Viewpoints of Adults with and without Autism Spectrum Disorders on Public Transport

Background: Public transport is low cost, allows for independence, and facilitates engagement and participation for non-drivers. However, the viewpoints of individuals with cognitive disabilities are rarely considered. In Australia, the prevalence of Autism Spectrum Disorders (ASD) is approximately 1% and increasing. Many individuals with ASD do not possess a driver’s licence, indicating that access to public transport is crucial for their independence. However, at present, there is no research on the opinions of adults with ASD on public transport. Aim: To identify the viewpoints of adults with ASD regarding the barriers and facilitators of public transport usage and their transportation preferences, and to contrast these against the viewpoints of neurotypical adults. Methods: Q method was used to identify the viewpoints of both participant groups on public transport. Participants consisted of 55 adults with a diagnosis of ASD and a contrast group of 57 neurotypical adults. Both groups completed a Q sort task which took place in either Perth or Melbourne, Australia.Results: The most prominent viewpoint indicated that both groups preferred to use public transport over driving and believed that it supported their independence. This viewpoint also indicated that both groups preferred to use electronic ticketing when using public transport. Interestingly, the second most prominent viewpoint indicated that both groups preferred to drive themselves by private car rather than use public transport. Discussion: It appears that the viewpoints of adults with and without ASD regarding public transportation were largely similar. However, questions arose about whether the preference for public transport in the ASD group may be more a result of difficulties obtaining a driving licence than a deliberate choice. The only barrier specified by adults with ASD related to crowding on public transport. Safety and convenience in relation to location and timing of services were barriers reported by neurotypical adults

Changes in Community Mobility in Older Men and Women. A 13-Year Prospective Study

Community mobility, defined as “moving [ones] self in the community and using public or private transportation”, has a unique ability to promote older peoples’ wellbeing by enabling independence and access to activity arenas for interaction with others. Early predictors of decreased community mobility among older men and women are useful in developing health promoting strategies. However, long-term prediction is rare, especially when it comes to including both public and private transportation. The present study describes factors associated with community mobility and decreased community mobility over time among older men and women. In total, 119 men and 147 women responded to a questionnaire in 1994 and 2007. Respondents were between 82 and 96 years old at follow-up. After 13 years, 40% of men and 43% of women had decreased community mobility, but 47% of men and 45% of women still experienced some independent community mobility. Cross-sectional independent community mobility among men was associated with higher ratings of subjective health, reporting no depression and more involvement in sport activities. Among women, cross-sectional independent community mobility was associated with better subjective health and doing more instrumental activities of daily living outside the home. Lower subjective health predicted decreased community mobility for both men and women, whereas self-reported health conditions did not. Consequently, general policies and individual interventions aiming to improve community mobility should consider older persons’ subjective health

Human-Centered Design Components in Spiral Model to Improve Mobility of Older Adults

As humans grow older, their cognitive needs change more frequently due to distal and proximal life events. Designers and developers need to come up with better designs that integrate older users’ needs in a short period of time with more interaction with the users. Therefore, the positioning of human end users in the center of the design itself is not the key to the success of design artifacts while designing applications for older adults to use a smartphone as a promising tool for journey planner while using public transportation. This study analyzed the use of human-centered design (HCD) components, the spiral model, and the design for failure (DfF) approach to improve the interactions between older users and designers/developers in gathering usability needs in the concept stage and during the development of the app with short iterative cycles. To illustrate the importance of the applied approach, a case study with particular focus on older adults is presented.The results presented in this study are based on “Assistant” project funded by AAL JP, co-funded by the European Union. The authors would like to thank Dr. Stefan Carmien, my colleague in Assistant, for mentoring and for reading and making comments in the earlier versions of this chapter; participating research institutes; funding agencies; and companies from Finland, Spain, Austria, France, and the United Kingdom for their active support throughout the project

Continuing Mobility and Occupational Participation Outside the Home in Old Age Is an Act of Negotiation

Facilitated by mobility, occupational participation outside the home is vital in old age. However, the relative importance of factors influencing mobility and occupational participation remains unclear. The present study describes older peoples' motives for, and experiences of, mobility and occupational participation outside the home. Nine focus-group interviews were conducted and analyzed using content analysis. Occupational participation and mobility was individually experienced, although some subjective perspectives were common. Continuing mobility and occupational participation outside the home in old age is an act of negotiation, encompassing occupational means and goals, occupational and mobility adaptation, as well as occupational barriers and facilitators

Injuries in special transport services-Situations and risk levels involving wheelchair users

Previous research has shown that wheelchair-seated passengers using special transportation services (STS) have been injured without being involved in a vehicle crash. In order to estimate incident rate andsocietal costs for these vehicle-related injuries, the focus needs to be adjusted towards a traveler/incidentoriented perspective. The aim of the project was to utilize such a perspective, related to travelers using STS in Sweden. In order to address the chosen perspective, a mixed method approach was used, involving quantitative as well as qualitative research techniques applied on four different sets of data: one hospital-based record,two sets of STS incident report databases, and interviews with wheelchair-seated STS passengers. The results showed that the injury incidence rate in STS is considerable, i.e. 10 per 100,000 trips. However, this high incidence rate is not due to road traffic collisions, but to non-collision injury incidents involving many elderly and frail passengers, who easily sustain traumas ranging from minor to moderate. The costs were estimated to be 23 million USD per annum or 14 USD per trip. Results suggest that future injury prevention measures should focus on safety in boarding and alighting procedures, as well as thecontinuing development of WTORS.

