Adding experiential layers to the transnational-athlete concept: A narrative review of real-world heterogeneous mobility experiences

ObjectiveWith rising mobility and greater recognition of the diversity of origins, cultures, and outlooks, there has been increasing interest in transnational perspectives in sport psychology scholarship and practice. Based on personal and professional experiences, however, we are concerned that there are diverse transnational-athlete perspectives that have not yet been explored in the literature which are also often restricted by traditional nation-based sporting policies, organisations, and events. As cultural awareness and understanding may enhance consultancy effectiveness and enable the construction of heretofore unrealised identities for athletes, in this paper we seek to expand upon the heterogeneity of athlete experiences relating to mobility by exploring real-world cases of transnational athletes and how their experiences fit into current sporting structures.DesignNarrative review and commentary.ResultsThree identity orientations that showcase transnational diversity are identified: postnational, intranational, and non-national. Key characteristics and challenges relating to these for athletes, coaches, and practitioners are exemplified and discussed.ConclusionTo enhance rapport and inclusivity, researchers and practitioners should not only consider experiences, perceptions, and constructed identities of postnational, intranational, and non-national athletes, but also seek to understand how these interact with or are influenced by environmental and structural factors.     

Age-related differences in movement strategies and postural control during stooping and crouching tasks

While epidemiologic data suggests that one in four older adults have difficulty performing stooping and crouching (SC) tasks, little is known about how aging affects SC performance. This study investigated differences between young and older adults in lower limb kinematics and underfoot center of pressure (COP) measures when performing a series of SC tasks. Twelve healthy younger and twelve healthy older participants performed object-retrieval tasks varying in: (1) initial lift height, (2) precision demand, and (3) duration. Whole-body center of mass (COM), underfoot COP, and hip and knee angular kinematics (maximum angles and velocities) were analyzed. Compared to younger, older participants moved slower when transitioning into and out of pick-up postures that were characterized by less hip and knee flexion. Older participants also showed a diminished ability to adapt to the changing postural demands of each set of tasks. This was especially evident during longer tasks, whereby older individuals avoided high knee flexion crouching postures that were commonly used by younger participants. Older adults also tended to exhibit faster and more frequent COP trajectory adjustments in the anterior–posterior direction. It is likely that limitations in physical characteristics such as lower limb strength and range of motion contributed to these differences.     

Assessing mobility in an aging society: Personal and built environment factors associated with older people’s subjective transportation deficiency in the US

This study analyzed subjective transportation deficiency, in terms of missing activities due to lack of transportation, of the older population aged 65 and over in the United States. This study found that those who have lower personal automobile accessibility and minority females are more likely to experience transportation deficiency. Older people who have lower income, have lived for a relatively short period (3–10 years) in their communities, and live with minors are also more likely to experience lack of transportation. Older people who live in suburban communities have greater transportation deficiency, but the placement of activity locations within walking distance can improve transportation deficiency among older people who do not drive. The availability of public transit services within walking distance and knowledge about transportation alternatives do not significantly affect the transportation deficiency of the older population. The results indicate that a substantive focus should be given to how to help the older population keep driving as long as they can, and aid communities with high concentrations of older minority females. Also, developing activity clusters containing commercial and social service facilities in suburban areas with high concentrations of older populations, has the potential to alleviate transportation deficiency among this widely observed group of people who age in place.     

Impressions after an automated mobility experience: An acceptance study

This paper presents people’s impressions after a demonstration of a fully robotized electric vehicle in Rambouillet, a peri-urban area connected with rural sections in France. 155 participants experienced a 6.5 km ride that included driving in a narrow two-way road, negotiating roundabouts, traversing a tunnel and interacting with other users of the road such as vehicles, pedestrians and cyclists. 298 impressions from 114 respondents were collected from a written questionnaire and open interviews. Users’ comments were classified in categories as follows: system capabilities, purpose and benefits, travel destination and encouraging remarks. Major results show that participants felt safe, where only 1.01% of comments denoted apprehension despite the increase of speed (up to 50 km/h) with respect to other studies. Users’ were satisfied with the automated vehicle (AV) performance, where only 3.5% criticized the system, denoting they expected a higher level of autonomy. 22% of users mentioned train stations as useful application (i.e. potential destination) for an automated on-demand mobility service. More than 200 comments were related to travel destinations, pointing towards various scenarios where an AV service could be useful for them. Conclusions show that realistic vehicle speed increases passenger acceptance of automated vehicles, increasing system confidence with respect to previous studies in the field.     

