This document summarizes a presentation on possibilities and constraints for mobility management (MM) in small urban and rural communities. It discusses examples of MM measures from the MOBINET project in Munich, including a shopping box delivery system and a school program called MOBIKIDS. The presentation then discusses the IMAGO research project, which focuses on applying MM concepts like job tickets, car sharing and mobility centers in small towns. It notes that while MM is common in large cities, it has been neglected in rural areas due to different framework conditions. Specifically, it examines challenges for job tickets in rural areas like Lemgo, where industrial areas are not well served by public transit and morning bus capacity is dominated by school children. The presentation concludes
This dissertation develops a model-based framework and decision support system to help decision makers design free-floating carsharing systems for different cities. It identifies the key aspects that need local adaptation as the operating area, fleet size, charging concept, fleet mix, and price. Models are developed for each of these aspects based on factors like population density, housing costs, distance to city center, and availability of charging infrastructure. The models can be applied through the decision support system to plan free-floating carsharing systems tailored to individual cities. The framework was demonstrated in a case study planning a system for Chicago.
I'm sure my colleagues at Deutsche Bahn know this feeling very well: No matter your role or what company within the group you work for, you are responsible in the eyes of your friends and family for the train delays and cancellations. Yes, our group and the entire sector are going through some difficult challenges. However, the reasons behind these problems are not always immediately visible to the public.
Furthermore, the implementation of digital solutions across the group, the relentless motivation of my colleagues, and political engagement make me highly optimistic about the future of public transportation.
Public transportation and railway, in particular, will play a significant role in reducing CO2 emissions and achieving Germany's climate goals.
Since it is quite impossible to list all the problems on a single paper, mine will focus on a few keys challenges within the public transport sector and how technology and digitalization can help to enhance customer-centricity, customer experience, productivity, and profitability.
The study analyzes the impact of low-cost carriers (LCCs) in the European aviation sector. It finds that LCCs have significantly impacted established airlines, major airports, and competition. Key impacts include a consolidation trend among LCCs; effects on regional airports; the need to monitor costs to understand LCC strategies; and questions around how primary airports will respond to LCCs. The study also examines issues like airport and airspace congestion. Overall, the growth of LCCs in Europe has led to both benefits like increased traffic and lower fares, as well as challenges around competition and infrastructure.
Traffic Safety Risks from Digital Advertising Billboards in AlabamaIJERD Editor
Increase in the number and sophistication of digital advertising billboard signs raises safety concerns
over potential contribution of such signs to traffic crashes. This paper describes a study that analysed 5 years of
historical crash records from Alabama to examine potential correlations between crash locations and their
proximity to digital advertising billboards. First, the research team identified locations of digital advertising
billboards along major limited-access facilities in Alabama and selected eight suitable sites for analysis. Eight
sites immediately downstream of the digital billboard locations were also considered as control sites. Then,
historical crash data were retrieved for all study sites and crash rates were calculated for digital advertising
billboards influence zones and adjacent control sites. Statistical analysis was employed to determine if
correlations can be established between crash occurrence and digital advertising billboard presence. The crash
data analyses revealed that the presence of digital billboards increased the overall crash rates at digital
advertising billboard influence zones by 29% compared to the study control sites. Moreover, sideswipe and
rear-end crashes were found to be overrepresented at digital advertising billboard influence zones compared to
control sites.
Technical paper co-authored by alumnus Pablo Alvarez of AECOM. First published in 'Transport Professional' magazine (copyright CIHT).
www.its.leeds.ac.uk/alumni/profiles/countries/spain/pablo-alvarez
Reproduced with permission.
The development of driverless vehicles is fast, and the technology has the potential to significantly affect the transport system, society and environment
Gisruk2010 1 b cockings, martin and leung (2010) population 247 building sp...guestf35aa70
The document describes a project to build space-time specific population surface models that map population distributions throughout a day based on where people are located for different activities. It discusses background on static population mapping, outlines a conceptual framework using centroids and time profiles to redistribute populations between locations, and provides an example application for Southampton, UK across 6 time slices showing population distributions for residential, workplace and education locations.
This dissertation develops a model-based framework and decision support system to help decision makers design free-floating carsharing systems for different cities. It identifies the key aspects that need local adaptation as the operating area, fleet size, charging concept, fleet mix, and price. Models are developed for each of these aspects based on factors like population density, housing costs, distance to city center, and availability of charging infrastructure. The models can be applied through the decision support system to plan free-floating carsharing systems tailored to individual cities. The framework was demonstrated in a case study planning a system for Chicago.
I'm sure my colleagues at Deutsche Bahn know this feeling very well: No matter your role or what company within the group you work for, you are responsible in the eyes of your friends and family for the train delays and cancellations. Yes, our group and the entire sector are going through some difficult challenges. However, the reasons behind these problems are not always immediately visible to the public.
Furthermore, the implementation of digital solutions across the group, the relentless motivation of my colleagues, and political engagement make me highly optimistic about the future of public transportation.
Public transportation and railway, in particular, will play a significant role in reducing CO2 emissions and achieving Germany's climate goals.
Since it is quite impossible to list all the problems on a single paper, mine will focus on a few keys challenges within the public transport sector and how technology and digitalization can help to enhance customer-centricity, customer experience, productivity, and profitability.
The study analyzes the impact of low-cost carriers (LCCs) in the European aviation sector. It finds that LCCs have significantly impacted established airlines, major airports, and competition. Key impacts include a consolidation trend among LCCs; effects on regional airports; the need to monitor costs to understand LCC strategies; and questions around how primary airports will respond to LCCs. The study also examines issues like airport and airspace congestion. Overall, the growth of LCCs in Europe has led to both benefits like increased traffic and lower fares, as well as challenges around competition and infrastructure.
Traffic Safety Risks from Digital Advertising Billboards in AlabamaIJERD Editor
Increase in the number and sophistication of digital advertising billboard signs raises safety concerns
over potential contribution of such signs to traffic crashes. This paper describes a study that analysed 5 years of
historical crash records from Alabama to examine potential correlations between crash locations and their
proximity to digital advertising billboards. First, the research team identified locations of digital advertising
billboards along major limited-access facilities in Alabama and selected eight suitable sites for analysis. Eight
sites immediately downstream of the digital billboard locations were also considered as control sites. Then,
historical crash data were retrieved for all study sites and crash rates were calculated for digital advertising
billboards influence zones and adjacent control sites. Statistical analysis was employed to determine if
correlations can be established between crash occurrence and digital advertising billboard presence. The crash
data analyses revealed that the presence of digital billboards increased the overall crash rates at digital
advertising billboard influence zones by 29% compared to the study control sites. Moreover, sideswipe and
rear-end crashes were found to be overrepresented at digital advertising billboard influence zones compared to
control sites.
Technical paper co-authored by alumnus Pablo Alvarez of AECOM. First published in 'Transport Professional' magazine (copyright CIHT).
www.its.leeds.ac.uk/alumni/profiles/countries/spain/pablo-alvarez
Reproduced with permission.
