Introducing Additional Low Emission Mobility Offers in a Well Connected Area: Challenges and Opportunities

European cities and regions strive for energy efficiency to meet the Europe 2020 goals on climate change and energy sustainability. At present, the transport sector is one of the main sources of greenhouse gas emissions due to the dependence on fossil fuels. The switch to renewable energies together with improvements in energy efficiency often cause rebound effects (e.g. increased use as a result of the environmentally friendly image) and therefore only partially serves the objectives sought. Hence, making the current mobility behavior more sustainable is of major importance to tackle environmental challenges and secure a high standard of living in European cities and regions. Many cities already offer a well-developed and efficient transport network for public and individual transport. Previous efforts concentrated on a shift from car to public transport to improve transport performance within the city, avoid congestion and reduce air pollution. Taking into account progressive urbanization, it is obvious that public transport will reach its limits without major improvements (new lines, decreases in intervals) which are slow and very expensive and hence cannot be the sole solution. Together with the increasing individualization of society, more flexibility is needed. Therefore, an additional pool of mobility options targeting these user requirements and needs has to be provided. In the EU project “Smarter Together” CO2 savings are targeted by implementing projects in the fields of energy, renovation and mobility in Lyon, Munich and Vienna. An essential part of the project is the introduction of additional low emission mobility options in the Viennese project area in the northwest of the 11th Viennese district covering 1.5 km2. The area is well linked to public transport and the general transportation network. Our research focusses on the potential of mobility behavior changes in such a wellconnected area in terms of the individual and public transport network, and on opportunities provided by additional services (e.g. sharing offers) and challenges in the implementation of theses new services. To develop successfull new concepts, residents’ requirements and needs have to be taken into account. Hence, a survey was conducted to capture information on mobility behavior and available vehicles, attitudes of the residents towards certain transport modes and willingness to use active modes, e-mobility and sharing services. The survey, including roughly 1% of the area population (N=21,300; n=241), was conducted partially online and partially face-to-face to ensure participation among different groups. Based on the collected data, the potential for alternative low emission mobility options was captured in a multi-level survey analysis. The results disclosed challenges and opportunities related to current options concerning user friendliness and communication strategies of existing services along with crucial points for the implementation of additional options. One of the results showed that sharing services are hardly known to the residents. The participants revealed that e-bikes are not yet considered as an appropriate form of transportation since their features and advantages are not known. Offering car- or e-bike sharing services therefore does not only require a location with certain characteristics but also campaigns targeting the lack of knowledge. Active mobility has a good standing, particularly cycling. Many residents want to cycle more, but the surrounding structure does not encourage them, e.g. due to missing public bike parking at shopping facilities, transport stations and transportation hubs. Public transport is already heavily used, but could be stronger linked to other types of transportation. This should be achieved by implementing a “mobility point” offering locally bundled mobility options and information. The “mobility point” links different (multimodal) mobility services and acts as a major component of ICT solutions. This relatively new concept leaves ample room for additional low emission mobility options within the area leading to greater support, services and satisfaction to the travelers and users

Mobile Pedestrian Navigation Systems: Wayfinding Based on Localisation Technologies

The first part of this paper gives a survey of the state of the art of research on human spatio-temporal behaviour in connection with the development of pedestrian navigation systems. The second part of the paper deals with the problem of pedestrian route choice behaviour. It is in particular concerned with localisation technologies and their adaptation to location-based information systems. The third part of the paper outlines three projects performed at arsenal research and the Vienna University of Technology in these areas. Firstly, it describes a research project on the requirements with regard to the development of ubiquitous cartography for pedestrians in indoor and outdoor environments. secondly, it describes a self-learning travel guide for city tourists based on mobile phones and GPS. Lastly, it describes an audio-guide system which provides landmark-based navigation instruction

Introducing Individual Travellers in Future Mobility Scenarios

International audienceThe main purpose of future studies in urban mobility is to raise stakeholder awareness for new tendencies and developments in the coming years, looking towards 2030 up to 2050. Most of these studies are not pretending to predict the future of mobility systems but to develop possible scenarios for future developments. A wide array of literature on the future of urban mobility is available, it ranges from scientific articles to consulting papers and technical studies or reports across multiple domains. Anticipatory (or normative) scenarios are especially worth of interest for industrial actors for highlighting visions of mobility, whether optimistic (utopian), pessimistic (dystopian) or neutral. Yet, most future mobility scenarios tend to consider the travelers of tomorrow as part of a rather homogeneous group. According to sociological evolutions of urban mobility, some parts of the population will have a great number of advantages, while others will have difficulties and accessibility problems. After selecting three representative scenarios in the literature (utopian, dystopian and dystopia avoidance), our goal is to revisit the scenarios by developing the narratives of mobility behaviors of future travelers. We propose to view the various scenarios from the personal perspective of the individuals affected by the changes of the urban mobility system. The contribution is twofold: (1) a methodical approach to intersect existing anticipatory scenarios, trends in social developments and projected mobility profiles; (2) an illustration of three anticipatory scenarios enriched by the expected behavior of different traveler groups

Utiliser des personas pour raconter la mobilité en 2030

International audienc

Making the usage of guidance systems in pedestrian infrastructures measurable using the virtual environment DAVE

This paper presents the development and partial validation of a cave automatic virtual environment (CAVE), which is designed to make the reactions of pedestrians to guidance information (even such that are not technically feasible with current technology) in pedestrian infrastructures (such as airports, train stations or subway stations) measurable. The navigation is designed to be intuitive and easy to learn. It uses the Microsoft Kinect to obtain information on the user’s movement. The user walks in place to move forward in the virtual world and turns her shoulders to invoke rotations in the virtual world to make turns. The virtual world includes simulated pedestrians to enhance the immersion and is equipped with a number of sensors that allow for a multi-method measuring of users. After the implementation of hands free steering two case studies are used to provide first evidence with respect to the possible answers that the research infrastructure is capable of delivering. The validity of the model for steering has been explored using a case study involving parallel test groups that expose individuals to wayfinding exercises in both the real world and the corresponding virtual world. Our results show that the objective distances and times in the real and the virtual worlds, as well as perceptions of distances, times and directions, do not differ statistically significantly. This provides a partial validation of the model for steering. In a second larger case study the hypothesis was tested that using the virtual environment test persons are able to find their way also in complex multi-level infrastructures with only limited learning requirements. Additionally, we tested the hypothesis that also in this setting realistic paths (including elevator and escalator usage) are taken by the test persons while observing realistic average velocities over longer trips. We find that our hypotheses have not been rejected by the data. Therefore, this environment is a useful tool for the design of guiding systems for large pedestrian infrastructures