What Differences Do They See? Using Mixed Methods to Capture Adolescent Perceptions of Neighborhood Contexts

Recent neighborhood research emphasizes the importance of individuals’ perceptions of their neighborhoods, as well as expands the definition of “neighborhood” to include the different contexts encountered during routine daily activities (Coulton et al., 2013; Kwan, 2012). The present study uses qualitative interviews, sketch mapping, and survey data to explore adolescents’ experiences of different neighborhoods within their activity space. Participants included 55 racially diverse youth aged 11–19 (M = 14.64, SD = 2.33) who resided in low-income neighborhoods in a small city in the Midwest. The majority reported spending time in multiple self-defined neighborhoods, noting significant differences between neighborhoods on collective efficacy, street code, and on participant-generated dimensions. Self-defined neighborhoods did not correspond to Census tracts, and Census indicators were not associated with youth's perceptions (e.g., collective efficacy, street code). Youth spent time in neighborhoods that differed significantly on multiple Census indicators of structural disadvantage, though within-individual differences tended to be small in magnitude. Type of routine activity was largely not predictive of distance traveled from home, though some findings suggest youth were more likely to cross neighborhood boundaries to engage in structured activities compared to different unstructured activities. Implications for neighborhood research and interventions are discussed.     

How gender differences and perceptions of safety shape urban mobility in Southeast Asia

Despite numerous studies on how gender differences affect transport mobility choices and perception of safety, there has been little emphasis on the influence of spatial and socio-cultural constructs on it, particularly in the Southeast Asian context. This article investigates this relation through (1) an on-street survey involving 383 participants in eight neighbourhoods in Jakarta and Kuala Lumpur, (2) analysing videos taken with the walking with video approach, and (3) a computational analysis of the street network using space syntax. Findings suggest that a large proportion of women ascribed to negative perceptions of safety as compared to men. Negative perceptions of safety were related to wariness towards motorcycles in Jakarta and absence of other pedestrians and the image of the place in Kuala Lumpur. This difference can be attributed to distinctions in spatial configurations and socio-cultural constructs between both cities. Findings provide practical insights – mode segregation or changes to street design – to address gendered mobility for sustainable urban transport in the region.     

Children as Research Collaborators: Issues and Reflections from a Mobility Study in Sub-Saharan Africa

This paper reflects on issues raised by work with children in an ongoing child mobility study in three sub-Saharan African countries: Ghana, Malawi and South Africa. There are now 70 school pupils of varying ages involved in the project, but the paper is particularly concerned with the participation of those children 14 years and under. We examine the significant ethical issues associated with working with younger child researchers, and linked questions concerning the spaces open to them in African contexts where local cultural constructions of childhood and associated economic imperatives (which commonly drive family and household endeavour) help shape the attitudes of adults to children’s rights and responsibilities and inter-generational power relations.     

Effectiveness investigation of travel demand management measures in Beijing: Existing measures and a potential measure–tradable driving credit

Facing serious challenges of traffic congestion and air pollution, Beijing has implemented a series of traffic polices. In this paper, we first investigate the effectiveness of existing traffic measures in Beijing and analyse the underlying factors from the perspective of drivers, which provide insights for the traffic regulations in other cities worldwide. While the car ownership restriction has effectively limited the total number of vehicle in Beijing, the effect of the car use restriction only lasts for a short period. A survey on drivers’ opinions and attitudes towards the traffic situation and a potential measure, i.e., tradable driving credit (TDC), is conducted. Although traffic data shows that congestion improved and traffic was slightly congested in recent years in Beijing, most respondents believe congestion is still serious in Beijing. However, they think the impact of traffic congestion on their personal car use is relatively low, which could partly explain why so many travellers still depend on driving given the relative convenient transit facilities in Beijing. In addition, a large proportion of respondents treat personal cars as a representation of social status and think driving bring them pleasures, which indicates that it may be hard to further decrease the share of car trips in Beijing. According to their attitudes and social-economical characters, respondents’ willingness on their changes of travel behaviours under TDC is investigated. The results show that individuals’ social-economic characters such as income level, education and family size and the symbolic meaning of personal cars have significant influence on respondents’ willingness to switch to other transport modes.     

Mobility as a service and sustainable travel behaviour: A thematic analysis study

Mobility as a Service (MaaS) is a novel brand of transport that promises to replace private cars with multimodal personalised mobility packages enabled by a digital platform capable of integrating travel planning, booking and ticketing, and real-time information services. It is an intervention that through its digitisation, connectivity, information and sharing merits intends to inspire and support the transition to a more sustainable mobility paradigm. Recent research suggests, however, that the potential uptake of MaaS might not be overwhelming; current car drivers could face considerable difficulties in bypassing their personal car for it and, more worryingly, future MaaS users may substitute not only personal car trips but also public transport journeys with car-sharing and ride-sharing services. This means that MaaS might not be able to create travel behaviour change, and even if it does, the changes may not be always towards the right direction. Through conducting 40 semi-structured interviews in three different UK cities, namely London, Birmingham and Huddersfield, and employing a robust Thematic Analysis approach, this study explores the factors underpinning the uptake and potential success of MaaS as a sustainable travel mechanism. The challenges and opportunities reflecting and affecting potential for responsible MaaS usage refer to five core themes Car Dependence; Trust; Human Element Externalities; Value; and Cost, each of them with distinctive and diverse dimensions. Policy-makers and mobility providers should realise that MaaS success relies on changing people’s attitudes to private cars (something very challenging) and thus they should incentivise responsible MaaS use, promote public transport as its backbone, use public engagement exercises and trials to expose people to the concept and somewhat demonise private car ownership and car use.