The development of driverless vehicles is fast, and the technology has the potential to significantly affect the transport system, society and environment
Gisruk2010 1 b cockings, martin and leung (2010) population 247 building sp...guestf35aa70
The document describes a project to build space-time specific population surface models that map population distributions throughout a day based on where people are located for different activities. It discusses background on static population mapping, outlines a conceptual framework using centroids and time profiles to redistribute populations between locations, and provides an example application for Southampton, UK across 6 time slices showing population distributions for residential, workplace and education locations.
This document summarizes an integrated transport planning project in Hanoi, Vietnam called REMON. The project aims to reduce emissions and energy consumption from transport using real-time traffic monitoring data from floating car data and floating phone data. It involves partnerships between German and Vietnamese organizations to develop tools to evaluate short-term traffic optimizations and long-term transport, urban planning, and management improvements. The 3-year project studies Hanoi's growing traffic issues and tests using GPS data to monitor traffic and inform transport strategies.
This document discusses the potential impacts of autonomous vehicles on cities. It notes that AVs could significantly improve safety by removing human error, increase road capacity, and provide new mobility options. However, it also raises challenges around planning, legislation, public acceptance, and generational issues. A key point is that the price of accessing AVs will influence traffic volumes, public transport use, car ownership patterns, and urban structure. If prices are low it could lead to sprawl, but higher prices may concentrate development and constrain vehicle miles traveled. The document argues cities must carefully consider these impacts to shape a sustainable vision for autonomous vehicles.
CIPTEC project presentation at EU Mobility event 2016CIPTEC
Ciptec project presentation during an EU Mobility event in Cagliari, Sardinia on September 22 2016. The event was organized in the framework of the EU Mobility Week 2016
This three sentence summary provides the key details about the document:
This document proposes an integrated auction and market design method for parking space sharing and allocation using IoT technologies. It develops an IoT-enabled urban parking management cloud platform to share private parking spaces among drivers using a price-compatible top trading cycles and chains mechanism, and reallocate public parking spaces using a one-sided Vickrey-Clarke-Groves auction. Experimental results show the proposed mechanism achieves 20-30% system profitability and ex post budget balance for the platform.
CAPS2014 Conference
July 2
Session: CAPS in a wider landscape
Speaker: Policy Officer, Sustainable and Secure Society Directorate, Public Services Unit, European Commission’s DG Connect
This document proposes introducing competition to long distance passenger rail in the UK to improve service and lower costs. It argues competition between multiple operators on the same routes would lead to lower fares, more services, service quality improvements, and more ridership while increasing total industry revenue. The proposal is to have at least two train operating companies running alternating services on all long distance routes, using "Pure Market Pricing" to set fares dynamically based on demand to appeal to more customers. Evidence from other countries that implemented rail competition shows lower average fares, more trains, and increased ridership and revenue for the rail industry.
Posters summarizing dissertation research projects - presented by MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2017. http://bit.ly/2re35Cs
www.its.leeds.ac.uk/courses/masters/dissertation
This document outlines steps for Indian cities to reform urban parking policies to manage demand for private vehicle travel. It recommends conducting an audit of parking supply and demand to understand current usage. Cities should define parking and no-parking zones, set appropriate parking fees that vary by zone and demand, and create robust enforcement structures. The goal is to balance transportation and development goals while moderating over-reliance on private motor vehicles.
Posters summarizing dissertation research projects to date, presented by MA and MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2016.
http://bit.ly/1Yq5f8U
www.its.leeds.ac.uk/courses/masters/dissertation
Guest presentation Dr Chikage Miyoshi, April 2015.
www.cranfield.ac.uk/about/people-and-resources/academic-profiles/satm-ac-profile/dr-chikage-c-miyoshi.html
www.its.leeds.ac.uk/courses/masters/itslectureseries
This document presents a case study on designing an automated mobility-on-demand system to replace all personal transportation in Singapore. It first discusses shared vehicle systems and challenges like determining optimal fleet sizes. It then formulates the problems of minimum and performance-driven fleet sizing to meet demand. For minimum sizing, it shows fleet size must exceed the trip generation rate divided by the average trip speed. It also notes the impact of origin-destination imbalance, quantified by the Earth Mover's Distance between distributions. The case study applies these techniques using Singapore transportation data to estimate feasible fleet sizes.
1) The Emperor Konstantin Exhibition 2007 in Trier attracted over 350,000 visitors, far exceeding expectations of 250,000. It had wide press coverage and generated an estimated €56.7 million in economic impact.
2) Key success factors included the exhibition aligning with Trier's cultural focus on Roman history, clear targeting of an educated audience, high production quality, and cooperation between three local museums.
3) While most visitors stayed in Trier itself, there is potential to optimize the offering by strengthening regional cooperation, developing more immersive exhibition experiences, and better linking cultural activities with other local attractions like food and wine. Future events could profile Trier as a cultural tourism destination year
1) Leisure and tourism traffic has grown continuously as a transport segment, increasing billions of person kilometers from 271 in 1976 to 407 in 2002.
2) Key factors for successful public transport offers for leisure and tourism include transparency and quality of service, quality in the surrounding catchment area, and management of car parking facilities to attract choice riders.
3) On the demand side, the means of transport chosen is influenced by people's mobility groups - whether they prioritize fun or function, and their orientation towards activities like sports, family, or cars. Those prioritizing fun and cars are less likely to choose public transport.
This document summarizes a presentation on influencing sustainable transport for leisure and tourism. It discusses how leisure travel has led to increased emissions and an unsustainable level of air transport. While everyday travel can be influenced through rational measures, leisure travel is driven more by individual subjective factors like lifestyle and values. The document focuses on the "LoHaS" lifestyle group that values health and sustainability yet highly uses air travel. It argues that to promote more sustainable leisure transport, these lifestyle groups must be seduced through emotional appeals rather than rational persuasion. This could involve promoting nearer destinations that still provide unique experiences to satisfy individuals' desires for authenticity and self-development during leisure travel.
1) The document discusses cultural tourism trends, including the origins of cultural tourism as study trips for the bourgeoisie and nobility.
2) It outlines growing demand for urban cultural tourism in Germany and trends toward experiences that offer symbolic destinations and interactive involvement.
3) The presentation proposes developing Sigulda's cultural tourism by innovatively staging its cultural heritage through sensual orientation, symbolic destinations, and interactive experiences that encourage involvement.
This document discusses success factors for cultural events as tourist attractions. It uses the Emperor Constantine exhibition in Trier, Germany as a case study. The three key points are:
1) The exhibition was very successful due to consistency with the city's cultural brand as a Roman heritage destination, high quality, and extensive traditional and social media marketing.
2) It attracted over 350,000 visitors through cooperation between three museums, generating €56.7 million in economic impact.
3) To remain competitive, future cultural events need more immersive experiences that appeal to younger audiences through interactive performances, reimagining cultural sites, and presenting heritage as living history.
