Die Crowd-Community als Lieferant auf der letzten Meile?

In der Last-Mile-Logistik werden zunehmend neue Trends diskutiert. Dazu zählen automatisierte Fahrzeuge, Drohnen oder auch emissionsfreie Zustellungen unter Einsatz von E-Fahrzeugen und (Lasten-)Rädern. Aber auch Crowd Delivery (oder auch Crowd Logistics) wird als neue Form der (urbanen) Logistik gehandelt (Botsman 2014, Kunze 2016). Crowd Delivery beschreibt unter anderem das Mitbringen (z. B. von Paketen oder Gegenstände aus Geschäften) durch Privatpersonen, die ohnehin gerade unterwegs sind, sich in dem Geschäft aufhalten oder sich als Bote etwas dazu verdienen möchten. Dadurch sollen Wege eingespart, Ressourcen geschont und Städte verkehrlich entlastet werden. Doch wie kommt man zu einer lokalen “Liefer-Crowd-Community” und wie lassen sich Personen dazu motivieren? Innerhalb eines Feldtests am Grazer Fesch’Markt soll aufgezeigt werden, wie eine Crowd-Community rekrutiert, aufgebaut und auf ihre Funktions- und Motivationslogiken beim „Mitnehmen” getestet werden kann. Es wird dabei bewusst auf Geldleistungen verzichtet, um die intrinsischen Motive wie Spaß und Neugier auf ihre Anreizwirkung auszuprobieren. Die Annahmme war unter anderem, dass bei dem Fesch’Markt mit 140 Ausstellern und etwa 10.000 Besuchern eine ausreichende Nutzerfrequenz sowie ein junges, Rad-affines Publikum vorzufinden ist

Shared, Automated, Electric: the Fiscal Effects of the “Holy Trinity”

Initially discussed primarily from a technological perspective, the topic of connected and automated vehicles begins to take root in interdisciplinary discourses held in spatial planning and urban research. Numerous discussions appeal to the „holy trinity“ – shared, automated and electric vehicles – that should lead the way to a more sustainable urban mobility. Connectivity, as a precondition for shared mobility services is also considered. Research foci go beyond the transport technology and include primary or secondary effects that could be borne by in the mobility and urban system. Among the secondary effects, financial implications for public budgets are subject of this text. Fiscal effects could be triggered by both automation and connectivity, possible changes in vehicle ownership, sharing, and the need for (new) infrastructures. This paper presents a qualitative analysis of the fiscal effects of automation, connectivity, electrification and sharing for individual road transport. For this purpose, the primary effects are analysed on the basis of current international studies, and the resulting secondary effects are derived for the subnational level of Austria. Finally, the significance or value of the affected revenue and expenditure categories in the budgets of the federal provinces and municipalities in Austria is illustrated. Losses of sources of revenue like the duty on vehicles based on fuel consumption, the engine-related insurance tax or the parking management which affect the budgets of Austrian provinces and municipalities directly or via the fiscal equalisation system as well as perspectives on the resulting investment requirements and subsequent costs for urban infrastructure are shown. Overall, it becomes clear that new sources of revenue would have to be developed if these effects occur cumulatively

AVENUE21. Connected and Automated Driving: Prospects for Urban Europe

This open access publication examines the impact of connected and automated vehicles on the European city and the conditions that can enable this technology to make a positive contribution to urban development. The authors argue for two theses that have thus far received little attention in scientific discourse: as connected and automated vehicles will not be ready for use in all parts of the city for a long time, previously assumed effects – from traffic safety to traffic performance as well as spatial effects – will need to be re-evaluated. To ensure this technology has a positive impact on the mobility of the future, transport and settlement policy regulations must be adapted and further developed. Established territorial, institutional and organizational boundaries must be investigated and challenged quickly. Despite – or, indeed, because of – the many uncertainties, we find ourselves at the beginning of a new design phase, not only in terms of technology development, but also regarding politics, urban planning, administration and civil society

Compatibility of Automated Vehicles in Street Spaces: Considerations for a Sustainable Implementation

Automated Vehicles (AVs) will bring a fundamental change in the mobility sector in the coming years. Whereas many studies emphasize opportunities with AVs, studies on the impacts of AVs on travel behavior particularly show an overall increase in traffic volume. This increase could impair the needs of other uses and users within street spaces and decrease the permeability of the street space for pedestrians and cyclists. However, only a few studies, so far, have looked at the changes of traffic volume due to AVs at the street level, and to what extent these impair the needs of other uses and users within different street spaces was not in the focus at all. This paper investigates the compatibility of AVs in street spaces, building on different modeling results of scenarios with AVs based on the Multi-Agent Traffic Simulation (MATSim) framework. Using the so-called compensatory approach and the whole street network of Vienna, Austria, as a case study, we examine how compatible AVs and their related changes in traffic volume are with the needs of other uses and users, i.e., pedestrians and cyclists, within different street spaces, by specifically considering the various characteristics of the latter. Results show that the effects of AVs on the compatibility of street spaces would be unevenly distributed across the city. For Shared Automated Vehicles (SAVs), a deterioration in compatibility is observable, especially in inner-city dense areas, because of an increase in traffic volume and an already high amount of competing uses. In contrast, especially (on main roads) in the outskirts, improvements in compatibility are possible. This particularly applies to SAVs with a stop-based service. However, private AVs interlinked with an overall capacity increase would lead to a deterioration in compatibility, especially in parts of the higher-level street network that already have incompatible traffic volumes, further increasing the separating or barrier effect of such streets. The results can provide insights for policymakers and stakeholders about where and how to facilitate AVs, to reach an implementation that is compatible with the different uses and needs of users within street spaces: While SAVs should be implemented particularly in the outskirts, as a complement for public transport, an implementation of AVs in the lower-level street network in inner parts of the city should not be facilitated, or it should at least be linked to measures that make street spaces more compatible with the needs of pedestrians and cyclists, e.g., implementation of walking and cycling infrastructure

The Monitoring Canvas: a Tool for Co-Creating Actions in Mission Oriented Innovation Policies

Recent years have seen a surge of “missions” in innovation policy. The grand, and seemingly overwhelming challenges humanity faces at the beginning of the 21st century, are typically cited as the driver behind this shift. With mission-oriented innovation policies (MOIP), policymakers choose a top-down perspective, while at the same time granting “embedded autonomy” to all actors involved: A bold and well-defined challenge is set, that gives direction to the aspired transformation and bottom-up experimentation by a large field of actors will need to solve the myriad of tasks left open. Thus, successful MOIPs will need to spark activity in multiple sectors and disciplines and keep actors involved over a long period and throughout a demanding transformation process. We present a tool for co-designing concrete actions, the smallest parts of a MOIP. We argue that due to the long timeframe of MOIPs and – if successful – the constantly changing innovation landscape, it is essential that all actors involved have a clear perception of how their actions contribute to the tragets of the MOIP. By collecting the very basic information on the context for an action, the action itself, and indicators that show whether or not an action creates an output as desired, the Monitoring Canvas secures transparency for all parties involved and allows for the continuous modification of an action. Thus, the Monitoring Canvas is not a comprehensive monitoring and evaluation system, but rather its “front end” – designed for high usability

Forschungsteam

Daimler und Benz Stiftung164167

Automatisierter und vernetzter Verkehr im Langen Level 4 : Siedlungsentwicklung, Verkehrspolitik und Planung während der Übergangszeit

Daimler und Benz Stiftung58994

Fragestellung und Zugang: zeitlich naheliegende Wirkungen automatisierter und vernetzter Fahrzeuge in der Europäischen Stadt

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