Entwicklung eines verkehrsbezogenen und bewusstseinsbildenden Multimodalitätstools für ländliche Räume

Multimodales Mobilitätsverhalten, also die bewusste Nutzung unterschiedlicher Verkehrsmittel für die alltägliche Mobilität, kann einen Beitrag zur nachhaltigen Mobilität leisten. Ziel ist es, starre Mobilitätsmuster zu reflektieren, gegebenenfalls aufzubrechen und optimierte Transportlösungen zu finden, die die ökonomischen, ökologischen und sozialen Strukturen sicherstellen. Das Forschungsprojekt MULTMOTIV widmete sich dieser Aufgabenstellung am Untersuchungsbeispiel des ländlichen Raumes. Dabei wurde die aktuelle Wissenslage über multimodales Verkehrsverhalten von Personen, die im ländlichen Raum wohnen, verbessert, erstmalig österreichweit Multimodalität umfassend erhoben und darauf aufbauend in einem partizipativen Prozess Werkzeuge, Maßnahmen und Methoden sowie ein Konzept für ein verkehrsbezogenes und bewusstseinsbildendes Multimodalitätstool für die Planung, Politik, Umsetzung und Evaluierung im Kontext der Multimodalität ausgearbeitet

CommunityHub: Potenzialanalyse für die gemeinschaftliche Nutzung innerstädtischer Logistikflächen

Problemstellung: Durch kontinuierliche Urbanisierungsprozesse und die voranschreitende Wohnraumverdichtung sowie die Zunahme der Bevölkerungs- und Verkehrsdichte ist ein sparsamer Umgang mit der Ressource Boden von Nöten. Die steigende Bedeutung des E-Commerce sowie die sich daraus resultierende Veränderung von Konsumentinnen- und Konsumentenanforderungen und zunehmenden Anzahl an Sendungen stellt vor allem die innerstädtische Logistik im Hinblick auf eine effiziente Abwicklung bzw. Organisation der First- und Last-Mile vor eine große Herausforderung. Beim Zusammentreffen unterschiedlicher Akteurinnen und Akteure (Stadt, Endnutzerinnen und Endnutzer, Wirtschaft) sind – bedingt durch verschiedene Interessen und Zielsetzungen – Entwicklungs- und Nutzungskonflikte – im Speziellen bei knappem Platzangebot – kaum vermeidbar. Es existieren jedoch auch im urbanen Raum ungenutzte Logistikkapazitäten, die durch ungleichmäßige Aufteilung von Wohn- und Lagerraum entstehen. Besonderes Augenmerk wird hierbei auf leerstehende Erdgeschoßzonen gelegt. Zielsetzung: Das Projekt CommunityHub1 zielt auf eine optimale Allokation der Ressource Raum ab. Unter dem Begriff CommunityHub werden Mikro-Logistikknotenpunkte verstanden, welche eine Versorgung der Bevölkerung mit logistischen Dienstleistungen und eine gleichberechtigte Zugänglichkeit für alle Akteurinnen und Akteure (Stadt, Endnutzerinnen und Endnutzer, Wirtschaft) gewährleisten. Dabei werden in städtischen Erdgeschoßzonen logistische Leistungen (Lagerung, Paketzustellung etc.) mit weiteren koppelbaren (Dienst-)Leistungen (Entsorgung, Versicherungen, Umkleidekabinen etc.) bereit gestellt. Die unterschiedlichen Komponenten der Partizipation, Nahversorgung und Mehrfachnutzung existieren für sich allein, wurden bisher jedoch noch nicht im Rahmen eines innovativen Konzeptes vereint. Mittels Primär- und Sekundärdatenerhebung wird die Grundlage für die Durchführung einer Potenzialanalyse am Anwendungsbeispiel Wien und die Untersuchung möglicher Risiken von CommunityHubs geschaffen. Darauf aufbauend werden konkrete Lösungsvorschläge und Implementierungsstrategien für (inner-)städtische Multi-Use-Konzepte erarbeitet. Ergebnisse: Auf diese Art kann das Projekt CommunityHub einen Beitrag für die Lösung der First- bzw. Last-Mile- Problematik leisten, wodurch die Zustellbarkeit von Paketen erhöht und gleichzeitig CO2-Emissionen (z. B. durch Bündelung von Ressourcen) reduziert werden können. Des Weiteren werden durch die Umnutzung von – z. B. leerstehenden Geschäfts- und Bankfilialen zu (inner-)städtischen CommunityHubs – Erdgeschoßzonen aufgewertet und die Nahversorgung im urbanen Raum sichergestellt

