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The United Nations Sustainable Development Goals appoint that all Member States have agreed to try to achieve Universal Health Coverage by 2030. This includes financial risk protection, access to quality essential health-care services and access to safe, effective, quality and affordable essential medicines for all. The World Health Organisation has defined the Universal Health Coverage as a priority, which means that all people can use the preventive, curative, rehabilitative and palliative health care services they need, of sufficient quality to be effective, while also ensuring that the use of these services does not expose the user to financial hardship. The classic approach of the unmet medical needs is defined as the total self-reported unmet needs for medical care for the following three reasons: financial barriers, waiting times, too far to travel. According to the Eurostat data, overall range of unmet medical needs in Latvia is the highest of the European Union countries, however, the accessibility of health services depends on a multitude of factors that relate to the health system and also to the patients themselves. Therefore the Multi-criteria decision analysis approach could be acceptable for assessment of the unmet medical needs. The data on unmet medical needs for Latvia should be additionally evaluated, taking into account the “therapeutic need”, which refers to the need for a better treatment than the treatment currently reimbursed, from the perspective of the patient. Apart from therapeutic need, the concept of societal need should be investigated, which refers to the need for a better treatment than the currently available treatment for societal reasons.

Mobilität ist eine elementare Grundvoraussetzung für gesellschaftliche Teilhabe und für eine selbstbestimmte Lebensgestaltung. Die UN-Behindertenrechtskonvention verpflichtet die Vertragsstaaten, Rahmenbedingungen zu schaffen, die gewährleisten, dass Menschen mit Behinderungen gleichberechtigt Zugang zu Mobilitätsangeboten haben. Das Personenbeförderungsgesetz dient als Ordnungsrahmen für die örtliche Organisation des öffentlichen Verkehrs. Mit dem Gesetz wird eine Rechtsgrundlage für neue digitale Mobilitätsangebote/-dienste und Geschäftsmodelle geschaffen, die auf den Markt drängen, z. B. zur Vermittlung von (Sammel-)Fahrten per App- bzw. Smartphone-Steuerung. Das Institut begrüßt, dass in dem Gesetzesentwurf Barrierefreiheit berücksichtigt wurde, weist jedoch nachdrücklich darauf hin, dass es nicht ausreicht, wenn nur Teile der Beförderungskette barrierefrei sind, sondern dass jeder Aspekt der Beförderung barrierefrei auszugestalten ist.

One in five people in the world are said to have some type of disability. Disability is not merely individuals’ compromised capability in navigating the built environment, but rather the ‘misfit’ of capabilities with how a given living environment is organized. Planning, therefore, has a crucial role to play in responding to the needs of this significant population through changes to the built and social environment. However, discussion on planning theories and practices with a focus on persons with disability (PWD) has been limited to more specific realms of ‘design,’ and precariously absent in broader planning research. This systematic literature review aims to inform potential directions for planning scholarship by exploring the current and historic planning research investigating the needs of PWD. We compiled relevant papers from five prominent English language planning journals, some of which are long-standing (Town Planning Review, 1910–, Journal of the American Planning Association, 1935–). A very limited number of papers (n = 36) on topics related to PWD of any type have been published in the five journals throughout their existence, with even fewer focusing on the population. The subareas of planning these papers addressed include housing, transportation, land use, policy, and urban design. Many papers called for participation by PWD in the planning and decision-making processes, and some recent papers advocated for the production of evidence related to costs of creating accessible infrastructure. A critical look on some disciplinary divides and enhanced roles of planning research would be beneficial.

Appropriate housing is a key element of independent living for disabled people, yet research evidence confirms the continuing, often negative, impact of unsuitable housing on their lives. This article examines access to social rented housing as a route to independent living, through a study of lettings practice for accessible and adapted homes. Drawing on the social and social-relational models of disability, the study adopted a disabled-led, co-production approach. Qualitative research methods were used to compare social landlord practice and track home seeker/tenant experiences. While housing providers were proactive in reviewing policy and practice to better meet the housing needs of disabled people, there remained some "distance" between landlord goals and applicant experiences. Disabled people's extended lived experience of inappropriate housing, while waiting for a more accessible home, impacted negatively on their quality of life and physical and mental health. Social lettings policies and practice were necessarily complex, but often difficult for applicants to understand. The complexity of disabled people’s housing needs meant that the matching process for suitable housing was also complex, often requiring individualised solutions. Recommendations to improve practice include making better use of technology to improve data on accessible/adapted properties and applicant needs; flexibility in lettings practice to facilitate effective matches; and flexibility in fully recognising disabled people’s housing and independent living needs. Social rented housing remains an important mechanism for achieving disabled people's independence. Explicit recognition of the social-relational interpretation of disability could deliver more inclusive lettings practice and achieve more sustainable tenancies.

