Städer världen över växer konstant och Malmö är inget undantag. Urbaniseringen leder inte bara till bostadsbrist utan även brist på mark att bygga dessa nya bostäder på. Malmö stads gröna rekreationsmiljöer blir till följd av detta allt färre och mindre. Samtidigt förväntas antalet seniorer bosatta i Malmö stad öka noterbart under de kommande tio åren. En kombination av dessa faktorer kan leda till att seniorer i Malmö stad behöver färdas längre än vad de vill eller kan för att ta sig till närmsta gröna rekreationsmiljö. Det kan även leda till att de gröna rekreationsmiljöer som minskar till ytan förlorar en del av de attribut som är viktiga för seniorerna. Syftet med denna undersökning är därför att se hur seniorer i urbana Malmö upplever de befintliga gröna rekreationsmiljöer som finns i staden utifrån kvalitet och åtkomlighet. För att utföra studien användes semistrukturerade intervjuer med seniorer i urbana Malmö och landskapsarkitekter vid Malmö stad. Vid intervjuerna uppkom 4 teman som i arbetet presenteras i följande ordning: åtkomlighet, kvalitet, naturkontakt och trygghet. Resultaten visar att seniorer värdesätter närhet och god åtkomlighet till gröna rekreationsmiljöer samt god belysning och öppenhet för att skapa en känsla av trygghet. Faciliteter, som toaletter och sittplatser är viktiga för att trivas och en rik variation i naturmiljö är väsentlig för att skapa stimulerande och återhämtande miljöer för seniorer. / The world's cities are constantly growing and Malmö is no exception. Urbanization is leading not only to a shortage of housing but also a shortage of land on which to build these new homes. As a result, Malmö's green recreational environments are becoming fewer and smaller. At the same time, the number of senior citizens living in the city of Malmö is expected to increase significantly over the next ten years. A combination of these factors means that seniors in the city of Malmö may have to travel further than they want or can to get to the nearest green recreational space and it can also lead to the green recreational spaces that are reduced in size losing some of the attributes that were important to seniors. The purpose of this study is therefore to see how Malmö's seniors experience the existing green recreational environments that exist in the city based on quality and accessibility. To conduct this study, semi-structured interviews were carried out with senior citizens of the urban Malmö area as well as two landscape architects at Malmö stad. During the interviews 4 themes could be identified, and these are presented in the study as follows: accessibility, quality, nature connectedness and safety. The results of the study show that senior citizens value proximity and easy access to green recreational spaces. Good lighting systems and open spaces are also important but, in this case, to create a sense of security for seniors. Facilities such as toilets and benches are important for comfort and factors such as variety in the natural environment and vegetation are essential to create a stimulating and recuperative environment for seniors.

本研究針對台灣熟年世代的旅遊需求，援引美國、紐西蘭等國外熟年旅遊產品之案例，再針對台灣熟年世代的生活型態、旅遊消費習慣等行為，企圖將熟年志工旅遊、熟年深度旅遊的旅遊產品透過社會企業商業模式的形式於台灣做在地化發展。以「喜大人愛旅遊」之提案為例，做熟年世代商業旅遊產品之社會企業商業模式之闡述，該商業模式架構是以Alex Osterwalder等人之商業模式九宮格為基礎，包括目標客層、價值主張、通路、顧客關係、收益流、關鍵活動、核心資源、關鍵合作夥伴、成本結構九大構面。 / This paper focus on the social business model for traveling needs of senior citizens in Taiwan. Based on the reference from senior travel service in foreign country such like America and Australia and research of the lifestyle and the traveling consumption behavior of Taiwanese senior citizens, this paper will discuss about the social business model of localization of senior volunteer-travel and in-depth travel in Taiwan. Take the proposal of “The Senior’s Travelstyle” as an example, this paper will describe the social business model for fulfilling the senior citizens’ traveling needs. The structure of the business model is based on Alex Osterwalder’s the business model canvas, including customer segments, value propositions, customer relationships, channels, revenue streams, key activities, key resources, key partners and cost structure.