From distant criticism to constructive engagement: A philippic on the future...Andreas Kagermeier
The last two decades have seen enormous transformations in the tourism market where a blurring of once clearly defined borders has clearly occurred. On the demand side, substantial changes and differentiation of lifestyles and consumption orientations have led to diversified and volatile customer preferences of what has come to be known as the “hybrid tourist”. Tourists now look for experiences “off the beaten track,” leave the so-called “tourism bubble” and seek out supposedly “authentic” settings, thus blurring the formerly clear differentiation between the spheres of everyday life and vacation. On the supply side, the former Fordist production scheme, dominated by integrated tour operators, is increasingly complemented by small, flexi-ble service providers addressing the niche markets of specific target groups of the Long Tail.
Information and distribution channels have been heavily altered by the internet and especially the Social Web. Not only can niche market offers from the Long Tail be commercialised much more easily, but the monopoly of market communication has been challenged by “word-of-mouse” C2C recommendations and the sharing of experiences. In addition, new forms of tourism offers from the sharing economy have been facilitated and fostered by internet platforms such as Airbnb in recent years.
All these general conditions have important consequences on destinations. As one of the core aspects of Tourism Geography, the destination management approach must address these new constellations head on. New management and governance models must be developed to tackle such changes in the destinations.
However, when looking at the actual practice of academic Tourism Geography up to now, most of the above-mentioned aspects have been analysed from the perspective of an outsider. The view from the ivory tower often takes pleasure in criticising the actual practice of tourists, tourism professionals or political stakeholders, paying homage to the pure ideal of values and political correctness. Like Pilate washing his hands, Tourism Geographers tend to refrain from getting involved in the process, taking the risk of getting their hands dirty.
In the words of Peter Burns’ concept of “tourism first vs. development first”, insisting on a pure ideal of development first (or sustainability/participation/protection first) does not lead to a functioning tourism market if the needs of private enterprises and the interests of customers are not taken into account accordingly. Balancing and reconciling divergent interests might be one of the top priorities for Tourism Geography. This is true even if it means that ideals cannot be kept pristine, and compromises have to be found, in the sense of the seemingly trivial proverb that one has to break some eggs to create an omelette. If Tourism Geography is unwilling to prove its social relevance, it might otherwise just as well vanish or be overtaken by other more traditionally oriented disciplines.
This document summarizes an integrated transport planning project in Hanoi, Vietnam called REMON. The project aims to reduce emissions and energy consumption from transport using real-time traffic monitoring data from floating car data and floating phone data. It involves partnerships between German and Vietnamese organizations to develop tools to evaluate short-term traffic optimizations and long-term transport, urban planning, and management improvements. The 3-year project studies Hanoi's growing traffic issues and tests using GPS data to monitor traffic and inform transport strategies.
This document discusses the potential impacts of autonomous vehicles on cities. It notes that AVs could significantly improve safety by removing human error, increase road capacity, and provide new mobility options. However, it also raises challenges around planning, legislation, public acceptance, and generational issues. A key point is that the price of accessing AVs will influence traffic volumes, public transport use, car ownership patterns, and urban structure. If prices are low it could lead to sprawl, but higher prices may concentrate development and constrain vehicle miles traveled. The document argues cities must carefully consider these impacts to shape a sustainable vision for autonomous vehicles.
CIPTEC project presentation at EU Mobility event 2016CIPTEC
Ciptec project presentation during an EU Mobility event in Cagliari, Sardinia on September 22 2016. The event was organized in the framework of the EU Mobility Week 2016
This three sentence summary provides the key details about the document:
This document proposes an integrated auction and market design method for parking space sharing and allocation using IoT technologies. It develops an IoT-enabled urban parking management cloud platform to share private parking spaces among drivers using a price-compatible top trading cycles and chains mechanism, and reallocate public parking spaces using a one-sided Vickrey-Clarke-Groves auction. Experimental results show the proposed mechanism achieves 20-30% system profitability and ex post budget balance for the platform.
CAPS2014 Conference
July 2
Session: CAPS in a wider landscape
Speaker: Policy Officer, Sustainable and Secure Society Directorate, Public Services Unit, European Commission’s DG Connect
This document proposes introducing competition to long distance passenger rail in the UK to improve service and lower costs. It argues competition between multiple operators on the same routes would lead to lower fares, more services, service quality improvements, and more ridership while increasing total industry revenue. The proposal is to have at least two train operating companies running alternating services on all long distance routes, using "Pure Market Pricing" to set fares dynamically based on demand to appeal to more customers. Evidence from other countries that implemented rail competition shows lower average fares, more trains, and increased ridership and revenue for the rail industry.
Posters summarizing dissertation research projects - presented by MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2017. http://bit.ly/2re35Cs
www.its.leeds.ac.uk/courses/masters/dissertation
This document outlines steps for Indian cities to reform urban parking policies to manage demand for private vehicle travel. It recommends conducting an audit of parking supply and demand to understand current usage. Cities should define parking and no-parking zones, set appropriate parking fees that vary by zone and demand, and create robust enforcement structures. The goal is to balance transportation and development goals while moderating over-reliance on private motor vehicles.
Posters summarizing dissertation research projects to date, presented by MA and MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2016.
http://bit.ly/1Yq5f8U
www.its.leeds.ac.uk/courses/masters/dissertation
Guest presentation Dr Chikage Miyoshi, April 2015.
www.cranfield.ac.uk/about/people-and-resources/academic-profiles/satm-ac-profile/dr-chikage-c-miyoshi.html
www.its.leeds.ac.uk/courses/masters/itslectureseries
This document presents a case study on designing an automated mobility-on-demand system to replace all personal transportation in Singapore. It first discusses shared vehicle systems and challenges like determining optimal fleet sizes. It then formulates the problems of minimum and performance-driven fleet sizing to meet demand. For minimum sizing, it shows fleet size must exceed the trip generation rate divided by the average trip speed. It also notes the impact of origin-destination imbalance, quantified by the Earth Mover's Distance between distributions. The case study applies these techniques using Singapore transportation data to estimate feasible fleet sizes.
1) The Emperor Konstantin Exhibition 2007 in Trier attracted over 350,000 visitors, far exceeding expectations of 250,000. It had wide press coverage and generated an estimated €56.7 million in economic impact.
2) Key success factors included the exhibition aligning with Trier's cultural focus on Roman history, clear targeting of an educated audience, high production quality, and cooperation between three local museums.
3) While most visitors stayed in Trier itself, there is potential to optimize the offering by strengthening regional cooperation, developing more immersive exhibition experiences, and better linking cultural activities with other local attractions like food and wine. Future events could profile Trier as a cultural tourism destination year
1) Leisure and tourism traffic has grown continuously as a transport segment, increasing billions of person kilometers from 271 in 1976 to 407 in 2002.
2) Key factors for successful public transport offers for leisure and tourism include transparency and quality of service, quality in the surrounding catchment area, and management of car parking facilities to attract choice riders.
3) On the demand side, the means of transport chosen is influenced by people's mobility groups - whether they prioritize fun or function, and their orientation towards activities like sports, family, or cars. Those prioritizing fun and cars are less likely to choose public transport.
