was to understand professional's perceptions of health and health assets.METHODS: In a low-SES neighbourhood, 21 health and welfare professionals were interviewed about their definition of health and their perceptions of the residents' health status, assets available in the neighbourhood's environment, and the way residents use these assets. A Nominal Group Technique (NGT) session was conducted for member check. Verbatim transcripts of the semi-structured interviews were coded and analysed using Atlas.ti.RESULTS: The professionals used a broad health concept, emphasizing the social dimension of health as most important. They discussed the poor health of residents, mentioning multiple health problems and unmet health needs. They provided many examples of behaviour that they considered unhealthy, in particular unhealthy diet and lack of exercise. Professionals considered the green physical environment, as well as health and social services, including their own services, as important health enhancing factors, whereas social and economic factors were considered as major barriers for good health. Poor housing and litter in public space were considered as barriers as well. According to the professionals, residents underutilized neighbourhood health assets. They emphasised the impact of poverty on the residents and their health. Moreover, they felt that residents were lacking individual capabilities to lead a healthy life. Although committed to the wellbeing of the residents, some professionals seemed almost discouraged by the (perceived) situation. They looked for practical solutions by developing group-based approaches and supporting residents' self-organisation.CONCLUSIONS: Our study shows, firstly, that professionals in the priority district Slotermeer rated the health of the residents as poor and their health behaviour as inadequate. They considered poverty and lack of education as important causes of this situation. Secondly, the professionals tended to talk about barriers in the neighbourhood rather than about neighbourhood health assets. As such, it seems challenging to implement asset-based approaches. However, the professionals, based on their own experiences, did perceive the development of collective approaches as a promising direction for future community health development.
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In recent years, both scientists and the general population gained awareness of the deep entanglement between finances, health, and well-being. People cannot be reduced to a set of problems to be tackled independently, thinking that somehow these solutions add up to solve the problem as a whole.4 Researchers pay increasing attention to how problems are related, and many lessons have been learned over time. Policy-makers and practitioners who understand the complex relationship between financial, physical, and mental well-being find themselves in the unique position to use these insights in how they design their programs. This paper provides an overview of academic and grey literature and the lessons we can learn from these studies.
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To investigate the digital aspect of travel among vulnerable-to-exclusion groups, Customer Journey Mapping [CJM] was used to gain qualitative and quantitative in-depth knowledge of the experiences of elderly people, low-income citizens, wheelchair users, blind people and women. Due to COVID-19 the developed CJM method questioned participants about past trips over the phone or MS teams. This generated 36 interviews. Main outcomes: the elderly do not struggle with operating ticket machines or transport cards but are insecure about operating apps, finding information and rely on social ties. Low-income participants have good digital capabilities but suffer financial stress and prefer to pay cash. People in wheelchairs plan extensively in advance but receive limited support. Screen readers are crucial for blind people, and 69% of the women felt limited by safety; none of the men did.
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Because of its dependency on air transport, mitigating tourism greenhouse gas (GHG) emissions might become the most important challenge for the sustainability of the sector. Moreover climate change mitigation will be more and more in conflict with other sustainability objectives such as poverty alleviation and biodiversity conservation through tourism. Indeed, tourism increasingly contributes to global GHG emissions. Transport, and in particular air transport, have the largest share in those emissions, with respectively 75 per cent and 40 per cent of the tourism 5 per cent share of global carbon dioxide (CO2) emissions estimated for 2005 (UNWTO et al. 2008). In terms of the actual contribution to climate change, measured in radiative forcing, the share of air transport is between 54 per cent and 83 per cent of tourism, depending on assumptions made on non-CO2 effects of aviation (Scott et al. 2010). Projections show a strong growth, with more than a doubling by 2035 (UNWTO et al. 2008). In a context where climate policies try to maintain global warming within the limit of +2 °C, this current tourism growth is apparently at odds with global emission reduction targets (Bows, Anderson and Peeters, 2007; Gössling et al. 2010).
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The Netherlands is known globally for its widespread use of bicycles and some call it a “cycling nation”. Indeed, many Dutch inhabitants own a bike and cycle frequently. Numbers show that 84% of the Dutch inhabitants from age 4 years and older own a bike. Those owners have an average of 1.3 bikes per person. This results in 18 million bikes in the Netherlands and 13.5 million bike owners.6 The Dutch use their bike as a means of transportation, but also for sports and exercise. Bike-use fits well in an active lifestyle and it is highly plausible that cycling is responsible for a large part of the daily physical activity in Dutch youth. It is estimated that Dutch people have on average a 6 months longer life expectancy attributable to bicycle use.7 It seems that the nation itself is well shaped to cycle: no large mountains, only a few small hills, and an extensive layout of cycle paths and routes in every city and village. In many urban areas separate cycle paths are very common. Our results show that many Dutch children use the bike as their way of transportation. It was demonstrated that active transportation is responsible for a large part of schoolrelated physical activity in Dutch youth.8 80% of 12-17 year-old children cycled three or more days to or from school/work.9 This resulted in an ‘A’ for the indicator active transportation (walking is included in the grade as well). Active transport is associated with increased total physical activity among youth.10,11 Also evidence is reported for an association between active transport and a healthier body composition and healthier level of cardiorespiratory fitness among youth. Although Dutch children accumulate a lot of daily physical activity through cycling, it is not enough to meet the current national physical activity guidelines of 60 minutes of moderate-to-vigorous physical activity per day. Even though cycling is an important component to the amount of daily physical activity, Dutch youth are not cycling to health
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Implementation of the United Nations Convention on the rights of persons with disabilities (UN CRPD) requires countries to harmonise their legislative frameworks with it. This paper investigates the national legislative frameworks of four Asian countries to see the extent to which they provide support services in accordance with Article 19 of the UN CRPD. The UN CRPD requires persons with disabilities to have access to and choice and control over support services. To analyse the policy alignment with the UN CRPD, an analytical framework based on the Capability Approach (CA) was developed. The results show that most countries address support services, including assistive devices, only from the perspective of a social security measure for persons with disabilities living in poverty, failing to uphold the rights of those not meeting those eligibility criteria. However, while support services are inseparably linked to social security, they also are a right for persons with disabilities. Therefore, a paradigm shift is required in the approach of support services and the distributive systems of countries, from one that addresses persons with disabilities as those requiring care considered a burden, to one that considers them rights holders with equal opportunities, for which, support services are a pre-requisite.
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