Abstract Social services are rendered to those citizens, who require them considering their health, age or unfavourable social situation and who are unable of overcoming their social burdens and less than auspicious circumstances without external aid. Social services are essential not just because many people require them but particularly because were they not to be available, a large part of the public would lose their ability to participate in all aspects of life in a society. This would make it impossible for their human and civil rights to be upheld and lead to their exclusion from society. Social development, more favourable living standards, progress in the field of medicine and championing of social rights result in less people dying in childhood or at a productive age nowadays than before. It can be argued that the number of pensioners will be constantly increasing and that this is an accompaniment of a successfully developing civilisation. Because of their numbers, pensioners are becoming an exceptionally grave subject of social exclusion. It is therefore imperative that we realise the disadvantages the elderly face and devote appropriate attention to the issues surrounding the planning of social services. In terms of the set objective, it is necessary to evaluate and compare individual mid-term plans for the development of social services at certain locations and also to compare and evaluate the communal plans of selected cities. The dissertation proved that it is indeed necessary to pay due attention to the studied planning of social services. This is because there is a need to harmonise supply and demand in relation to social services. Ensuring the availability of a high-quality social services network for the elderly is only possible given the presence of a complex concept of social and medical care. One must however always take into consideration not just the current demographic trends but also the circumstances in the particular area as well as the degree of interest of the various subjects who are immediately involved in the issues surrounding the particular type of social services. One can undoubtedly say that the quality of social services on offer (not just for the elderly) is increasing both in relation to law No. 108/2006 Col. regarding social services but also in accordance with the recipients? wishes and demands.

[pt] A exponencial perspectiva de aumento do número de idosos saudáveis pode representar um novo mercado para muitas indústrias, tornando cada vez mais relevante compreender as necessidades do idoso na busca pelo envelhecimento ativo, que compreende a otimização das oportunidades de saúde, participação e segurança, acarretando melhorias na qualidade de vida e participação contínua em questões sociais, econômicas e culturais na terceira idade. Pautado no conceito de exclusão digital do idoso, este estudo de natureza qualitativa centrou-se no smartphone para investigar não apenas o seu aspecto utilitário, mas sim compreendê-lo a partir do seu conteúdo simbólico, carregado de significados. A coleta de dados baseou-se em grupo de foco e entrevistas em profundidade com sujeitos a partir de 65 anos e posse de smartphone. Métodos projetivos foram utilizados para atingir temas sensíveis, tendo os dados sido tratados por meio de técnicas de análise de conteúdo. Revelaram-se duas camadas analíticas no estudo: em primeiro lugar, precedentes individuais e sociais da compreensão do smartphone; a seguir, o entendimento dos significados positivos e negativos atribuídos ao objeto. A divisão digital foi reconhecida através do apontamento da rejeição ao smartphone como escudo para camuflar limitações e problemas característicos dos idosos. Por um lado, se valorizou a praticidade oferecida, por outro, foram denunciados rituais prejudiciais às relações sociais e ao senso de coletividade. Essa relação análoga de aproximação e de exclusão social revelou vulnerabilidades de consumo que devem ser mais profundamente investigadas por estudos qualitativos que evitem reducionismos e generalizações. / [en] The exponential prospect of increasing the number of healthy elderly people may represent a new market to many industries, becoming increasingly relevant understanding needs in the search of an active aging, which includes the optimization of opportunities in health, participation and security, resulting in improvements in quality of life and continuous participation in social, economic and cultural issues in the elderly. Lined in the concept of digital exclusion of the elderly, this qualitative research focused on the smartphone, not only for its practical aspect, but also to comprehend it starting from its symbolic content full of meanings. The data collection was based in a focus group and in-depth interviews with subjects from 65 years old who own a smartphone. Projective methods were used to reach sensitive issues, and the data were treated using content analysis techniques. Two analytics layers have emerged in this study: in first place, individual and social precedents of smartphone understanding; then the acknowledge of both positive and negative meanings assigned to the object. The digital divide was recognized by pointing the rejection to the smartphone as a shield to mask the limitations and problems characteristic of the elderly. On one hand, the practicality offered was appreciated, but on the other hand, there were denounced rituals detrimental to social relations and the sense of collectivity. This analogous relation of approximation and social exclusion revealed consumption vulnerabilities that should be deeply analyzed by qualitative researches that avoid reductions and generalizations.