This document summarizes a presentation on influencing sustainable transport for leisure and tourism. It discusses how leisure travel has led to increased emissions and an unsustainable level of air transport. While everyday travel can be influenced through rational measures, leisure travel is driven more by individual subjective factors like lifestyle and values. The document focuses on the "LoHaS" lifestyle group that values health and sustainability yet highly uses air travel. It argues that to promote more sustainable leisure transport, these lifestyle groups must be seduced through emotional appeals rather than rational persuasion. This could involve promoting nearer destinations that still provide unique experiences to satisfy individuals' desires for authenticity and self-development during leisure travel.
1) The document discusses cultural tourism trends, including the origins of cultural tourism as study trips for the bourgeoisie and nobility.
2) It outlines growing demand for urban cultural tourism in Germany and trends toward experiences that offer symbolic destinations and interactive involvement.
3) The presentation proposes developing Sigulda's cultural tourism by innovatively staging its cultural heritage through sensual orientation, symbolic destinations, and interactive experiences that encourage involvement.
This document discusses success factors for cultural events as tourist attractions. It uses the Emperor Constantine exhibition in Trier, Germany as a case study. The three key points are:
1) The exhibition was very successful due to consistency with the city's cultural brand as a Roman heritage destination, high quality, and extensive traditional and social media marketing.
2) It attracted over 350,000 visitors through cooperation between three museums, generating €56.7 million in economic impact.
3) To remain competitive, future cultural events need more immersive experiences that appeal to younger audiences through interactive performances, reimagining cultural sites, and presenting heritage as living history.
From distant criticism to constructive engagement: A philippic on the future...Andreas Kagermeier
The last two decades have seen enormous transformations in the tourism market where a blurring of once clearly defined borders has clearly occurred. On the demand side, substantial changes and differentiation of lifestyles and consumption orientations have led to diversified and volatile customer preferences of what has come to be known as the “hybrid tourist”. Tourists now look for experiences “off the beaten track,” leave the so-called “tourism bubble” and seek out supposedly “authentic” settings, thus blurring the formerly clear differentiation between the spheres of everyday life and vacation. On the supply side, the former Fordist production scheme, dominated by integrated tour operators, is increasingly complemented by small, flexi-ble service providers addressing the niche markets of specific target groups of the Long Tail.
Information and distribution channels have been heavily altered by the internet and especially the Social Web. Not only can niche market offers from the Long Tail be commercialised much more easily, but the monopoly of market communication has been challenged by “word-of-mouse” C2C recommendations and the sharing of experiences. In addition, new forms of tourism offers from the sharing economy have been facilitated and fostered by internet platforms such as Airbnb in recent years.
All these general conditions have important consequences on destinations. As one of the core aspects of Tourism Geography, the destination management approach must address these new constellations head on. New management and governance models must be developed to tackle such changes in the destinations.
However, when looking at the actual practice of academic Tourism Geography up to now, most of the above-mentioned aspects have been analysed from the perspective of an outsider. The view from the ivory tower often takes pleasure in criticising the actual practice of tourists, tourism professionals or political stakeholders, paying homage to the pure ideal of values and political correctness. Like Pilate washing his hands, Tourism Geographers tend to refrain from getting involved in the process, taking the risk of getting their hands dirty.
In the words of Peter Burns’ concept of “tourism first vs. development first”, insisting on a pure ideal of development first (or sustainability/participation/protection first) does not lead to a functioning tourism market if the needs of private enterprises and the interests of customers are not taken into account accordingly. Balancing and reconciling divergent interests might be one of the top priorities for Tourism Geography. This is true even if it means that ideals cannot be kept pristine, and compromises have to be found, in the sense of the seemingly trivial proverb that one has to break some eggs to create an omelette. If Tourism Geography is unwilling to prove its social relevance, it might otherwise just as well vanish or be overtaken by other more traditionally oriented disciplines.
ISOCARP @ WUF10 | Mobility for carbon-friendly citiesTjark Gall
The session was held at the ISOCARP booth during the Tenth Session of the World Urban Forum in Abu Dhabi in February 2020. The speakers were:
Pascal Smet, Secretary of State of the Brussels-Capital Region, responsible for Urbanism and Heritage, European and International Relations, Foreign Trade and Fire fighting and Emergency medical Assistance
Eleri Jones, Foresight and Urban Policy, Space Syntax
Annemie Wyckmans, Norwegian University of Science of Technology (NTNU)
Joachim Bergerhoff, Team Leader SMMR Project, implemented by GFA on behalf of GIZ
The widespread adoption of autonomous vehicles will revolutionize transportation systems. This will blur the boundaries between private and public transportation. Autonomous vehicles will change how people travel, offering advantages like greater safety and lower costs. Introducing a fully autonomous vehicle fleet in Vienna would result in significant emissions savings and stabilize mobility costs, though upfront costs may be higher than conventional vehicles. A key challenge will be managing the potential increase in energy consumption and "rebound effect" from changes in mobility behaviors. Assessing new transportation technologies in the future must consider concerns about impacts to the environment, technical risks, and overall ecosystem balance.
This document provides an executive summary of the Innovation Network "Morgenstadt: City Insights" research project. The project aims to develop innovations to help cities transition to more sustainable, resilient, and livable systems through analyzing leading cities, developing a "Morgenstadt Model" for sustainable urban development, and establishing a partner network. The initial research phase involved in-depth analysis of six cities and identifying success factors across sectors like energy, mobility, and governance. Future phases will focus on concrete project concepts and pilots to accelerate breakthrough innovations for sustainable urban transition.
A User-Centered Design Approach To Self-Service Ticket Vending MachinesAlicia Edwards
This document summarizes a case study on the development of a new generation of self-service ticket vending machines (TVMs) using a user-centered design (UCD) approach. Over 250 participants were involved in various stages of the design process to gather requirements and feedback. The development occurred in three phases: context of use analysis, requirements analysis, and iterative testing and evaluation of hardware and software designs. The resulting prototype addressed the needs of most user groups, though some further adjustments were still needed. The case study found that involving users throughout the entire design process, as the UCD approach prescribes, is valuable for developing self-service systems that are accessible and easy to use for all.
Mobile Age ensures the inclusion of seniors in digital public services thanks to the development of user-friendly mobile applications based on open government data.
Thus, it supports their access to civic participation, their involvement in their communities, and helps them benefit from open government data and mobile technologies.
Such mobile applications will be tested at co-creation workshops held in four pilot sites in Europe, namely UK, Germany, Spain and Greece.
This material reflects only the author's view and the Research Executive Agency (REA) is not responsible for any use that may be made of the information it contains.
http://www.mobile-age.eu/
This document provides a summary of a report on identifying regions in Europe with strong mobile industries. It describes 10 indicators used to analyze 20 "hotspot" regions. Five regions - Berlin, Barcelona, Estonia, London, and Stockholm - received more in-depth study through over 100 interviews. Brief summaries are provided for Berlin, Barcelona, and Estonia, noting strengths like startup communities, public policies and funding, and weaknesses like language barriers and lack of long-term company growth. The document aims to understand drivers of excellence in mobile industries across European regions.
