This article explores the spatial mobility of disadvantaged populations in order to enhance our understanding of transport poverty. It is based on participatory GPS tracking data collected in peripheral rural regions in Czechia and Germany. The data provide information on the two-week mobility of 61 socially disadvantaged study participants belonging to the following groups: (a) the lone elderly, (b) the labor market disadvantaged, and (c) single parents. The quantitative analysis utilizes group comparisons of activity space metrics. The results show that the mobility of disadvantaged people varied little between countries and regions, which indicates that individual social disadvantage mattered more than regional spatial disadvantage. Daily mobility depended on individual mobility strategies, and on people's embeddedness in social networks. The mobility patterns of socially disadvantaged groups differed, and showed considerable within-group variability. Our analysis finds that the effects of car access depended on the respondents' levels of social disadvantage; and that a car was not a merely a transport variable, but a socially conditioned variable. Understanding how automobility in rural peripheries is mediated by social ties, and how it can both enable and constrain chances for social participation, is essential for developing measures aimed at reducing transport poverty.

本文探讨了弱势群体的空间流动性，以加深我们对交通贫困的理解。它基于在捷克和德国周边农村地区收集的参与式 GPS 跟踪数据。这些数据提供了 61 名社会弱势研究参与者的两周流动信息，这些参与者属于以下群体：(a) 孤独的老年人，(b) 劳动力市场的弱势群体，以及 (c) 单亲父母。定量分析利用活动空间指标的组比较。结果表明，弱势群体的流动性在国家和地区之间差异不大，这表明个体社会劣势比区域空间劣势更重要。日常出行取决于个人出行策略，以及人们在社交网络中的嵌入程度。社会弱势群体的流动模式不同，并表现出相当大的群体内部差异。我们的分析发现，汽车使用的影响取决于受访者的社会劣势程度；并且汽车不仅仅是一个交通变量，而是一个社会条件变量。了解农村边缘地区的汽车是如何通过社会联系来调节的，以及它如何能够促进和限制社会参与的机会，对于制定旨在减少交通贫困的措施至关重要。而是一个社会条件变量。了解农村边缘地区的汽车是如何通过社会联系来调节的，以及它如何能够促进和限制社会参与的机会，对于制定旨在减少交通贫困的措施至关重要。而是一个社会条件变量。了解农村边缘地区的汽车是如何通过社会联系来调节的，以及它如何能够促进和限制社会参与的机会，对于制定旨在减少交通贫困的措施至关重要。