Der Beitrag geht der Frage nach, welche betrieblichen Faktoren die Präsenz von Frauen in Führungspositionen beeinflussen. Hierbei interessiert uns auch die Rolle des Betriebsrats. Für unsere multivariate Analyse nutzen wir das IAB-Betriebspanel 2014 und verwenden Zähldatenmodelle mit der Anzahl Frauen im Führungsteam als abhängiger Variablen. Wir schätzen sowohl Modelle für die erste als auch für die zweite Führungsebene. Für die erste Führungsebene lassen sich Hinweise auf die in der Literatur beschriebenen Barrieren finden, die als gläserne Klippen und Böden bzw. Etagen, auf denen Frauen kleben bleiben, umschrieben werden. Insgesamt vermitteln die Ergebnisse aber vor allem den Eindruck, dass Frauen in "unattraktiven" Betrieben eher in Führungspositionen zu finden sind., This study investigates the determinants of women in top management positions, especially the role of works councils. For our multivariate analysis we use data of the IAB Establishment Panel 2014 and apply count data models as the dependent variable is the number of women in top positions. We provide separate estimations for the first and the second management level. Our findings confirm for the top executive level factors described in the literature as "glass cliffs" and "sticky floors". All in all the results indicate that women reach leading positions especially in establishments, which are "less attractive".

In vorliegender Studie finden Sie ich die Ergebnisse zur Frage nach den Wohnwünschen von Menschen > 50 Jahren in Abhängigkeit vom bisherigen Wohnstandort (städtisch/ländlich) anderer relevanter Rahmenbedingungen, individuellen Wünschen und Vorstellungen sowie evtl. Unterstützungsbedarfen. Die Untersuchungsmethoden umfassten die quantitative Auswertung einer repräsentativen Bevölkerungsumfrage in drei Kernstadtteilen und 3 Ortschaften (N=500), die qualitative Auswertung von 42 leitfadengestützen Interviews mit orts- und sachkundigen BürgerInnen sowie der Auswertung von Gruppeninterviews anlässlich öffentlicher Bürgerforen in allen 6 Stadt-/Ortsteilen.

1) Nur eine Minderheit der Personen in der zweiten Lebenshälfte kann in ihre Wohnung oder in ihr Haus gelangen, ohne Barrieren (Stufen) überwinden zu müssen. Im Deutschen Alterssurvey (DEAS) 2014 hat nur etwa ein Fünftel (21,3 Prozent) der befragten 40- bis 85-Jährigen angegeben, dass sie einen stufenfreien Zugang zur Wohnung bzw. zum Haus haben. 2) Personen, die im Wohneigentum leben, können seltener alle Zimmer stufenlos erreichen als Mieterinnen und Mieter. 42,4 Prozent aller Befragten haben einen stufenlosen Zugang zu allen Zimmern, bei Mieterinnen und Mietern beträgt dieser Anteil 61,1 Prozent, bei Wohneigentümerinnen und -eigentümern nur 31,7 Prozent. Bei 71,9 Prozent aller Befragten haben die Zimmertüren keine oder nur niedrige Schwellen. 3) Nur die Hälfte der Bäder der 40- bis 85-Jährigen ist für den Zugang mit Rollator oder Rollstuhl geeignet. 52,0 Prozent aller 40- bis 85-jährigen Befragten gab an, eine Badtür zu haben, die mindestens 80 Zentimeter breit ist. Auch für Nutzerinnen und Nutzer von Mobilitätshilfen ist dieser Anteil nicht viel größer (56,7 Prozent). Ein noch kleinerer Anteil aller 40-bis 85-Jährigen, nämlich nur etwa ein Viertel (23,2 Prozent), verfügt über ein Bad mit einer nach außen öffnenden Tür. 4) Badewannen sind nach wie vor ein dominierendes Ausstattungsmerkmal, bodengleiche Duschen sind deutlich weniger verbreitet. 86,1 Prozent der befragten 40- bis 85-Jährigen haben eine Badewanne in der Wohnung. Bodengleiche Duschen haben nur relativ wenige 40- bis 85-Jährige (20,1 Prozent), hier vor allem die älteste Altersgruppe (23,2 Prozent).