The document discusses urban block design guidelines and sustainable mobility concepts for mega cities. It describes the METRASYS project funded by the German government to develop sustainable mobility solutions for existing and future mega cities, with a focus on Hefei, China. The project involves partnerships between German and Chinese universities and research institutions. One objective is to develop urban planning guidelines and manuals to inform sustainable development in Hefei.
The document describes various smart city initiatives undertaken by the Istituto Superiore Mario Boella's Smart City Strategic Program. It discusses (1) SIMUL@, a simulation-based decision support system for sustainable urban mobility that models electric vehicle adoption and impacts on traffic and energy infrastructure; (2) CS-VisualLab, a decision support system for car sharing providers that analyzes usage data to optimize services and business strategies; and (3) smart parking research using sensors and algorithms to guide drivers to available spaces in real-time.
Autonomous Shuttles-as-a-Service (ASaaS): Challenges, Opportunities, and Soci...antbucc
Presentation on research challenges, opportunities and Social Implications on our vision about Autonomous Shuttles as a Service (ASaaS) - Smart Mobility, Autonomous Shuttles, Proximity
Mobility, Last mile delivery, Mobility services.
This document discusses the objectives and methodology of a project focused on medium-sized cities. The objectives are to promote sustainable development through infrastructure like water management, energy management, transport management, traffic control, green buildings, and safety/security. The methodology includes selecting cities based on factors like population size and data availability. The project aims to implement solutions like smart streetlights, room lighting controls, smart parking, and coin-based electric vehicle charging.
Mobile Age ensures the inclusion of seniors in digital public services thanks to the development of user-friendly mobile applications based on open government data.
Thus, it supports their access to civic participation, their involvement in their communities, and helps them benefit from open government data and mobile technologies.
Such mobile applications will be tested at co-creation workshops held in four pilot sites in Europe, namely UK, Germany, Spain and Greece.
This material reflects only the author's view and the Research Executive Agency (REA) is not responsible for any use that may be made of the information it contains.
http://www.mobile-age.eu/
This booklet describes the results of the MobiGoIn project (Mobility Goes International), that have established a Smart Mobility focused European Strategic Clusters Partnership to promote clusters’ internationalisation by developing a joint strategy aimed at supporting SMEs in their internationalisation processes beyond Europe. MobiGoIn’s main focus regards a sustainable, smart and safe mobility in metropolitan areas, achieved through the implementation of solutions and systems for intelligent and cooperative transport, intermodal and sustainable mobility for the citizens, and sustainable urban freight logistics.
This project has received funding from the European Union’s Horizon 2020 research and innovation programme COSME Programme 2014: Call for proposals "Cluster Go International" (COS-CLUSTER-2014-3-03) – under grant agreement No 689937This publication is part of the project Mobility Goes International which has received funding from the European Union’s COSME Programme (2014-2020)
Data science courses in Germany 3.pptx12samaylearnco
In today's congested cities, urban transportation is a serious issue. The main causes of the traffic bottlenecks that hinder our daily journeys are overcrowding, emissions, and incompetence. However, data science is a promising new light on the horizon. However, amidst this chaos, a quiet revolution is underway – one fueled by data science. Explore how aspiring professionals can embark on this journey through data science courses in the country. Unlocking Productivity with Data-Driven Understanding
1) The mobility sector is undergoing transformation due to new political goals around sustainability, digital innovations, and new business models. This requires greater citizen engagement in development and more agile structures and leadership in organizations.
2) Smart mobility solutions will require integrating various transportation services along complex customer journeys, and involving citizens early in product design through methods like design thinking.
3) Public administrators and transportation companies will need more agile structures and leadership to navigate complex, fast-changing mobility demands and integrate diverse new services. Moving to cross-functional teams that incorporate frequent citizen feedback can help meet these challenges.
The document provides a curriculum vitae for Jeppe Rich, an associated professor at DTU in Denmark. It outlines his education, including a PhD and MSc from Danish universities. It then lists his work experience, including current roles at DTU and past research roles. Finally, it describes his main research interests, which include transport demand modeling, population synthesis, discrete choice modeling, and cost-benefit analysis of transportation projects. It also lists several transportation modeling projects he has worked on.
Transport demand management (TDM) can play an important role in urban development by reducing traffic congestion, environmental impacts, and generating revenue for improved public transport. TDM emphasizes shifting people and goods to more sustainable modes of transport like public transit and non-motorized options. It aims to reduce traffic volumes through pricing mechanisms, infrastructure changes, and promoting alternative transportation options. Successful TDM requires an integrated approach combining various supply- and demand-side strategies tailored to each city's specific challenges and opportunities.
Urban transport exchange hubs play a key role as an integral part of the transport networks by facilitating relations between public transport modes but also have a function in the city urban planning and in-service facilities [1]. Time savings, urban integration, better use of waiting times and improved operating models are some of the expected benefits of developing efficient city-hubs [2,3]. However, although interchanges are crucial for improving accessibility, there are still problems remaining such as seams or bottlenecks, which are mainly reported in the coordination between the different transport modes and the use of the information systems and management model. In order to examine a part of these problems, the three years (September 2012-February 2015) City-HUB consortium of nine European research institutes from nine countries belonging to the European conference of transport research institutes (ECTRI) project studied 27 multimodal interchanges [4].
This document discusses the development of the Monaco SUMO Traffic (MoST) Scenario, which aims to create a realistic mobility simulation scenario for the city of Monaco that integrates vehicles as well as vulnerable road users like pedestrians and cyclists. The scenario is being built using data from sources like OpenStreetMap and government agencies. While an initial scenario has been created in SUMO, challenges remain in accurately representing Monaco's complex multidimensional road network and generating realistic mobility patterns without access to detailed real-world traffic data from Monaco. Future work will focus on improving the scenario's integration of infrastructure and mobility models as well as studying applications involving vulnerable road users and alternative transportation modes.
Smart Cities and new professional opportunities: the Geographic Information M...big-gim
The prosumerism of a territory represents its capability to provide consumers with information, and use information from producers, with both activities addressed to create synergies among different planning strategies. As a matter of fact, large amounts of data from multiple sources are available and represent a significant potential for a territory that has to be properly managed so that it evolves into a resource. This actualization requires the involvement of multidisciplinary competences capable of both acquiring and using knowledge extracted from a territory / community, and integrating a proper usage of available technology within evolving scenarios. The paper describes an Italian proposal addressed to the establishment of the professional profile of geographic information manager. Such a profile is built in terms of skills and competences and is properly embedded in a scenario where smart communities play a relevant role in realizing the systemic process started by the Open Government paradigm. The GIM commitment is mainly focused on issues related to the spatial enablement, i.e., the capability to benefit of spatial data, both in terms of its availability and as a skill achieved for its exploitation. The GIM profile is described as presented to the UNINFO committee that is in charge of regulating profiles concerning computer science technologies, at national level.