Automation of Rural Collective Transport: Conceptualising three Alternative Use Cases based on Underexplored Rural Transport Specificities

Whereas the introduction of autonomous vehicles (AVs) is widely explored in urban contexts, their usage in rural transport services is still understudied. The few works in this field focus on four main use-case typologies, which are only selectively tested. These typologies are mostly concentred on: (a) the type of route and schedules collective AVs could supply (fixed or demand-responsive); and (b) the type of connection AVs are supposed to provide (chain-with-transfers or door-to-door). However, they often neglect a series of rural specificities that the design of AV use cases should comprise, such as the substantial temporal variability of rural collective transport demand or the tendency towards activity chaining of commuters living in rural areas. Based on these underexplored specificities, this study conceptualises three alternative use cases that combine the four reference typologies to complement them. Additionally, the study defines the main characteristics of each use case by referring to a set of shared assets relevant for any application of AVs, such as the schedule, vehicle type, service period, or pricing scheme. Future works may take these conceptual use cases as a starting point to design concrete solutions in specific study areas, quantify their costs for the transport provider and benefits for rural dwellers, and thus enlarge the knowledge on the interplay between AVs and rural collective transport

Automated Mobility and Inclusion as Educational Topics for Children and Juveniles and as Tasks and Responsibilities of Mobility Planning: Work-Report on the Project AM4Kids

Automated mobility (AM) involves the increased use of digital information and communication technologies in all areas of traffic and mobility, particularly in the vehicle and mobility sector, in the infrastructure, transportation and the management of mobility-related processes (pre-, on- and post-trip). To ensure that the potentials of AM, like higher efficiency and improving accessibility, meet the demands and mobility patterns of different types of people, especially vulnerable ones like kids and people with disabilities, it is essential to make children and young adults aware of this complex and diverse topic already today. Therefore, planning and development activities in the mobility sector should involve this future generation and consider their ideas and concerns. Planning and development activities should be considered from a holistic and inclusive perspective, considering a wide variety of traffic participant groups. In this context, the Austrian project AM4Kids 1 creates a direct interface between children and young adults and mobility planning. The scientists and planners take the role of facilitators of knowledge and accompany an inter and transdisciplinary, multi-level exchange between disciplines, such as transport planning, social science, mobility research, and actors from the inclusion sector. In the project, age-appropriate and gender-sensitive workshops, input lectures, and educational materials were developed and implemented by the interdisciplinary consortium of sociologists, transportation planners, landscape architects, civil engineers, software developers, and legal experts for the needs of people with disabilities. This paper presents the methods applied in the corresponding project phases. Furthermore, a reflection on the achieved results and experiences from the activities in project phases 1 and 2 is provided

Das Konzept der quattromodalen Knoten

Die Verknüpfung der vier Verkehrsträger Straße, Schiene, Wasserstraße und Luft an einem quattromodalen Güterverkehrsknoten ist derzeit noch ein Randthema mit vielen Unbekannten. Das österreichische Forschungsprojekt „Q4“ widmet sich dieser Wissenslücke und stellt das Potential sowie die Grenzen quattromodaler Knoten im Güterverkehr in den Fokus der Forschung. Im Zuge dessen werden beispielhaft Möglichkeiten der Umsetzung für den österreichischen Zentralraum Linz-Wels-Steyr und die Metropolregion Wien aufgezeigt

Application of the Persona Concept to Convey Socially Sustainable and Responsible Transport System Planning to Children and Juveniles Considering Autonomous Vehicles: Work Report on the Project AM4Kids – Future Workshop

The automation in the transportation and mobility sector, particularly the use of autonomous systems in public transportation, presents novel challenges for various user groups despite offering numerous positive aspects. Autonomous vehicles, particularly in the domains of micro-public transportation and car sharing, have the potential to serve as a flexible mobility solution for individuals without a driver's license or those who are physically or mentally incapable of operating a vehicle. To ensure equitable access to this potential of independent and flexible mobility for all individuals, the design of autonomous transportation modes must be inclusive. The Austrian“AM4Kids” project (August 2020 to October 2023) imparts knowledge on mobility and transport system planning to children and juveniles in the context of the progressive automation of transportation and mobility modes, focusing on the principles of inclusive mobility offerings. Children and juveniles have attended several workshops on mobility and inclusion for over three years. In the final stage of the workshop series, the children and juveniles develop their visions and ideas for automated mobility, discussing the opportunities, risks, and consequences for themselves and other groups. One way to better understand and visualise the wide range of everyday lives of people with disabilities, their mobility patterns, and mobility options is to use the persona concept. This method aims at packaging real users’ motivations, needs, wishes and ambitions in a model to better integrate future research and technology development of automated mobility with the wants and needs of users. Personas do not represent the whole range of user diversity. However, they enable planners and developers to deal realistically with the situations and mobility needs of the relevant groups of people and allow specific analyses to implement user-oriented transport solutions. This paper outlines the methodology applied and the results achieved to make them accessible to a broad professional audience. The project demonstrates that knowledgeably selected personas provide added value in developing technologies. They can also be employed in the further education and sensitisation of children and juveniles