In cities all over the world, growing numbers of women are working or studying further away from home than ever before. This article presents policies by the World Bank and recommendations by the United Nations to improve conditions for women’s mobility in cities. Although these stress different factors affecting women’s experiences of traffic and transport, they all agree about the importance of enabling women’s mobility. However, gender-sensitive policies have been largely unsuccessful. This article presents examples of conditions for women in New Delhi and other rapidly growing Asian cities that illustrate how gender norms operate. This study uses the perspectives of development research and gender studies to examine economic and political initiatives and the way women act and interact with transport in local contexts. It facilitates critical reflection upon existing transport policies and suggests ‘how’ women’s needs may be effectively addressed. More in-depth knowledge about women’s needs and the problems they face when travelling will be useful for designing of policies that address more than simply the harassments of women. More inclusive urban access would enhance conditions for women and enable them to make choices according to their needs. In this way, social science and policy will cross-pollinate one another. (author's abstract)

Lack of accessible transportation is considered a major barrier to education for children with disabilities—children already far less likely to attend school. While millions of children face challenges with getting to school, including long distances, poor roads, lack of transport and safety issues, these can be compounded for children with disabilities. Yet there is little data from low and middle-income countries on the nature and extent of this exclusion, or on attempted solutions. This paper explores some practical options for improving transport as part of providing inclusive education for children with disabilities in low income countries, as well applying concepts of transport-related social exclusion in such contexts. The paper reviews a project designed to improve sustainable transportation to school for children with disabilities in four districts in Mashonaland West Province, Zimbabwe. The most common solution was three wheel motorbikes (tricycles) with trailers. Whilst not been unproblematic, teachers, parents and the wider communities overwhelmingly agree that they have supported children with disabilities to attend school. Obviously tricycles are not the only component needed for an inclusive education system, but they are a start. The paper also highlights some crucial gaps in current approaches, key among which is the fact the most government departments work in silos. Whilst inclusive education is strongly supported by the Zimbabwean Government, there is a lack of joined up thinking between transport and education ministries. Without stronger collaboration across ministries children with disabilities will continue to experience avoidable barriers and transport-related social exclusion. (author's abstract)

Perceived accessibility has been acknowledged as an important aspect of transport policy since the 70s. Nevertheless, very few empirical studies have been conducted in this field. When aiming to improve social inclusion, by making sustainable transport modes accessible to all, it is important to understand the factors driving perceived accessibility. Unlike conventional accessibility measures, perceived accessibility focuses on the perceived possibilities and ease of engaging in preferred activities using different transport modes. We define perceived accessibility in terms of how easy it is to live a satisfactory life with the help of the transport system, which is not necessarily the same thing as the objective standard of the system. According to previous research, perceived accessibility varies with the subjectively-rated quality of the mode of transport. Thus, improvements in quality (e.g. trip planning, comfort, or safety) increase the perceived accessibility and make life easier to live using the chosen mode of transport. This study (n=750) focuses on the perceived accessibility of public transport, captured using the Perceived Accessibility Scale PAC (Lättman, Olsson, & Friman, 2015). More specifically, this study aims to determine how level of quality affects the perceived accessibility in public transport. A Conditional Process Model shows that, in addition to quality, feeling safe and frequency of travel are important predictors of perceived accessibility. Furthermore, elderly and those in their thirties report a lower level of perceived accessibility to their day-to-day activities using public transport. The basic premise of this study is that subjective experiences may be as important as objective indicators when planning and designing for socially inclusive transport systems. (author's abstract)

