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Around the world, droves of young people are adopting new methods to move around. For select demographics, on-demand shared rides, micromobility, and digitally multi-modal trips are capturing a significant amount of riders.
The modes come together in an overarching integrated vision for our transport systems: Mobility as a Service (MaaS). Users will not have to worry about topping up cards, buying tickets, paying for individual fares anymore. For them, it could make travelling easier, saving time and ideally also save money.
These new developments promise the potential for de-carbonization of mobility systems, reduction of car-dependence, and other benefits such as the freeing of limited urban space...
But this begs the question:
Whom is this future of mobility for?
Or, more importantly, who is it not for?
Who will be excluded from the rapid changes happening?
What is the future of mobility?
The elderly, in many countries including the Netherlands, are a rapidly growing demographic group.
Elderly people typically have considerably less mobility than those who are under 60 due to physical or cognitive obstacles. This finding is not novel, but critically important.
Accessibility for elderly - meaning the capacity for them to turn desired trips and resources into personal mobility, is crucial to the future of our systems of movement.
MaaS could be a solution to provide access to diverse mobility options to elderly. However, will elderly be included in MaaS?
Let's explore the potential of the elderly user group and what is required to unlock the benefits of MaaS for them!
Making the connection: MaaS and elderly
Our Approach
Before we can address inclusion of the elderly in MaaS, it is first needed to understand their mobility. But detailed information on elderly mobility is scarce. How then, can MaaS become a solution for a problem we do not properly understand?
This is why this Living Lab focuses on gaining knowledge about the mobility of elderly, an important prerequisite for the development of MaaS suitable to this group. In light of the lack of available data to work with, we chose to create our own.
Our dataset was created by going door to door, asking qualitative as well quantitative questions which gives insights into their mobility at a high level of detail. The survey took about 20 minutes per respondent. The focus area is Tuindorp Oostzaan-West, a small neighbourhood in Amsterdam North. Approximately 30% of all local residents who live there are over 60 years old. In total we had 80 respondents from this neighbourhood, and an additional 15 from Harmoniehofbuurt, a more central area which we used as a control for the study.
The Elderly Traveler
This Living Lab is centered on 'elderly'. But who are these elderly and what defines them? During the survey, it appeared that the ‘elderly traveler’ does not reflect reality. They have different needs, possibilities and preferences. By listening to their opinions and experiences, a deeper understanding about different subgroups of elderly was created. This process has contributed significantly to learning more about the mobility needs, patterns and constraints they are experiencing. After analyzing the qualitative part of the survey, 5 types of 'elderly' travelers are identified. These 5 are referred to as ‘personas’ and are described below.
Man, 91 years old:
"I only drive for necessary trips, such as groceries; otherwise, I don't go anywhere. With the car, this is too difficult.’’
Man, 79 year old
‘’I used to drive a car, but now I can't drive anymore. So I only move myself close to home with my scootmobiel. I go for groceries with my scootmobiel, even though this is very inconvenient in the supermarket. I rarely go anywhere else.’’
The vehicle plays a central role in their life, they are dependent on their car to carry out activities. Whether it is a scootmobiel, moped or car, they only use it for necessary trips such as groceries. Other than that, they do not travel. One of the reasons for this is that driving becomes progressively difficult. As a result, this group avoids trips in or through the city center. The ever-increasingly crowded environment plays a significant role in limiting their trips.
The Vehicle Dependent
This group consists of active elderly who use public transport for their travels, from grocery shopping to visiting their children. However, they all have the same barriers that make their journey less pleasant. According to many, the accessibility of their neighborhood has deteriorated considerably in recent years. The biggest culprit is the arrival of the metro. Before the metro, there were three bus lines, yet now there is only one. The result is more transfers, longer travel times and fewer direct connections. Three things that are very important to this group and results in people staying in Noord and travelling less.
The Active Public Transport User
Woman, 85 years old:
"I used to go to the Dappermarkt every week by bus, this was my outing. Since the bus is gone, I never go again. Can't believe this has been removed, it was always full."