Similar to Gronau Kagermeier Ecomm 2003 Karlstad workshop_1e (20)
Herausforderung Resilienzsteigerung – Urbane Destinationen unter Druck
Prof. Dr. Andreas Kagermeier
6. Deidesheimer Gespräche zur Tourismuswissenschaft
8. bis 10. November 2023
The tourist portfolio Morocco in the second half of the 20th century was characterized by the three classic pillars of seaside tourism, cultural-oriented city tourism in the so-called royal cities of the country and by round trip tourism in the pre-Saharan Moroccan South. The overnight infrastructure was essentially created by national and international hotel chains and marketing was largely carried out by European tour operators, while the public sector was largely limited to the accessibility of the destinations and general marketing campaigns to promote a positive image.
This basic pattern ultimately committed to the Fordist production model has experienced a significant change since the turn of the millennium. The established destinations continue to experience volume expansion. In addition, at the latest since the turn of the millennium, a variety of approaches to create tourist offers apart the traditional destinations in rural areas have been observed. This development is essentially supported by small-scale investments by actors, whose investment capital was often generated outside of tourism (e.g. from activity as an emigrant) and which are often characterized by a low degree of professionalism or low industry-specific skills. Accordingly some can be characterized as lifestyle entrepreneurs (Peters, Frehse & Buhalis 2009; Shaw & Williams 1998). At the same time, the tourism bundles of services (which tend to be post-Fordist and thus more complex) can only be generated by the interaction of a large number of stakeholders.
This changes the requirements for governance approaches in the new destinations in rural areas. According to the approach of Flagestad & Hope (2001) this can be characterized as a transition from the so-called corporate model (with a few dominant private actors) to the so-called community model (with a variety of smaller individual actors). With a view to the small businesses prevailing in rural tourism, the existing public governance framework conditions seem to present the central constraint, which means that the private activities for the implementation of an innovative – and at the same time also focused on sustainability aspects – rural tourism offer have so far only seen limited success and only suboptimal results. The hitherto governance structures are (mainly) shaped by classic top-down approaches. At the same time, more civil society activities to create governance manifest themselves since the Arab Spring through the activities of various NGOs.
Even if NGOs and other actors of civil society and science have made some steps in an innovative approach to promoting sustainability and competitiveness of tourism, the preliminary analysis leads to the conclusion that they are unable to fulfil the leadership function.The question is how the interaction of the various public and private stakeholders could be optimized with actors in civil society and science.
Autofahrer sind gut organisiert und haben eine starke Lobby. Der Verkehrsclub Deutschland (VCD) versteht sich zuerst als Anwalt der Fußgänger, Radfahrer, Bus- und Bahnfahrer. Wer bekommt wieviel Platz auf unseren Straßen? Bürgerinitiativen erzwingen ein Umdenken der Verkehrsplaner. Es geht humaner und ökologischer.
Der Referent, Prof. Dr. Andreas Kagermeier, ist Beisitzer im Vorstand des Landesverbandes Bayern. Er wird Möglichkeiten einer nachhaltigen Verkehrspolitik aufzeigen und die Initiativen des Vereins Verkehrsclub Deutschland vorstellen. Der Kreisverband des VCD-Rosenheim lädt zum Mitmachen in Initiativen vor Ort ein. Der Zulauf des Brenner-Basis-Tunnels und der geplante Ausbau der Autobahn Rosenheim -Salzburg werden ebenso Thema sein wie Fußgängerzonen, Radwege und Anbindungen an den öffentlichen Nahverkehr.
Der Vortrag ist offen für alle Interessierten. Im Besonderen werden Schüler der Oberstufen an Rosenheimer Schulen eingeladen.
VCD Debatte (München) 19.10.2023
Paris 2024 – Aufstieg zur Radlstadt
Paris hat in den letzten Jahren ein grundsätzlicher und beispielhafter Wandel bezüglich Infrastruktur und Raumverteilung zugunsten des Radverkehrs stattgefunden. Dort vollzieht sich aktuell in atemberaubender Geschwindigkeit die Veränderung von einer Stadt ohne Fahrräder zu einer Radlstadt!
Wichtiger Meilenstein dieser Entwicklung war die Wahl von Anne Hidalgo zu Bürgermeisterin von Paris im Jahr 2014. Mit ihrem Programm stellt sie den zentralen Motor der Transformation der Stadt zur Fahrradmetropole dar. Die Ansätze der ersten Jahren wurden durch eine Vielzahl an Pop-Up-Bikelanes während Corona ergänzt, die nach der Wiederwahl im Sommer 2020 systematisch in dauerhafte Fahrradspuren umgewandelt werden. Mut zu zügiger Umsetzung und auch der Mut suboptimale Lösungen dann entsprechend zu benenn und zu adaptieren/korrigieren zeichnet des Maßnahmen aus.
Der Vortrag legt einen Schwerpunkt bei zwei aktuellen Prozeesen. Zum einen ist die radfahrerfreundliche Politik nach Corona in die Region übergeschwappt. Dort wird – ebenfalls mit ambitionierten Zielen und im Vergleich zu deutschen Verhältnissen rasanter Umsetzung – die Radwegeinfrastruktur durch ein Netz von regionalen Rad(schnell)routen in die Nachbarkommunen erweitert. Zum anderen erfährt die Radverkehrsförderung anlässlich der Olympischen Spiele 2024 einen weiteren Booster. Alle Spielstätten werden mit dem Fahrrad erreichbar sein. Hierfür wird in Rekordzeit das Netz vervollständigt.
Andreas Kagermeier berichtet über die Entwicklungen und geht der Frage nach den Erfolgsfaktoren nach. Auch versucht er, Antworten darauf zu finden, wie die Veränderungen in Paris mehrheitsfähig bleiben/werden, und wie sich das Wechselspiel zwischen Politik und Zivilgesellschaft darstellt.
Andreas Kagermeier, ist Verkehrsgeograph und beim VCD in Freising sowie im Landesverband aktiv. Er war stellvertretender Beauftragter des Radentscheid Bayern. Er hat sich die die Entwicklungen in Frankreichs Hauptstadt vor Ort angesehen und berichtet von seinen Beobachtungen, Erfahrungen und Gesprächen mit lokalen Akteuren.
Donnerstag 19. Oktober 2023, 19:00 Uhr als Online-Video-Konferenz.
Vortrag bei VCD KV LA/DGF Jahreshauptversammlung
am 27. Juni 2023
Der mühsame und lange Weg zu einem bayerischen Radgesetz
Die bayerische Landesregierung hatte jahrelang die Forderungen nach Formulierung eines Radgesetzes abgelehnt. Nachdem im März 2022 entsprechende Gesetzesentwürfe der Oppositionsparteien abgeschmettert worden waren, hat im Juni 2022 ein Bündnis unter Führung von ADFC und VCD Bayern die Initiative für ein Volksbegehren „Radentscheid Bayern“ gestartet, das ein Bayerisches Radgesetz zum Ziel hat, mit dem das Fahrrad als Alltagsverkehrsmittel gestärkt und ein relevanter Beitrag zur Verkehrswende geleistet werden kann.
Nach erfolgreicher Sammlung von Unterstützerunterschriften im Sommer 2022 wurde der Antrag auf Zulassung des Volksbegehrens im Januar 2023 bei Bayerischen Innenministerium eingereicht. Dieses hat den Antrag an das Bayerische Verfassungsgericht weitergeleitet, das diesen am 7. Juni 2023 abgelehnt hat. Als Begründung werden Unzulässigkeiten bezüglich der konkurrierenden Gesetzgebungskompetenz zwischen Bund und Land genannt.