[pt] Este trabalho aborda o consumo de lazer sob a ótica de dois grupos dos consumidores de mais idade, comparando as expectativas de um grupo antes da Aposentadoria e as percepções de outro grupo após a aposentadoria. Os resultados, obtidos através de questionários com 202 pessoas, mostraram que há diferenças significativas entre as expectativas e as percepções dos consumidores em relação à prática do lazer após a aposentadoria. Particularmente, nível de satisfação com o lazer encontrado após a aposentadoria supera o nível encontrado entre aqueles prestes a se aposentar. / [en] This study considers leisure from the elderly consumers` point of view, comparing two groups. The expectations of one group before retirement and reality of the other group after retirement. The results were obtained trough questionnaires distributed among 202 people and show that there are significant differences between the consumers` expectations in relation to leisure practice before retirement and the reality they face afterretirement. Moreover the level of satisfaction regarding leisure after retirement overcomes the level of satisfaction found among those who are about to retire. / [es] Este trabajo aborda el consumo de actividades de esparcimiento bajo la óptica de dos grupos de los consumidores de más edad, comparando las expectativas de un grupo antes del Retiro Laboral y las percepciones de otro grupo después del Retiro laboral. Los resultados, obtidos a través de cuestionarios con 202 personas, muestran que existen diferencias significativas entre las expectativas y las percepciones de los consumidores en relación a la práctica de actividades de esparcimiento después del Retiro Laboral. Particularmente, el nível de satisfación con actividades de esparcimiento encontrado después del Retiro laboral supera el nível encontrado entre aquellos prestes a se retirar.

Das Fahrrad ist ein attraktives Verkehrsmittel für Menschen jeden Alters. Es ermöglicht Mo-bilität und damit gesellschaftliche Teilhabe bis ins hohe Alter, ist preiswert, und die regel-mäßige Bewegung verbessert die Gesundheit und macht Spaß. Da allerdings Radfahrerinnen und Radfahrer ab 60 Jahren besonders von schweren Unfallfolgen betroffen sind, ist bei ihnen die Verhütung von Unfällen wichtig. Typische Unfälle älterer Radfahrender hängen mit körperlichen Schwierigkeiten zusammen, die mit zunehmendem Alter häufiger werden. Die Beweglichkeit nimmt ab, was das Auf- und Absteigen erschwert und auch den Schulterblick beim Linksabbiegen. Etwa jeder sechste Unfall, aufgrund dessen ältere Radfahrer im Kran-kenhaus behandelt werden, ist dadurch entstanden, dass der Radfahrer beim Auf- oder Ab-steigen von der Pedale gerutscht ist. Weitere typische Unfallursachen sind Schwierigkeiten mit der Oberfläche (Schlaglöcher, Bordsteinkanten u.ä.) aufgrund abnehmender Koordinati-onsfähigkeit und fehlendes Umschauen beim Linksabbiegen. Durch die körperlichen Verän-derungen wird das Radfahren im Alter nicht nur gefährlicher, sondern auch mühsamer und damit auch weniger attraktiv als in jüngeren Jahren. Kraft und Kondition nehmen ab, wodurch lange Touren und Anstiege weniger attraktiv sind. In Zusammenarbeit mit der Universität Leipzig wurde ein motorisches Training für ältere Radfahrerinnen und Radfahrer entwickelt, das die motorischen Schwierigkeiten beseitigen sollte. Dieses Training wurde in 14 mittleren und kleinen Städten in Sachsen und Sachsen-Anhalt experimentell geprüft. An dem Training nahmen ein halbes Jahr lang 147 Radfahrende ab 60 Jahren teil, die in 7 Orten oder deren Umgebung lebten. Sie wurden mit 167 un-trainierten Radfahrenden ab 60 Jahren verglichen, die in oder bei 7 anderen Orten lebten. Es fanden drei Testungen und Befragungen statt, vor dem Training, direkt danach und vier Mo-nate nach Abschluss des Trainings. Die Projektpartnerinnen der Technischen Universität Dresden waren zuständig für die Prüfung der Effekte hinsichtlich Intensität der Radnutzung, geschilderter körperlicher Beschwerden und darauf resultierender Beeinträchtigungen im Straßenverkehr, erlebte Schwierigkeiten beim Radfahren und die Leistung in einem Fahrradparcours. Es konnte kein Effekt des Trainings auf diese Maße gezeigt werden. Schon bei der ersten Testung berichteten die Teilnehmenden insgesamt keine bis wenig körperliche Beschwerden und nur geringe Schwierigkeiten beim Radfahren, so