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This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options.

This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns.

The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner.

Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs.

From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.

The purpose of this paper is to examine the influence of social support on young adults with disabilities (YAWDs) independent mobility behavior with the aim of understanding how better to support this vulnerable consumer segment in their transition into the workforce.

A survey was conducted which examined how social support (high and low) influenced YAWD’s path to independent mobility behavior. The data were analyzed using partial least squares-SEM.

It was identified that different factors were more effective at influencing independent mobility behavior for high and low socially supported YAWDs. For high social support individuals, anticipated positive emotions and perceived behavioral control were found to drive attitudes to independent mobility with perceived behavioral control significantly stronger for this group than the low socially supported group. For the low socially supported group, all factors were found to drive attitudes which then drove individual behavior. One entire path (risk aversion to anticipated negative emotions to attitude to behavior) was found to be stronger for low supported individuals compared to high.

This study is unique in that it is the first to identify the theoretical constructs that drive vulnerable consumer’s independence behavior and understand how these factors can be influenced to increase independence. It is also the first to identify that different factors influence independent behavior for vulnerable consumers with high and low social support with anticipated negative emotions important for consumers with low social support and perceived behavioral control important for those with high social support.

This paper is an attempt to bridge the gap between, on the one hand, the mobility behaviour of households and their perception of accessibility to urban amenities and, on the other hand, house price dynamics as captured through hedonic modelling.

In order to analyse the mobility behaviour of individuals and households, their sensitivity to travel time from home to service places is estimated so as to assess their perceived accessibility, using “subjective” indices based on actual trips, as reported in the 2001 origin‐destination survey designed for Quebec City. For comparative purposes, both objective and subjective accessibility indices based, in the former case on observed travel times and, in the latter case on fuzzy logic criteria, are computed and used as a complement to a centrality index in a hedonic model of house prices.

Findings indicate that there are statistically significant differences in the way accessibility is structured depending on trip purposes and household profiles. They also suggest that, while an objective measure of accessibility yields good results, resorting to subjective, and more comprehensive, accessibility indices derived from fuzzy logic provides greater insight into the understanding of commuting patterns and travel behaviour of people.

Better understanding the complexity of individuals’ and households’ mobility behaviour should result in more adequate initiatives and decisions being taken by transportation and city planning authorities.

Accessibility to jobs and services has long been known as a major determinant of urban, residential and non residential, rents. Yet, it is more often than not assumed to derive from a rather straightforward process, which this paper shows is not the case.

Mass lay-offs tremendously impact employees and companies. Helping people toward new employment could help organizations manage costs and reputation. The authors sought to test a model, based on regulatory focus theory, predicting which employees are more likely to consider leaving the company during this uncertain time (turnover intentions) and indirectly to engage in behavior to strengthen their external labor market position (mobility-oriented behavior).

With a mass lay-off impending, the authors studied employees (N = 326) in a financial services organization. The authors reasoned that employees' perception that they have higher (vs lower) qualifications than their job requires, may be able to spur turnover intentions for some because it enhances perception that movement to another job is desirable and feasible. The authors proposed perceptions of being overqualified vs perceptions of being underqualified only affect the turnover intentions and mobility-oriented behavior of promotion-focused employees.

Supporting the expectations, promotion-focused employees (but not prevention-focused employees) who perceived themselves to be overqualified, compared with promotion-focused employees who perceived themselves to be underqualified, showed higher turnover intentions and, indirectly, mobility-oriented behavior.

This research is one of few studies that have examined intentions and behavior of employees who are facing impending mass lay-off, as most lay-off research has studied survivors or victims post lay-off. To the best of the authors’ knowledge, this is the first study to apply a regulatory focus perspective on overqualification/underqualification, as well as to turnover intention and mobility behavior.

The paper seeks to explore the career attitudes, motivations and behaviours of young people in initial vocational education and training (IVET) in Europe.

This exploratory web‐based survey was conducted during the European year for mobility. Drawing on existing research on the motivators of international careers, it explored young people's perceptions of barriers and incentives to mobility.

The study differentiates “natives” (those who did not go abroad) and “boundary crossers” (those who did). Cultural exposure, travel and a desire for adventure are key motivators. Counter‐intuitively, those who chose not to go abroad are significantly more positive about the potential for professional development but are significantly more concerned for personal safety. Some maturational trends are apparent.

The study is limited to a “European‐wide” perspective from a sample, which had access to the web survey. Further research could usefully explore differences in attitude and mobility behaviours within and across specific European countries.

Factors restricting boundary‐crossing behaviour may be rooted in aspects of psychological mobility such as perceived benefits of the experience, self‐confidence and risk aversion. This has practical implications for policy makers and career development for early career foreign didactic experiences where support for placements may need to focus more on psychological mobility, an area currently under‐researched.

This exploratory paper provides data to examine the mobility behaviours among young people in IVET, distinguishing between “natives” and “boundary crossers”. It presents an important attempt to more fully understand the dynamics of mobility attitudes and behaviours among young people.

Purpose — In this chapter, we will review several alternative methods of collecting data from mobile phones for human mobility analysis. We propose considering cellular network location data as a useful complementary source for human mobility research and provide case studies to illustrate the advantages and disadvantages of each method.

Methodology/approach — We briefly describe cellular phone network architecture and the location data it can provide, and discuss two types of data collection: active and passive localization. Active localization is something like a personal travel diary. It provides a tool for recording positioning data on a survey sample over a long period of time. Passive localization, on the other hand, is based on phone network data that are automatically recorded for technical or billing purposes. It offers the advantage of access to very large user populations for mobility flow analysis of a broad area.