Implications of Autonomous Vehicles for Accessibility and Transport Equity: A Framework Based on Literature

Increasing accessibility and balancing its distribution across space and social groups are two fundamental goals to make transport more sustainable and equitable. In the next decades, autonomous vehicles (AVs) could significantly transform the transport system, influencing accessibility and transport equity. In particular, depending on the assumed features of AVs (e.g., private or collective) and the considered spatial, social, and regulative context (e.g., rural or urban areas), impacts may be very different. Nevertheless, research in this field is still limited, and the relationship between AV assumptions and accessibility impacts is still partially unclear. This paper aims to provide a framework of the key and emerging aspects related to the implications of AVs for accessibility and transport equity. To set this framework, we perform an analysis of the scientific literature based on a conceptual model describing the implications of AVs for the distribution of accessibility across space and social groups. We recognize four main expected impacts of AVs on accessibility: (1) accessibility polarization, (2) accessibility sprawl, (3) exacerbation of social accessibility inequities, and (4) alleviation of social accessibility inequities. These impacts are described and analyzed in relation to the main AV assumptions expected to trigger them through different mechanisms. Based on the results, some recommendations for future studies intending to focus on the relation between AVs, accessibility, and transport equity are provided

Isolating the Role of the Transport System in Individual Accessibility Differences: A Space-Time Transport Performance Measure

Accessibility differences across individuals are a core topic in the transport equity debate. Space-Time Accessibility measures (STAs) have often been used to show such differences, given their sensitiveness to individual spatial and temporal constraints. However, given their complexity, STAs cannot properly isolate the specific role of the transport system in individual accessibility differences, since it is mixed with several other spatial, individual and temporal factors. To isolate the role of the transport system, this study introduces a Space-Time Transport Performance measure (STTP) that (a) grounds on the individual daily schedule of fixed activities, (b) calculates the generalised transport costs each individual has to bear to perform such schedule, and (c) weights it against the Euclidean distance between the activities of such a schedule. STTP is tested together with STA for a small sample of individuals living and performing their daily activities within the 22nd district of Vienna. This test provides two main findings: first, individual differences registered by STTP tend to be smaller than those highlighted by STA, according to the former’s more narrowed and transport-specific approach. Second, individuals with the highest STA do not necessarily register the highest STTP (and vice versa). Indeed, some may experience limited transport performances when running their mandatory daily schedule, while registering a high degree of access to discretionary activities according to their constraints and opportunities at disposal (and vice versa). Considering these results, STTP may be seen as a complementary indicator to be used together with STA to analyse both general and transport-specific individual accessibility differences. Its role is particularly important for transport policy makers, who should understand which accessibility differences are directly linked to the performances of the transport system and could be remediated through transport policies

OPTIHUBS - Multimodal Hub Process Optimization by Means of Micro Simulation

AbstractThe development of multimodal hubs is a sensitive task due to numerous parallel occurring processes and external dependencies. There are already isolated solutions available that mostly suffer from a holistic approach. Based on the results of a predecessor research study one objective of the ongoing research project OPTIHUBS is to identify integrated solutions for multimodal hub process optimization via micro simulation technologies for optimizing administrative, operational und logistic processes at inland waterway hubs. Based on the representation of various processes, flexible parameters for transport flows, handling volumes and traffic movements the requirements for existing and potential product groups/cargo types at multimodal nodes are compiled. They form the basis for an optimized workflow management scheme which is not described in this paper. Process parameters are retrieved via observations, terminal data analysis and interviews. Furthermore real-world hub processes are recorded and supplemented. Algorithms are developed based on a catalogue of requirements issued by the research project consortium. The micro simulation tool consists of several elements that allow alterations of parameters such as transport flows, handling volumes/processes and process/time restrictions. In addition the surrounding road/rail/water traffic environment is part of the simulation in order to allow analysis of interdependencies. Results from the simulation exercises will be used at a later point in time in project delivery in order to define a strategy concept for an efficient supply chain/bottleneck analysis