dass hier von einem Bodeneffekt auszugehen ist. Ähnliches galt für die Fahrleistung. Viele Teilnehmende wurden über Sportvereine rekrutiert, um nicht nur extrem aktive Radfahrende für die Untersuchung zu gewinnen. Allerdings zeigte sich, dass die Teilnehmenden das Fahrrad auch schon vorher für viele Wege nutzten. Ent-sprechend erhöhte das Training die Fahrleistung nicht. Auch die Leistung im Fahrrad-Parcours wurde durch das Training nicht verbessert, obwohl hier so viele Fehler gemacht wurden, dass Spielraum für eine Verbesserung gewesen wäre. Die Befragten wurden nach Alleinunfällen und Zusammenstößen mit anderen Verkehrsteil-nehmenden nach dem 59. Geburtstag gefragt; 81% dieser Unfälle waren Alleinunfälle. Das Fahrrad hatte viele Teilnehmende über ihr gesamtes Leben begleitet, wie die Mobilitätsbio-grafien zeigten. Die Wegetagebücher zeigten, dass die Gewohnheit den stärksten Einfluss bei der Verkehrsmittelwahl hatte. Das Rad, das Zu-Fuß-Gehen und das Auto waren für die Teilnehmenden sehr wichtig, öffentliche Verkehrsmittel im Nah- und Fernverkehr kaum. Die subjektive Bedeutung des Radfahrens zeigte sich in den Faktoren Praktischer Nutzen, Le-bensqualität, Kontakte/Aktivitäten und einem Faktor, der auch auch positive Folgen des Auf-hörens (Fahrrad nicht mehr reparieren müssen) beschreibt. Stärkere Auswirkungen des Auf-hörens erwarten Personen, die das Rad mehr nutzen und seltener Auto fahren. / Cycling is an attractive mode of transport for persons of any age. It offers mobility and there-fore participation in society up to old age and is inexpensive. Regular physical activity improves health and is fun. On the other hand, cyclists aged 60 and older tend to suffer severe consequences when they are involved in accidents. For this reason accident prevention is especially important for this group. Typical accidents involving older cyclists are related to physical difficulties which are more frequent in older persons. About one in six accidents requiring physical treatment in hospital is due to slipping from the foot pedal while mounting a bike or dismounting from it. Further typical causes of accidents are difficulties with the surface (potholes, curbs, etc.) and not turning round before an offside turn. Physical changes make cycling not only more dangerous for older persons but also more strenuous and for this reason also less attractive. Strength and fitness decrease, making longer cycling tours and hills less attractive. Physical flexibility decreases, making mounting and dismounting and turning round before an offside turn more difficult. As coordination decreases, dealing with bad surfaces becomes harder. In cooperation with Leipzig University, a motor training concept for older cyclists was devel-oped. The aim of this training program was to reduce the motor difficulties of older cyclists. The training program was tested in an experimental design in 14 medium and small cities in Saxony and Saxony-Anhalt. 147 cyclists aged 60 or older participated in a half-year training program. These subjects lived in or close to seven cities. They were compared to 167 cyclists aged 60 and older who lived in or close to 7 other cities. The participants took tests and answered questionnaires three times, before the training program, immediately after the training program and four months after the training program. The project partners from Technische Universität Dresden were responsible for testing the effects of the training on intensity of bike use, reported physical problems and their conse-quences in traffic, perceived difficulties in traffic situations and performance in a cycling course. No effect of the training on these measures could be shown. Already in the first test period the participants reported too few physical problems and resulting difficulties in traffic, and only few problems in traffic situations. Here a ceiling effect was found. A similar result was found for cycled distance. Many participants were recruited via sports clubs in order to ensure that not all participants were highly active cyclists. But the first survey shows that the participants already used their bike for many trips before the training program. For this reason the training program did not increase cycled distance. The training program did not improve performance in the cycling course, although so many mistakes were made that there