Sonja Haustein

Attitude-Based Target Groups to Reduce the Ecological Impact of Daily Mobility Behavior

This study analyzes the usefulness of an attitude-based target group approach in predicting the ecological impact of mobility behavior. Based on a survey of 1,991 inhabitants of three large German cities, constructs derived from an expanded version of the Theory of Planned Behavior were used to identify distinct attitude-based target groups. Five groups were identified, each representing a unique combination of attitudes, norms, and values. The groups differed significantly from each other with regard to travel-mode choice, distances traveled, and ecological impact. In comparison with segmentations based on sociodemographic and geographic factors, the predictive power of the attitude-based approach was higher, especially with regard to the use of private motorized modes of transportation. The opportunities and limits of reducing the ecological impact of mobility behavior on the basis of an attitude-based target group approach are discussed.

Older People's Mobility: Segments, Factors, Trends

Abstract The expanding older population is increasingly diverse with regard to, for example, age, income, location, and health. Within transport research, this diversity has recently been addressed in studies that segment the older population into homogeneous groups based on combinations of various demographic, health-related, or transport-related factors. This paper reviews these studies and compares the segments of older people that different studies have identified. First, as a result of a systematic comparison, we identified four generic segments: (1) an active car-oriented segment; (2) a car-dependent segment, restricted in mobility; (3) a mobile multi-modal segment; (4) and a segment depending on public transport and other services. Second, we examined the single factors used in the reviewed segmentation studies, with focus on whether there is evidence in the literature for the factors’ effect on older peoples travel behaviour. Based on this, we proposed a theoretical model on how the different determinants work together to form the four mobility patterns related to the identified segments. Finally, based on current trends and expectations, we assessed which segments are likely to increase or decrease in future generations of older people and what should be done to support the multi-optional and independent mobility of older people.

Driving Cessation Anno 2010 Which Older Drivers Give Up Their License and Why? Evidence From Denmark

This study focuses on the decision to either stop or continue driving among a cohort of Danish seniors whose driving licenses expire, for the first time, at the age of 70. Based on 1,537 standardized telephone interviews with licensed drivers, we compared persons who intended to renew or not to renew their licenses. The results partly recapture the findings of earlier studies. However, in contrast to former cohorts, a much higher percentage of older drivers intended to keep their licenses. The strongest factors predicting the intention to renew were active car use, feeling safe as a driver, and not having illnesses that impaired driving ability. Three of these factors were strongly correlated with gender, indicating that efforts to prevent premature driving cessation should especially focus on increasing women’s confidence and experience in driving.

Age and attitude: Changes in cycling patterns of different e-bike user segments

ABSTRACT The use and purchase of electric bicycles (e-bikes) is emerging in many countries. Existing knowledge about changes in cycling patterns and car replacement after gaining e-bike access is limited and partly contradictory. Based on an online survey among e-bike users in Denmark (n = 427), this study looked into these effects by differentiating between different segments of e-bike users. We distinguished four age groups as well as three segments based on cycling attitudes and motives for the use and purchase of e-bikes: (1) enthusiastic e-bikers showed the most positive attitudes toward e-bikes and mainly bought an e-bike to increase cycling frequency; (2) utilitarian e-bikers already cycled regularly before having access to an e-bike and used the e-bike particularly for practical purposes and to reduce travel time; (3) recreational e-bikers were very positive about e-bike use but used it less regularly and mainly for long-distance recreational trips. Enthusiastic e-bikers reported the highest increase in overall cycling. Half of the enthusiastic e-bikers agreed that they bought the e-bike to replace a car. Differences between the four age groups were less pronounced. Nevertheless, we found that e-bike access decreased age differences in self-reported cycling frequency, whereas it increased differences in self-reported distances. Measures to increase e-bike use should primarily focus on potential enthusiastic e-bikers. Possible interventions include promotional campaigns at workplaces, intended to address not only instrumental but also affective motives of e-bike use.

Factors contributing to young moped rider accidents in Denmark

Young road users still constitute a high-risk group with regard to road traffic accidents. The crash rate of a moped is four times greater than that of a motorcycle, and the likelihood of being injured in a road traffic accident is 10-20 times higher among moped riders compared to car drivers. Nevertheless, research on the behaviour and accident involvement of young moped riders remains sparse. Based on analysis of 128 accident protocols, the purpose of this study was to increase knowledge about moped accidents. The study was performed in Denmark involving riders aged 16 or 17. A distinction was made between accident factors related to (1) the road and its surroundings, (2) the vehicle, and (3) the reported behaviour and condition of the road user. Thirteen accident factors were identified with the majority concerning the reported behaviour and condition of the road user. The average number of accident factors assigned per accident was 2.7. Riding speed was assigned in 45% of the accidents which made it the most frequently assigned factor on the part of the moped rider followed by attention errors (42%), a tuned up moped (29%) and position on the road (14%). For the other parties involved, attention error (52%) was the most frequently assigned accident factor. The majority (78%) of the accidents involved road rule breaching on the part of the moped rider. The results indicate that preventive measures should aim to eliminate violations and increase anticipatory skills among moped riders and awareness of mopeds among other road users. Due to their young age the effect of such measures could be enhanced by infrastructural measures facilitating safe interaction between mopeds and other road users.

Consistency between subjectively and objectively measured hazard perception skills among young male drivers

Young male drivers have lower hazard perception skills (HPS) than older and more experienced drivers and a tendency to overestimate their skills in hazardous situations. Both factors contribute to an over-representation in traffic accidents. Based on a sample of 63 drivers aged 18-24, this study compares the consistency of HPS measured by objective and subjective measures and the link between these measures is the key contribution of the study. Both visible and hidden hazards are included. Objective measures of HPS include responsiveness and eye movements while driving in a driving simulator. Subjective measures of HPS include self-reports derived based on the Hazard Perception Questionnaire (HPQ), Driving Skill Questionnaire (DSQ), and Brief Sensation Seeking Scale (BSSS). Results show that drivers who respond to the hazards on time, as compared to drivers who do not respond, have higher scores on subjective measures of HPS and higher driving skills in the visible but not in the hidden condition. Eye movement analysis confirms the difference and shows that response in time to hazards indicate higher HPS and young drivers are poor at detecting hidden hazards. Drivers with a response in time locate the hazard faster, have more fixations, but dwell less on the hazard. At the same time, those who do not respond have a later first fixation and fewer but longer fixations on the hazard. High sensation seeking drivers respond to visible hazards on time, suggesting that sensation seeking does not affect HPS negatively when the hazard is visible. To enhance the HPS among young drivers, the results of this study suggest that specific hazard perception training is relevant, especially for hazards that require more advanced HPS.