In recent years the accessibility of London buses has improved with the introduction of ramps and wheelchair priority areas. These advances are meant to remove physical barriers to entering the bus, but new conflicts have arisen particularly over the physical space aboard. We aimed to research the barriers faced by wheelchair users in public transport using a mixed methods approach to establish the breadth of issues faced by wheelchair users. To this end we quantified the push-force used alight a bus and a study to understand the coping mechanisms used by people to propel up a ramp. This quantitative approach found push forces which resulted in a load of 2 to 3 times body weight being transferred through people’s shoulders, forces which can be directly linked to shoulder injury. This could disable the user further, preventing them from being able to push their wheelchair. Alongside the quantitative study, we conducted qualitative research comprising of a number of in-depth interviews with wheelchair users about the barriers they face in public transport. Our main claim, highlighted through this interdisciplinary collaboration, is that proposed ‘solutions’ to accessibility, such as ramps, often generate problems of their own. These barriers can affect the life of wheelchair users, impacting on their confidence and causing social isolation. These can be long-term in nature or immediate. (author's abstract)

This paper presents research into the area of public transport and accessibility, addressing the support of practitioners in achieving socially inclusive solutions to the mobility issues of diverse populations. For decades, social policy has been underpinned by a stereotyping of populations into simplified sub groups: old, young, disabled, etc. and thus solutions often fail to properly address the richness of human variability. These shortcomings are often ‘managed’ through the ability for people to adapt, however, this is not a sustainable way in which to build a socially inclusive transport infrastructure. A software design tool called HADRIAN is presented. This tool provides a means to evaluate designs for their physical inclusiveness through the use of a virtual user group. This virtual user group is the embodiment of over 100 people that can be used to assess an existing or proposed design and to gain an understanding of what may be done to improve its accommodation. A case study exploring the use of the tool is described together with work in exploring the correlation of the individuals within the HADRIAN system with data on the UK population as a whole and how the inclusion or exclusion of individuals with specific characteristics can be used to inform a more representative view of the inclusiveness of a design. (author's abstract)

This paper argues that although it is now possible to travel more quickly and easily than ever before, transport-related social exclusion is more likely than it was in the past. Using evidence drawn from life writing and oral testimonies I examine the ways in which people accessed everyday transport over the past two centuries. In the early nineteenth century mobility options were limited and most people travelled in similar ways, though the rich always had access to the fastest and most comfortable transportation. From the mid-nineteenth century the railways provided fast travel for most people. Progressively, in the twentieth century British society became car dependent so that those without access to a car were disadvantaged. Such transport-related social exclusion was exacerbated by the denuding of public transport, and by heightened expectations for mobility which often could not be achieved. It is argued that a return to a less differentiated mobility system could increase transport-related social inclusion. (author's abstract)

Excessive policing of borders and mobilities is one of the key features of current migration regimes in the global North and West. Using Austria as example, this article examines some of the links between the recent development of deportation policies and broad societal transformations-namely neoliberal restructuring. The main argument is that the new model of policing borders and mobilities can be meaningfully characterised as neoliberal in three respects: (i) its structure corresponds to a neoliberal political rationality, (ii) it is functional for current politico-economic relations, and (iii) it is promoted by the very social relations it contributes to. The paper builds on recent studies of how deportation regimes structure labour relations, but moves the focus from the economic function to the form and formation of deportation policies. Concerning the form of regulation, a comparison of current legal frameworks with those of the Cold-War era unveils some crucial features of newly emergent border regimes. First, policing has been massively extended and intensified; second, the criteria for differentiating the vulnerability to policing have grown in number and complexity; third, it is more and more mobility itself that is being policed; and, finally, the punitive turn affects mainly the margins of current global mobility, while the top and center enjoy increased security of residence and mobility rights. Regarding the formation of these new deportation policies, this article uses salient shifts in political discourse as a starting point to illustrate the complexity and context-dependency of the political processes involved.

We analyze the hidden mobilities, in physio-spatial, epistemic and social terms that are part and parcel of livelihood strategies in places dominated by informal institutions and authoritarian governance regimes. Soviet and post-Soviet Uzbekistan and Tajikistan serve as empirical references to develop the theoretical perspective. We link this analysis with an analysis of the roles of boundaries, scales and mobilities in general, with special emphasis on the role of formal and informal institutions and on networks of mobility. We thus link a Deleuzian-inspired frame with a new institutionalist perspective on development and discuss the potential of development interventions to alter rules, roles and routes of people and the influence of mobilities, hidden and visible, to alter the effects of development (intervention).