was certainly plenty of scope for improvement. The participants were questioned about single bike crashes and crashes with other road users after their 59th birthday; 81 per cent of these crashes were single bike crashes. For many participants, their bike had been an accompanying feature during their whole life, as their mobility biographies showed. The trip diaries showed that habits had the most important influence on choice of transport mode. Cycling, walking and driving were very important for the participants, public transport was relatively unimportant for short as well as for long dis-tances. The subjective importance of cycling was evident in terms of the factors practical benefit, quality of life, contacts/activity and a factor which comprised positive consequences of giving up cycling as well (no more bike repair). Persons who use their bike more and drive less expect more severe consequences if they stop bicycling.

Many senior citizens are surviving on minimal Social Security benefits and as a result, struggle with food security. Metrocrest Services in Farmers Branch, Texas, a suburb of Dallas, is a non-profit organization that provides several food programs to residents of the community including some programs that are specifically tailored to the needs of senior citizens. This project was to provide Metrocrest with an assessment of the food security of their senior clientele as well as other elderly residents of the Metrocrest service area and to evaluate the current senior focused programs. The project utilized qualitative research including both Metrocrest clients and residents who were not Metrocrest clients bot whose demographics were similar. The objectives were to determine the coping skills used by senior citizens in obtaining food, to assess seniors' awareness of the programs offered by Metrocrest, to discover barriers to accessing needed resources and to make recommendations of how programs could be improved or modified if needed. Through my research, I was able to present Metrocrest with a number of recommendations to improve their existing programs. I was also able to recommend some potential new programs that could be designed in conjunction with local senior centers to better serve the community.

Das Fahrrad ist ein attraktives Verkehrsmittel für Menschen jeden Alters. Es ermöglicht Mo-bilität und damit gesellschaftliche Teilhabe bis ins hohe Alter, ist preiswert, und die regel-mäßige Bewegung verbessert die Gesundheit und macht Spaß. Da allerdings Radfahrerinnen und Radfahrer ab 60 Jahren besonders von schweren Unfallfolgen betroffen sind, ist bei ihnen die Verhütung von Unfällen wichtig. Typische Unfälle älterer Radfahrender hängen mit körperlichen Schwierigkeiten zusammen, die mit zunehmendem Alter häufiger werden. Die Beweglichkeit nimmt ab, was das Auf- und Absteigen erschwert und auch den Schulterblick beim Linksabbiegen. Etwa jeder sechste Unfall, aufgrund dessen ältere Radfahrer im Kran-kenhaus behandelt werden, ist dadurch entstanden, dass der Radfahrer beim Auf- oder Ab-steigen von der Pedale gerutscht ist. Weitere typische Unfallursachen sind Schwierigkeiten mit der Oberfläche (Schlaglöcher, Bordsteinkanten u.ä.) aufgrund abnehmender Koordinati-onsfähigkeit und fehlendes Umschauen beim Linksabbiegen. Durch die körperlichen Verän-derungen wird das Radfahren im Alter nicht nur gefährlicher, sondern auch mühsamer und damit auch weniger attraktiv als in jüngeren Jahren. Kraft und Kondition nehmen ab, wodurch lange Touren und Anstiege weniger attraktiv sind. In Zusammenarbeit mit der Universität Leipzig wurde ein motorisches Training für ältere Radfahrerinnen und Radfahrer entwickelt, das die motorischen Schwierigkeiten beseitigen sollte. Dieses Training wurde in 14 mittleren und kleinen Städten in Sachsen und Sachsen-Anhalt experimentell geprüft. An dem Training nahmen ein halbes Jahr lang 147 Radfahrende ab 60 Jahren teil, die in 7 Orten oder deren Umgebung lebten. Sie wurden mit 167 un-trainierten Radfahrenden ab 60 Jahren verglichen, die in oder bei 7 anderen Orten lebten. Es fanden drei Testungen und Befragungen statt, vor dem Training, direkt danach und vier Mo-nate nach Abschluss des Trainings. Die Projektpartnerinnen der Technischen Universität Dresden waren zuständig für die Prüfung der Effekte hinsichtlich Intensität der Radnutzung, geschilderter körperlicher