Injuries in special transportation services for elderly and disabled - A multi-methodology approach to estimate incidence and societal costs

Objective. Previous research has shown that elderly and disabled travelers using Special Transportation Services (STS) are injured without being involved in a vehicle crash. In order to estimate the true costs for these vehicle-related injuries, the focus needs to be adjusted towards an incident/traveler-oriented perspective. The aim of the project was thus to utilize such a perspective, in order to make a best estimation of the true costs for injury incidents, related to STS in Sweden. Methods. In order to address the chosen perspective, a mixed-method approach was used, involving quantitative as well as qualitative research methods applied on four different sets of data, the hospital-based material (n = 32), two sets of STS material (n = 127), and interview-based material (n = 1,000). Results. The results showed that the injury incidence rate in STS is considerable, i.e., 3.2 per 100,000 trips (ranging from 1.5-1.9 in STS taxis and 3.6-5.6 in STS special vehicles). However, this high incidence rate is not due to road traffic crashes, but to non-collision injury incidents involving elderly and frail passengers, easily sustaining injuries from minor to moderate external violence. Typically, this violence is affecting an older female STS user, while entering and exiting the vehicle. The true costs were estimated to be $35 million per annum or$2.6 per trip. Conclusion. Future injury prevention measures should thus focus on safety in entering and exiting procedures

Viewpoints on mobility and participation in old age

Background/Aim\: Community mobility supports participation in a range of activities. Considering older people’s community mobility, the car is described as the ultimate mode of transport\; but public transport also works well. However, knowledge is limited related to factors that influence mobility, and thereby participation in activities outside the home. Since participation is a subjective concept, further knowledge from an insider’s perspective is needed. Consequently, the aim of this study was to identify and describe viewpoints on mobility and participation in old age. Methods\: A Q-methodology study was conducted with 36 participants, including men and women, as well as drivers and non-drivers. A Q-sort pack of 45 statements was generated. Participants sorted the statements along a most to least continuum, indicating their current habitual situation of mobility and participation in activities outside the home. Results\: Three factors\; i.e., viewpoints, were found and assigned content- describing denominations\; viz. “Prefer being mobile by car, “Prefer being mobile by public transport” and “Prefer flexible mobility”. Conclusions\: Irrespective of which mode of transport the participants preferred to use and currently used, they were satisfied with their actual participation in activities outside the home. However, those who preferred to use public transport participated less and, consequently, were less satisfied with their possibilities to participate in activities outside the home. The existing demand-responsive Special Transportation Systems was not considered to be an attractive enough alternative by any of the participants. Intermediate community mobility options are thus needed for those who can no longer drive or use public transport

Comfort and Safety as Perceived by Wheelchair-Seated Bus Passengers

Wheelchair-seated passengers on European and Swedish urban transit buses can travel rearwards, resting against a bulkhead, without the use of tiedown equipment. However, users sometimes disapprove of being the only passengers who have to travel rearwards, and also unrestrained. In order to investigate comfort and safety as perceived by wheelchair-seated bus passengers riding either forwards or rearwards, an experimental field study was carried out. Participating subjects were 31 wheelchair users and a group of 44 ambulant passengers. Each subject made two consecutive, identical 15-minute trips, randomly beginning either forwards or backwards, and interviews were conducted after each trip. During the trips, three-axis bus motion was recorded. The concept of categorization was used as a theoretical background and basis for discussion of the comfort and safety constructs. The results indicated that while the majority preferred the forward-facing position regarding comfort issues, a minority felt that the level of perceived safety was better. Wheelchair-seated passengers were more positive towards the rearward position than the ambulant group

Everyday Life Mobilities of Older Persons - A Case Study of Ageing in a Suburban Landscape in Sweden

This paper describes the changing everyday life mobility of an older couple living in a suburb in Sweden. The methods used are longitudinal interviews and time-geographical diaries. The results show a pronounced dependence on car use. Representations of suburbia - as places of freedom, independence and mobility enabled by private cars - devolve into a harsh reality, i.e. disabling lock-in effects for people gradually losing locomotion, and experiencing diminishing mobility capital and social intercourse. From a time-geographical perspective, capability constraints unfold in the form of time-demanding basic needs and limited access to different modes of transport due to deteriorating health and location of residence. Increased neighbourhood barriers and authority constraints also imply restricted access to different spaces and reduced control over one's life situation