Parallel hat die Regierungsmehrheit – sicherlich auch ausgelöst durch die Radentscheid-Initiative – mit heißer Nadel an einem konkurrierenden Gesetzesentwurf gestrickt, der im Juli 2023 vom Landtag beschlossen werden soll.
Mit dem Input werden die Entwicklungen seit 2018 nachgezeichnet und das Wechselspiel zwischen Volksbegehrensinitiative und Regierungsmehrheit reflektiert sowie Implikationen für die weitere verkehrspolitische Arbeit reflektiert.
RADENTSCHEID BAYERN, Auftakt Phase 2
Prof. Dr. Andreas Kagermaier, Stellv. Beauftragter des Radentscheid Bayern
Vortrag mit Diskussion
VCD Kreisverband Fürstenfeldbruck-Starnberg
Wie geht es weiter mit dem Radentscheid Bayern? – Digitales Forum der VCD-Kreisgruppe Coburg zum Sachstand der Initiative
„Coburg war oberfrankenweit Spitze bei der Unterschriftensammlung zum Volksbegehren „Radentscheid Bayern“ im dritten Quartal des Jahres 2022. Viele Bürger fragen nun, wie es nun weitergeht. Hierüber wollen wir im Rahmen eines digitalen-Forums der VCD Kreisgruppe Coburg informieren.“, lädt Gerd Weibelzahl von der Kreisgruppe Coburg des ökologischen Verkehrsclubs VCD zur digitalen Veranstaltung am 02.03.2023 ein.
Der aktuelle Sachstand kommt aus direkter Quelle, da mit Dr. Andreas Kagermeier einer der fünf Beauftragten des Begehrens informieren wird. Dr. Kagermeier ist promovierter Geographie und fungiert aktuell nach einigen beruflichen Stationen als Professor für Freizeit- und Tourismusgeograph an der Universität Trier. Ehrenamtlich engagiert er sich neben seiner Funktion als Beauftragter des bayrischen Radvolksbegehrens bei den Verbänden ADFC und VCD. Im Landesvorstand Bayern des VCD ist er seit Oktober 2020 als weiteres Vorstandsmitglied Kollege des Coburger VCD-Sprechers Gerd Weibelzahl.
Dr. Andreas Kagermeier: „Die erste Hürde des Volksbegehrens wurde mit Bravour geschafft. Wir hätten 30.000 Unterschriften gebraucht, insgesamt haben mehr als 100.000 Bürger des Freistaats unser Anliegen unterstützt. Den Schwung wollen wir nun in die schwierige zweite Phase nehmen. Hier gilt es, 10 % der bayerischen Wahlbevölkerung von unserer Initiative zu überzeugen. Diese müssen sich dann in den Rathäusern ihrer Wohngemeinde eintragen und uns unterstützen. Wenn dies geschafft ist, dann gibt es eine bayernweite Volksabstimmung. Ich freue mich, wenn ich am 02.03. die Teilnehmer des digitalen Forums der VCD Kreisgruppe Coburg aus erster Hand informieren kann.“
Daten für den Veranstaltungskalender:
• Tag: 02.03.2023 um 19.30 Uhr.
• Veranstaltung: Forum VCD Kreisgruppe Coburg „Sachstand Volksbegehren Radentscheid bayern“
• Ort: digital über Zoom
VCD Debatte 29.03.2023
Radentscheid Bayern
Das Volksbegehren “Radentscheid Bayern” (REBY) will für ganz Bayern eine verbindliche Geset-zesgrundlage schaffen, um den Radverkehr samt der benötigten Infrastruktur deutlich zu verbes-sern. Hierzu haben sich der VCD Bayern und der ADFC mit Unterstützung der Radentscheid-Gruppen aus elf bayerischen Kommunen und etlicher Parteien zusammengeschlossen.
Die Bayerische Staatsregierung kündigt zwar des Öfteren recht großspurig an, sich die Radver-kehrsförderung auf die Fahnen zu schreiben. Den Worten folgen dann aber nur homöopathische Dosen von konkreten Maßnahmen und Investitionen – oftmals mit kurzfristigen Sonderprogram-men mit nur begrenzter Reichweite. Der für das Volksbegehren vorgelegte Gesetzestext will eine konsistente, systematische und dauerhafte Förderung des Radverkehrs als Teil einer Verkehrs-wende im Kampf gegen den Klimawandel erreichen.
Seit Oktober 2022 waren viele Aktive beteiligt, Unterschriften für die Zulassung zum einzusam-meln. Statt der benötigten 25.000 Unterschriften kamen mehr als 100.000 zusammen. Am 27. Ja-nuar 2023 wurden die erforderlichen Unterschriften zum Zulassungsantrag übergeben.
Das Innenministerium hat am 10. März 2023 seine Entscheidung bekannt gegeben, dass der Antrag dem Bayerischen Verfassungsgerichtshof vorgelegt wird. Innerhalb von drei Monaten wird dort über die Zulassung entschieden. Wir rechnen mit einem positiven Ergebnis und damit, dass der zweiwöchige Eintragungszeitraum für den nächsten Schritt, das Volksbegehren, noch vor der Landtagswahl stattfindet. Hier werden dann mindestens eine Million Unterschriften von Bayerns Bürgerinnen und Bürgern erwartet. Sie zu motivieren, diesen Schritt ins Rathaus oder an die lokalen Eintragungsorte zu machen, wird die Herausforderung für die kommenden Monate.
Andreas Kagermeier, beim VCD in Freising und im Landesverband aktiv, ist stellvertretender Be-auftragter des REBY. Christoph von Gagern ist Sprecher des Münchner Kooperations-Bündnisses Radentscheid Bayern, das am 1. März 2023 gegründet wurde.
Mittwoch, 29. März 2023, 19:00 Uhr als Online-Video-Konferenz. Anmeldung unter folgender Emailadresse: christoph.von.gagern@vcd-muenchen.de.
Radverkehrsförderung in Bayern – Herausforderungen und Perspektiven
11.05.2023 TH Nürnberg, Keßlerplatz 12, 90489 Nürnberg, Gebäude KB, Raum 206 DVWG BV Nordbayern
Prof. Dr. Andreas Kagermeier, VCD Bayern/Radentscheid Bayern
Die Koalitionspartner der bayerischen Staatsregierung haben im aktuell geltenden Koalitionsvertrag (2018 bis 2023) vereinbart, dass der Radverkehrsanteil am Modal Split bis 2025 von 11 % auf 20 % steigen soll. Zentraler Ansatzpunkt hierfür ist das sog. „Radverkehrsprogramm 2025“.
Mit dem Beitrag sollen die in der aktuellen Legislaturperiode angegangenen Maßnahmen vorgestellt und bewertet werden. Dabei werden sie letztendlich als insuffizient für die Erreichung des selbstgesteckten Zieles eingestuft.