Woman, 79 year old
‘’Since the opening of the metro line in our area, there are hardly any direct bus connections. The consequence is that travelling takes longer, you have to change a lot. This means that I make fewer journeys than before the metro was here.’’
Needing a walker seems to be the tipping point, to making little to no use of public transport. This group has difficulty walking, and experiences various issues before they get on the bus. The distance to stops has often become too great to bridge. When they make it to the bus stop, the next challenge is getting into the bus. The gap between the bus and the sidewalk is frequently so large that they are unable to board. This problem is exacerbated when using a rollator. When they do manage to board the bus, it frequently drives too fast, causing someone to fall. As a result, people with walking difficulties can no longer reach certain destinations, eventually avoiding public transportation, opting instead for special transportation.
The Less Mobile Public Transport User
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Woman, 96 year old:
‘’The bus is a drama for me. I always use a rollator, I have to lift it into the bus myself, this is impossible. The bus driver is completely unconcerned about this. In addition, sometimes the gap between the sidewalk and the bus is so big that I can't even get in.’’
Woman, 87 year old:
‘’First, I cycled everywhere, then I fell off the bike. Now I have also fallen on the bus because I was carrying a full shopping bag which pulled me along. Since I can't cycle anymore, I don't move around as much. Also, a lot of direct bus lines to the city centre have been removed, so I stay in the north much more often. ’’
Women, 92 years old:
"’I travel with the RMC to the hospital, but I find this a hassle. You always have to wait. They can come 15 min earlier or later. I'm always waiting in suspense because I don't know if I'll get to the hospital on time."’
This group is no longer able to travel independently and makes use of special transport (AOV/RMC). It is noticeable that this service is quite often used for social activities, but new regulations reduce the number of kilometers for which the AOV can be used. This means elderly who use the service regularly get the feeling that they are isolated. Special transport takes them from door to door. Although many are happy that this service exists, they still have complaints about punctuality. The bus can arrive earlier or later, and it has a maximum detour time of 30 minutes. They find it hard to take this total travel time into account when planning their trip. For some, this makes it considerably less appealing.
The Special Transport User
Women, 90 years old:
"I can travel less often because the number of kilometers for the AOV has been reduced. I need AOV to see my family, now I can see them less often. They live far away so I quickly run out of kilometres. In addition, some bus lines have been taken away so I feel more and more isolated."
This group used to travel independently. They went by car, by bicycle and by foot to travel to their destinations. Due to the distance to facilities in the neighbourhood, and their old age, they are now completely dependent on their children. Most necessities such as groceries and medicines are brought to their home. When they go somewhere, their children drive them there.
The Family Dependent
Women, 96 years old:
"’I used to move around with my scootmobiel, but sadly it's broken now. Now my kids do everything for me, they do my groceries or take me to the hospital. Without my scootmobieI can't get out of my house anymore."
Women, 89 years old:
"’I used to walk everywhere, now I depend on my children and I can't go anywhere alone. The supermarket and other shops are too far to walk."
Tracking the Untraceable
In the quantitative section of the survey, respondents are asked to describe their trip in terms of where they went, which mode they used, why they chose that, and how long it took them. This data provides insight into the spatial travel behavior of elderly and the variation in mobility amongst age subgroups.
Where do the elderly go?
We conducted this survey of over 80 respondents in Tuindorp Oostzaan West, a neighbourhood on the North side of the IJ, in Amsterdam. Navigate the interactive map above to explore some of the data we collected.
How do they get there?
Why?
An individual’s mobility is a complex phenomenon - built upon many factors; be they personal, environmental, economic, social etc. This is why we focused our study on the level of the individual, in a specific context. But what role does that context have? Our approach to putting it into perspective is via comparison to other locales; to try to better understand the environmental impact on a individual’s mobility. We chose Harmoniehofbuurt -- a neighbourhood in the central ‘Oud Zuid’ area of Amsterdam as a control, to compare and contrast our findings. Harmoniehofbuurt varies in characteristics greatly from that of Tuindorp Oostzaan-West, namely in that it is more centrally connected, has a higher density of amenities (such as grocery stores) and a higher level of public transit access.