"In welchem Verhältnis stehen in unserer Gesellschaft erwünschte Diversität und unerwünschte soziale Ungleichheit? Dies ist die Leitfrage der Work-in-Progress-Tagung des SOFI am 23. und 24. Mai 2014 in Göttingen. Dabei kommen insbesondere Teilhabebarrieren in Bildungs- und Beschäftigungssystemen in den Blick. Dieses Working Paper benennt aktuelle Probleme gesellschaftlicher Teilhabe und spricht theoretische Konzepte an, die auf der Tagung diskutiert werden sollen. Als themenübergreifende Anknüpfungspunkte werden Teilhabe, Lebensverlauf und Segmentation diskutiert. Darüber hinaus wird in die einzelnen Themenblöcke der SOFI-Tagung eingeführt. Sie sprechen die Eigenlogiken von Segmentationsprozessen innerhalb des Bildungs- oder des Erwerbssystems ebenso an wie die lose und sich im Wandel befindliche Kopplung der Systeme. Letztere werden als Kontexte betrachtet, in denen Individuen, eingebettet in Haushalte, im Laufe ihres Lebens unterschiedliche bzw. ungleiche Wahlmöglichkeiten offen stehen und in denen und aufgrund deren sie unterschiedliche bzw. ungleiche Teilhabeergebnisse erreichen. Es werden u.a. folgende Fragen aufgeworfen: Wo und wie werden Bildungs- und Erwerbschancen kanalisiert? Wo kann man derzeit von einem Trend entweder zu einer Verfestigung oder zu einer Aufweichung von Grenzlinien sprechen? Wirkt sich demografischer Wandel je nach Segment des Bildungs- und Erwerbssystems unterschiedlich aus?" (Autorenreferat), "What are the respective proportions, in our society, of welcomed diversity and unwanted social inequality? This question is at the centre of the SOFI conference ‘Work in Progress’ which takes place in Göttingen, 23 and 24 May 2014. Special emphasis is put on barriers to participation in education and employment systems. The present Working Paper highlights current issues of participation in society and addresses concepts which will be used at the conference. It discusses participation, the life course and segmentation as common reference points for different areas of debate. Also, the paper introduces the thematic panels of the conference. The panels deal with the inner logics of segmentation processes in the education or employment system as well as with the loose and evolving coupling between these systems. The latter are considered here as contexts in which individuals, embedded in their households, face different or unequal opportunities in the course of their lives, and in which they reach different or unequal outcomes. Among others, the following questions are raised: Where and how are chances for education and employment allocated? Where do we currently see a trend towards either consolidation or dissolution of barriers? Does demographic change have differential effects in different segments of the education or employment system?" (author's abstract)

"In der nationalen und internationalen Diskussion zur Armuts- und Reichtumsberichterstattung, beispielsweise auf EU-Ebene im Rahmen der Weiterentwicklung der Laeken-Indikatoren, besteht ein Konsens, dass Armut künftig - mehr noch als bisher - multidimensional verstanden und operationalisiert werden muss. Hierbei kommt Amartya Sens Ansatz der Verwirklichungschancen ('Capabilities') eine wichtige Bedeutung zu. Das IAW1 hat gezeigt, dass der Ansatz der Verwirklichungschancen eine vielversprechende konzeptionelle und methodische Basis für die nationale Armuts- und Reichtumsberichterstattung sowie für die 'Nationalen Aktionspläne zur Bekämpfung von Armut und sozialer Ausgrenzung' darstellt. Im nun vorliegenden Forschungsprojekt hat das IAW konkrete Vorschläge zur empirischen Operationalisierung des Konzepts der Verwirklichungschancen für die Armuts- und Reichtumsberichterstattung erarbeitet und deren Umsetzbarkeit anhand der verfügbaren Datenquellen beurteilt. Ziel dieser Studie ist eine Überprüfung, ob im SOEP ausreichend Informationen für eine empirische Umsetzung von Sens Ansatz der Verwirklichungschancen vorhanden sind. Insofern werden für die einzelnen Dimensionen der Verwirklichungschancen verfügbare Daten im SOEP auf ihre Aussagefähigkeit beurteilt, Datenprobleme besprochen und Alternativvorschläge unterbreitet. Der vorliegende Endbericht gibt in Teil I zunächst einen Überblick über das Grundkonzept und die wesentlichen Dimensionen des Ansatzes der Verwirklichungschancen für den Kontext der deutschen Armuts- und Reichtumsberichterstattung. Anschließend werden in Teil II und Teil III Vorschläge für ein umfassendes Indikatorensystem erarbeitet, und mit Daten des Sozio-oekonomischen Panels (SOEP) operationalisiert. Hierbei widmet sich Teil II ausschließlich der empirischen Armutsmessung und Teil III der empirischen Reichtumsmessung. Dabei werden neben eindimensionalen Analysen von Armuts- und Reichtumsindikatoren auch deskriptive und multivariate Analysen von Mehrfac