Findings — We review several alternative methods of collecting data from mobile phone for human mobility analysis to show that cellular network data, although limited in terms of location precision and recording frequency, offer two major advantages for studying human mobility. First, very large user samples – covering broad geographical areas – can be followed over a long period of time. Second, this type of data allows researchers to choose a specific data collection methodology (active or passive), depending on the objectives of their study. The big mobile phone localization datasets have provided a new impulse for the interdisciplinary research in human mobility.

Originality/value of chapter — We propose considering cellular network location data as a useful complementary source for transportation research and provide case studies to illustrate the advantages and disadvantages of each proposed method. Mobile phones have become a kind of “personal sensor” offering an ever-increasing amount of location data on mobile phone users over long time periods. These data can thus provide a framework for a comprehensive and longitudinal study of temporal dynamics, and can be used to capture ephemeral events and fluctuations in day-to-day mobility behavior offering powerful tools to transportation research, urban planning, or even real-time city monitoring.

Purpose — The paper aims at an improvement of the understanding, how mobility is reported in longitudinal surveys and to develop ideas how to assess the completeness of the reported mobility.

Methodology/approach — Analyses of data quality and completeness are performed on the multiday and multiperiod data of the German Mobility Panel. Distinctions are made between differing reporting behaviours of individuals who either reported three times, two times or only once.

Findings — It can be shown that the reporting behaviours are different depending on the number of repetitions. The results illustrate that on the one hand individuals who repeat the survey in a consecutive wave tend to report with greater motivation, endurance and accuracy. On the other hand, participants who have not reported completely and accurately are more likely to drop out. These effects positively influence the quality and completeness and therefore the reliability of recorded mobility figures in multiperiod mobility surveys.

Practical implications — The analytical possibilities of combined multiday and multiperiod data in terms of the assessment of data quality will be demonstrated. Hints to identify such types of survey artefacts are presented.

New mobility services, referred to here as car sharing services with electric vehicles fuelled by renewable energies, could serve as an essential part of energy and climate strategies to lessen the impact of transport. However operating a car sharing scheme with electric vehicles is more expensive and offers users less autonomy than car sharing powered by internal combustion engines. Thus municipalities and operators need to answer one critical question: how to identify and address target groups to make the scheme successful?

We focus on user requirements and attitudes towards services that integrate electric vehicles and public transport. Firstly we argue, based on an extensive literature analysis, that attitude-based market segmentation is crucial for a successful implementation of integrated e-mobility services. In the literature review we compare 23 empirical studies that employ a segmentation approach concerning their content and methodologies. Secondly, we address this need by presenting a methodology to derive attitude-based mobility typologies developed during a two-year field trial of an e-car sharing service in Berlin (Germany).

We share results from a representative market segmentation survey in Berlin, Frankfurt, Hamburg and Munich (n = 2,400). Among the six clusters, six attitude-based mobility typologies, we separated three groups specifically inclined to use mobility services: ‘the innovative technology-loving multioptionals’ (20% of the sample), ‘flexible car-lovers’ (21%) and ‘the ecological bicycle and Public Transit-lovers’ (17%).

Attitude-based approaches like the one used in this study could support the development of integrated mobility services by adding the view of a specific target group. A range of approaches exist which use different kinds of item batteries to measure mobility related attitudes with the aim to develop target group specific services.

This study will provide essential information for the development of policies and interventions in support of new mobility services.

Student mobility from the south to the north/centre of Italy is an increasingly crucial topic because the most important consequence is the continual depletion of universities situated in the southern regions. Using micro-data from the Italian Ministry of Education, University and Research (MIUR), the purpose of this paper is to investigate how contextual factors affect this mobility.

Empirical evidence is provided by developing a multilevel logit model of student decisions to move at university enrolment that allows us to identify the unique effects that student and province characteristics have on out-migration. Multilevel analysis is appropriate because the research questions focus on the role of province characteristics, variables that are measured at the macro level, on student-level outcome (out-migration) while controlling for student-level characteristics, variables that are measured at the micro level.

The present paper intends to contribute to the literature by quantifying the way in which contextual factors affect student mobility from the south to the north/centre of Italy. Findings show that province differences remain significant even after controlling for individual characteristics stressing the importance of the geographical dimension for student mobility. These findings have important policy implications for the future of university system in Italy.

This paper is relevant to the literature concerning this issue because most of the empirical applications are based on spatial models that do not take into account individual characteristics of the students. In addition, the multilevel methodology proposed can be easily generalise to other countries.

The purpose of this paper is to examine visitor management in the German-Swiss border area of the Lake Constance region. Taking a customer perspective, it determines the requirements for an application with the ability to optimize personal mobility.

A quantitative study and a survey of focus groups were conducted to identify movement patterns of different types of visitors and their requirements concerning the development of a visitor management application.

Visitors want an application that provides real-time forecasts of issues such as traffic, parking and queues and, at the same time, enables them to create a personal activity schedule based on this information.

Not every subsample reached a sufficient number of cases to yield representative results.

The results may lead to an optimization and management separation of mobility flows in the research area and be helpful to municipal planners, destination marketing organizations and visitors.

The German border cities of Konstanz, Radolfzell and Singen in the Lake Constance region need improved visitor management, mainly because of a high level of shopping tourism by Swiss visitors to Germany. In the Summer months, Lake Constance is also a popular destination for leisure tourists, which causes overtourism. For the first time, the results of this research presented here offer possible solutions, in particular by showing how a mobile application for visitors could defuse the situation.