The Digital Divide.
10%
Less than
of residents >80
use a smartphone.
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MaaS promises digital integration, but how do the non-digital get on board? How can new forms of mobility cater to this demographic?
We all have to do groceries...
While time investment to do groceries in Tuindorp Oostzaan West increases twofold through most residents years, the frequency at which people go out to buy food halves.
2x
but how we travel for our necessities...
What does it mean to choose where you go? For many elderly respondents in Tuindorp Oostzaan West, choices of which mode to take to travel is rarely one of health or convenience. Instead, our survey points to quite the contrary. Most essential trips are made on the mode of choice due to the respondent feeling as though there is no other option. Is choice over which mode one takes from point A to point B a componenent of their independence?
for many elderly, their 'choices' narrow.
Mobility Impairments are a diverse array of impediments to getting around. As our population ages, a growing proportion of our population is also facing limited mobility.
of respondents over 75 in Tuindorp Oostzaan West reported using a Bicylce for any of their trips.
0%
the car thrives...
while
active modes
dwindle
The car-dependent persona is a common character in Tuindorp Oostzaan West. The proximity of amenities such as grocery stores, pharmacies, retail shopping areas etc., makes it less attractive to use active modes such as cycling or walking. Not only does it take elderly people longer to reach their destinations, many of these locations are not very accessible by public transit. In comparing this trend to our control area, Harmoniehofbuurt, we can see a distinct difference in the accessibility of the neighbourhood.
Tuindorp Ostzaan West
Harmoniehofbuurt
Our data collection and analysis methodology is equal parts practical and aspirational. In order to set clear goals for mobility systems, in regards to their social benefit and inclusiveness of groups like the elderly, we must understand and be able to measure how elderly people get around. The research we have conducted in Tuindorp Oostzaan-West shines light on the mobility disparities within the traditional, broad ‘65+’ elderly defintion, but also between neighbourhoods within Amsterdam. The intention of this inquiry has never been to sit as a stand alone study, but to serve as a pilot for future efforts in including elderly residents in our transit models, business plans, studies, and research. With greater scale and repetition, we believe the lack of deep, data-driven understanding of elderly mobility could begin to be addressed.
Moving Forward
This Living Lab was developed in cooperation with stakeholders such as policy makers, city administration, mobility providers and researchers. During various stakeholder sessions, involved organisations were able to exchange their perspectives and discuss questions around the mobility of elderly and their needs within MaaS. This allowed for the defining of shared goals for the promotion of MaaS for the elderly.
Goals
for elderly in MaaS
-
Increased accessibility for elderly through future MaaS systems
-
Monitoring interventions through metrics for accessibility for elderly
-
Active role of elderly in the development of future services
In addition, the different perspectives of the stakeholders helped to identify various obstacles on the way to the shared goals. Some of these obstacles may apply more to certain stakeholders than to others.
Obstacles
for elderly in MaaS
MaaS only available as pilots, no affordable and complete MaaS in Amsterdam yet.
Unclear social objectives for elderly users of MaaS by public authorities
Lack of elderly advocates for the piloting of new MaaS products and policies
Lack of detailed datasets on the travel behaviour of elderly
Limited understanding of the different subgroups of elderly
Limited understanding of the constraints of current transport systems for elderly
Limited understanding of elderly in terms of wishes, needs and willingness to pay
for mobility
Together with the Living Lab stakeholders from the Amsterdam area, a roadmap for the next steps in understanding the mobility needs of elderly and promoting MaaS solutions for elderly was created.
Initiate
Formalize the cooperation of stakeholders such as policy makers, city administration, mobility providers, researchers and users towards the societal objectives of MaaS for elderly. This can be done through a continuous Living Lab.