'War die Überzeugung vieler DDR-Bürger, daß die ostdeutsche Gesellschaft ihren Bürgern mehr Aufstiegschancen verschafft habe als die westdeutsche Gesellschaft, begründet? Mit Hilfe von Daten über die Berufsverläufe von Männern der Geburtsjahrgänge 1929-31, 1939-41, 1951-53 und 1959-61, die im Rahmen der Projekts 'Lebensverläufe und historischer Wandel in der ehemaligen DDR' am Max-Planck-Institut für Bildungsforschung von 1991-92 erhoben wurden, und vergleichbaren Daten für die alte BRD wird versucht, dieser Frage nachzugehen. Unter Beachtung der notwendigen Anpassungsleistungen, die ein solcher Systemvergleich mit sich bringt, wird eine 6-stufige Klassifikation der Berufsstruktur verwendet: obere Dienstklasse, untere Dienstklasse, Facharbeiter, sonstige Arbeiter, Selbständige und Bauern. Betrachtet man die befragten Männer insgesamt, so zeigen sich keine Unterschiede zwischen den beiden Gesellschaften. Man könnte daher zu der Schlußfolgerung gelangen, daß der Mythos der besseren Aufstiegschancen für Arbeiterkinder in der DDR eher einer erfolgreichen Überzeugungsarbeit der SED entsprang, als daß er der Realität entsprach. Untersucht man die Mobilitätschancen jedoch in der historischen Kohortenfolge, dann war es für die um 1930 und 1940 Geborenen durchaus begründet, von der DDR als der Gesellschaft mit mehr Chancengleichheit zu sprechen. Für die um 1960 Geborenen galt dies eindeutig nicht mehr. Dies ist sicher nicht nur eine Fußnote zur Historie. Einiges spricht dafür, daß die Ungleichheit von einerseits sehr hohen und andererseits blockierten Mobilitätschancen auch nach der Wende zu Generationskonflikten führen dürfte.' (Autorenreferat), 'Is there any foundation to the belief of many former GDR-citizens that the East-German society provided its citizens with more opportunities for upward mobility than the West-German one? To answer this question we have used data on work histories of men belonging to four birth cohorts (1929-31, 1939-41, 1951-53, 1959-61), which were gathered within the framework of the research project 'Life histories and historical change in the former GDR' at the Max-Planck Institute for Human Development and Education in Berlin between 1991 and 1992, and comparable data for West Germany. In order to do such a system comparison, adjustments were necessary. We have used a 6-stepped classification of the occupational structure: higher service class, lower service class, skilled workers, other workers, self-employed, and farmers. If one considers all the men together, no significant difference can be found between the two societies. Hence, one could simply conclude that the myth of in the former GDR that children with working class origin had better chances for upward mobility was more a result of the powers of persuasion of the ruling party (SED) than anything else. Yet, if one considers the mobility chances by birth cohort, then for the men born in 1929-31 and 1939-41 it is throughly justified to speak about the GDR as the society with greater equality of opportunity. In contrast, for the men born between 1959-61 it is clearly no longer the case. This is certainly not just a footnote to history: There is strong evidence that the incongruity of extraordinary mobility chances on the one hand, and blocked chances on the other hand, should also lead to generational conflict following the 'Wende'.' (author's abstract)