Beschwerden und darauf resultierender Beeinträchtigungen im Straßenverkehr, erlebte Schwierigkeiten beim Radfahren und die Leistung in einem Fahrradparcours. Es konnte kein Effekt des Trainings auf diese Maße gezeigt werden. Schon bei der ersten Testung berichteten die Teilnehmenden insgesamt keine bis wenig körperliche Beschwerden und nur geringe Schwierigkeiten beim Radfahren, so dass hier von einem Bodeneffekt auszugehen ist. Ähnliches galt für die Fahrleistung. Viele Teilnehmende wurden über Sportvereine rekrutiert, um nicht nur extrem aktive Radfahrende für die Untersuchung zu gewinnen. Allerdings zeigte sich, dass die Teilnehmenden das Fahrrad auch schon vorher für viele Wege nutzten. Ent-sprechend erhöhte das Training die Fahrleistung nicht. Auch die Leistung im Fahrrad-Parcours wurde durch das Training nicht verbessert, obwohl hier so viele Fehler gemacht wurden, dass Spielraum für eine Verbesserung gewesen wäre. Die Befragten wurden nach Alleinunfällen und Zusammenstößen mit anderen Verkehrsteil-nehmenden nach dem 59. Geburtstag gefragt; 81% dieser Unfälle waren Alleinunfälle. Das Fahrrad hatte viele Teilnehmende über ihr gesamtes Leben begleitet, wie die Mobilitätsbio-grafien zeigten. Die Wegetagebücher zeigten, dass die Gewohnheit den stärksten Einfluss bei der Verkehrsmittelwahl hatte. Das Rad, das Zu-Fuß-Gehen und das Auto waren für die Teilnehmenden sehr wichtig, öffentliche Verkehrsmittel im Nah- und Fernverkehr kaum. Die subjektive Bedeutung des Radfahrens zeigte sich in den Faktoren Praktischer Nutzen, Le-bensqualität, Kontakte/Aktivitäten und einem Faktor, der auch auch positive Folgen des Auf-hörens (Fahrrad nicht mehr reparieren müssen) beschreibt. Stärkere Auswirkungen des Auf-hörens erwarten Personen, die das Rad mehr nutzen und seltener Auto fahren. / Cycling is an attractive mode of transport for persons of any age. It offers mobility and there-fore participation in society up to old age and is inexpensive. Regular physical activity improves health and is fun. On the other hand, cyclists aged 60 and older tend to suffer severe consequences when they are involved in accidents. For this reason accident prevention is especially important for this group. Typical accidents involving older cyclists are related to physical difficulties which are more frequent in older persons. About one in six accidents requiring physical treatment in hospital is due to slipping from the foot pedal while mounting a bike or dismounting from it. Further typical causes of accidents are difficulties with the surface (potholes, curbs, etc.) and not turning round before an offside turn. Physical changes make cycling not only more dangerous for older persons but also more strenuous and for this reason also less attractive. Strength and fitness decrease, making longer cycling tours and hills less attractive. Physical flexibility decreases, making mounting and dismounting and turning round before an offside turn more difficult. As coordination decreases, dealing with bad surfaces becomes harder. In cooperation with Leipzig University, a motor training concept for older cyclists was devel-oped. The aim of this training program was to reduce the motor difficulties of older cyclists. The training program was tested in an experimental design in 14 medium and small cities in Saxony and Saxony-Anhalt. 147 cyclists aged 60 or older participated in a half-year training program. These subjects lived in or close to seven cities. They were compared to 167 cyclists aged 60 and older who lived in or close to 7 other cities. The participants took tests and answered questionnaires three times, before the training program, immediately after the training program and four months after the training program. The project partners from Technische Universität Dresden were responsible for testing the effects of the training on intensity of bike use, reported physical problems and their conse-quences in traffic, perceived difficulties in traffic situations and performance in a cycling course. No effect of the training on these measures could be shown. Already in the first test period the participants reported too few physical problems and resulting difficulties in traffic, and only few problems in traffic situations. Here a ceiling effect was found. A similar result was found for cycled distance. Many participants were recruited via sports