Define
Public authorities define the social objectives of MaaS for elderly, for example providing affordable mobility services for elderly Amsterdamers with low accessibility levels by 2025.
Roadmap
for elderly in MaaS
Involve Elderly
Involve elderly in MaaS development,
for example through a elderly panel.
Start collaborative projects on elderly and MaaS:
-
travel behaviour studies
-
data exchange
-
KPIs for social objectives on elderly and MaaS
-
pilots of new transport services
Communicate
Share outputs with broader MaaS stakeholders and public:
-
Increased data availability on travel patterns of elderly, for example by improved access to relevant datasets of public authorities.
-
Insights on subgroups of elderly and their specific mobility needs, for example by collaborative studies using detailed datasets of multiple stakeholders.
-
Toolkits for mobility service providers, for example sharing cost-benefit-analyses for the inclusion of non-digital users.
-
Policy recommendations, for example identifying niche services for elderly that require public subsidies.
Collaborate
Implement
Introduce elderly-focused solutions in the early stages of MaaS implementation in Amsterdam
Monitor
Continuously measure the level of accessibility of elderly in Amsterdam in order to monitor the success of interventions, for example by public authority or academic cooperation.
Conclusion
This Living Lab focused on gaining knowledge about the mobility of elderly. This is an important step towards the development of inclusive MaaS for this important, and growing group. This Living Lab did not yet develop concrete MaaS solutions for elderly, though through continued cooperation of the involved stakeholders this could be achieved.
MaaS stakeholders and providers have differing degrees of commitment to these causes, and their own investments and strategies within the market – often leading to the exclusion of non- ‘early-adopter’ groups such as the elderly.
Its is thus of paramount importance to continue to measure and monitor the levels of accessibility of the elderly in Amsterdam, in order to gauge the success of any present, and future mobility interventions.
'The one elderly traveller' does not exist. The real, experienced mobility of the elderly is widely varied. It is defined not only by age, but also by characteristics such as limited digital competences or reduced physical abilities. Different types of travelers have different needs, preferences, and capabilities. Stakeholders should consider these heterogenous requirements of different subgroups and include them within the definition of their target market. While MaaS develops, iterative review within the design process, should involve elderly users and representatives proactively.
This Living Lab has demonstrated that older people tend to prefer a 'simple' travel pattern (fewer transfers) and place less emphasis on time efficiency. This benefit isn't compelling enough to persuade them to overcome the challenges of travelling with a new service. As a result, MaaS providers should consider assisting elderly in learning how to adapt to their new services, with pilots of new transport services for elderly.
We believe, that the only way towards inclusive, accessible development of Mobility as a Service for the elderly, is through open communication between stakeholders, a clearly defined, measurable set of goals, and a strong belief in an inclusive Future of Mobility.
About this Living Lab
What is a Living Lab?
A living lab is a physical arena as well as a collaborative approach in which different stakeholders have space to experiment, co-create and test innovation in real-life environments defined by their institutional and geographical boundaries.
Why use a Living Lab?
Living Labs are a suitable setting for multiple stakeholders to collaborate on developing and creating solutions. Shaping MaaS for elderly is a multidisciplinary challenge, therefore it is critical to establish a link between research and practice. It also necessary to bring together various disciplines and stakeholders.
In a short timeframe of three months, three co-creation sessions were organized with stakeholders such as policy makers, city administration, mobility providers, elderly representatives and researchers. They aligned their interests, shared a vision and agreed on a roadmap. With these results we hope to have a positive impact and contribute to a improvement of the mobility of eldery.
Living Lab Stakeholders
We would like to thank the various organisations involved in this Living Lab.
Living Lab Team
You can contact us via maas.for.elderly@gmail.com
This Living Lab was implemented as part of the MSc Metropolitan Analysis, Design and Engineering, a joint programme of Delft University of Technology and Wageningen University & Research.