clubs in order to ensure that not all participants were highly active cyclists. But the first survey shows that the participants already used their bike for many trips before the training program. For this reason the training program did not increase cycled distance. The training program did not improve performance in the cycling course, although so many mistakes were made that there was certainly plenty of scope for improvement. The participants were questioned about single bike crashes and crashes with other road users after their 59th birthday; 81 per cent of these crashes were single bike crashes. For many participants, their bike had been an accompanying feature during their whole life, as their mobility biographies showed. The trip diaries showed that habits had the most important influence on choice of transport mode. Cycling, walking and driving were very important for the participants, public transport was relatively unimportant for short as well as for long dis-tances. The subjective importance of cycling was evident in terms of the factors practical benefit, quality of life, contacts/activity and a factor which comprised positive consequences of giving up cycling as well (no more bike repair). Persons who use their bike more and drive less expect more severe consequences if they stop bicycling.

The following master's thesis deals with the issue of media literacy in relation to elderly population. The theoretical basis of this work contains of the theory of media literacy and media education, which is regarded to as a tool for cultivating media literacy. In addition to media education, the work also presents other ways to acquire media competencies, which are so needed in today's information society. After the introduction of theoretical approaches to media literacy, there is also a description of selected methods applied to determine the level of media literacy. The next part includes a description of media literacy in relation to senior citizens who form a very specific group in this area. As part of my own research survey, the level of media literacy in a group of 12 senior citizens is mapped on the basis of a proposed tool for determining the level of media literacy, which is based on the presented theoretical approaches. Qualitative research includes a detailed analysis of data, which were collected through interviews with the target group and which were supplemented by practical exercises. Media literacy research focuses on the area of knowledge, abilities and skills, and patterns of media use. According to the collected and analyzed data, a description of all respondents is...

A mobile wallet is a mobile application that is intended to replace leather wallets. With high mobile and Internet penetration and increased life expectancy in developed economies, adoption of mobile wallets by the older population is becoming more important due to new trends. Therefore, this thesis aims to understand and increase adoption of mobile wallets in developed economies by the citizens between the ages of 50 to 75. Based on the mobile payment technology acceptance model (MPTAM) and an extensive literature review, a simplified model is suggested. Three sub-questions (on 1 - social influence, 2 - perceived security, trust and risks, and 3 – perceived ease of use) are proposed for further study, which has been suggested in the literature to have more importance for the targeted demography. An exploratory qualitative study based on in-depth semi-structured interviews was conducted. The findings show that social influence can have direct or indirect effects. Moreover, several factors were identified that seems to have impacts on the degree to which a content can influence people. In addition, perceived trust, security, and risks seem to be the most important impediment for the adoption of mobile wallets, especially for risk-averse people. Furthermore, perceived ease of use can improve the values that mobile wallets may provide. Perceived ease of use is more important for the targeted age group since some of the potential users in this age group has reduced learning and physical abilities. Finally, many implications of the findings and methods to improve the adoption of mobile wallets for the selected demography, i.e. restriction and customization, use of familiar design, use of strong brands, etc. are suggested.