Dem gegenüber gestellt wird ein Ansatz, durch ein Volksbegehren des Radentscheid Bayern für ein sog. „Radgesetz Bayern“ entsprechende weitergehende Impulse auszulösen, die das Fahrrad als Alltagsverkehrsmittel stärken und damit einen relevanten Beitrag zur Verkehrswende leisten können.
Die Zielsetzungen der Initiative für ein Volksbegehren und der aktuelle Stand des Prozesses werden vorgestellt.
Challenges to reconciling the interests of residents with those of visitorsAndreas Kagermeier
This document summarizes key points from a workshop on addressing overtourism in Europe. It discusses the challenges of reconciling resident and visitor interests, including differing levels of resilience among communities. Traditional destination marketing and management is criticized for its growth focus and neglect of resident quality of life. A new paradigm is needed where destinations consider resident interests equally. Successful management requires understanding an area's overall social vulnerabilities, activating residents in decision-making, and taking a holistic approach beyond just tourism impacts. Overtourism solutions must address root causes like housing markets pressures, not just tourism levels.
Optimiser les approches de gouvernance du tourisme rural au Maroc Opportunit...Andreas Kagermeier
The tourist portfolio Morocco in the second half of the 20th century was characterized by the three classic pillars of seaside tourism, cultural-oriented city tourism in the so-called royal cities of the country and by round trip tourism in the pre-Saharan Moroccan South. The overnight infrastructure was essentially created by national and international hotel chains and marketing was largely carried out by European tour operators, while the public sector was largely limited to the accessibility of the destinations and general marketing campaigns to promote a positive image.
This basic pattern ultimately committed to the Fordist production model has experienced a significant change since the turn of the millennium. The established destinations continue to experience volume expansion. In addition, at the latest since the turn of the millennium, a variety of approaches to create tourist offers away from the traditional destinations in rural areas have been observed. This development is essentially supported by small-scale investments by actors, whose investment capital was often generated outside of tourism (e.g. from activity as an emigrant) and which are often characterized by a low degree of professionalism or low industry-specific skills. Accordingly some can be characterized as lifestyle entrepreneurs (Peters, Frehse & Buhalis 2009; Shaw & Williams 1998). At the same time, the tourism bundles of services (which tend to be post-Fordist and thus more complex) can only be generated by the interaction of a large number of stakeholders.
This changes the requirements for governance approaches in the new destinations in rural areas. According to the approach of Flagestad & Hope (2001) this can be characterized as a transition from the so-called corporate model (with a few dominant private actors) to the so-called community model (with a variety of smaller individual actors). With a view to the small businesses prevailing in rural tourism, the existing public governance framework conditions seem to present the central constraint, which means that the private activities for the implementation of an innovative – and at the same time also focused on sustainability aspects – rural tourism offerings have so far only seen limited success and only suboptimal results. The previous governance structures are (mainly) shaped by classic top-down approaches. At the same time, more civil society activities to create governance manifest themselves since the Arab Spring through the activities of various NGOs.
Even if NGOs and other actors of civil society and science have made some steps in an innovative approach to promoting sustainability and competitiveness of tourism, the preliminary analysis leads to the conclusion that they are unable to fulfill the leadership function. The question is how the interaction of the various public and private stakeholders could be optimized with actors in civil society and science.
*Von lokalen Radentscheiden zum landesweiten Volksbegehren Radentscheid Bayern*
"Klimaschutz und lebenswerte Städte und Dörfer gehen nur mit viel mehr Radverkehr. In 11 bayerischen Städten ist durch lokale Radentscheide mit insgesamt ca. 240.000 Unterschriften „Druck von Unten“ erzeugt worden, um vor Ort die Bedingungen für Radfahrer:innen zu verbessern. Nun geht die Radentscheid-Bewegung einen Schritt weiter: Damit es endlich vorangeht, braucht ganz Bayern ein Radgesetz, das den Freistaat zu einer konsequenten fahrradfreundlichen Verkehrspolitik verpflichtet. Hierfür hat sich ein breites Bündnis zusammengefunden und das Volksbegehren 'Radentscheid Bayern' gestartet. Was hinter diesem Volksbegehren steht und wie auch Sie zum Erfolg des Volksbegehrens beitragen können, erläutert und diskutiert mit Ihnen Andreas Kagermeier."
Destinations vs living environment: the ambivalence of concurrent/competing c...Andreas Kagermeier
This document discusses the clash between two perspectives on cities - as destinations for visitors versus living environments for residents. It notes that destination management organizations (DMOs) have traditionally focused on attracting visitors for economic benefits, while residents view the city as their home and are concerned about impacts on their quality of life from overtourism. The document considers options for reconciling these two perspectives, but acknowledges challenges like the limited effectiveness of changing visitor behavior and resistance to simply capping tourism growth. It argues that balancing economic and social sustainability requires systematically monitoring resident attitudes, addressing concerns early, and fostering holistic community discourse that considers residents' needs on par with economic interests.
Optimierung von Governance-Ansätzen für den Tourismus im ländlichen Raum Mar...Andreas Kagermeier
Jahrestagung 2019 der Deutschen Gesellschaft für Tourismuswissenschaft:
Zukunft des Tourismus im ländlichen Raum
14. bis 16. November 2019, Technische Hochschule Deggendorf (THD)
Mit Blick auf die im ländlichen Tourismus vorherrschenden Kleinstunternehmern scheinen die bestehenden öffentlichen Governance-Rahmenbedingungen den zentralen Constraint darzustellen, der dazu führt, dass die privaten Aktivitäten zur Umsetzung eines innovativen – und gleichzeitig auch auf Nachhaltigkeitsaspekte ausgerichteten – ländlichen Tourismusangebots bislang nur begrenzt erfolgreich waren und nur suboptimale Ergebnisse zeitigen. Die bisherigen Governance-Strukturen sind (hauptsächlich) von klassischen Top-Down Ansätzen geprägt. Gleichzeitig manifestieren sich spätestens seit dem Arabischen Frühling durch die Aktivitäten verschiedener NGOs stärkere zivilgesellschaftliche Aktivitäten zur Schaffung von Governance Ansätzen.
Auch wenn NGOs und andere Akteure der Zivilgesellschaft und der Wissenschaft einige Schritte in einem innovativen Ansatz zur Förderung von Nachhaltigkeit und Wettbewerbsfähigkeit des Tourismus gemacht haben, führt die vorläufige Analyse zum Schluss, dass diese allein nicht in der Lage sind, die Leadership-Funktion zu erfüllen. Die Frage ist also, wie die Interaktion der verschiedenen öffentlichen und privaten Stakeholder mit Akteuren der Zivilgesellschaft und der Wissenschaft optimiert werden könnte.
Overtourismus: Entstehungskontexte und Handlungsoptionen Andreas Kagermeier
Workshop Overtourismus
an der Universität Bamberg am 8. November 2019
Ausgelöst durch Bürgerproteste in Venedig, Dubrovnik, Barcelona oder auch Amsterdam und Berlin ist spätes-tens seit dem Sommer 2017 eine intensive mediale Diskussion über Overtourismus-Phänomen im Gange (vgl. z. B. Arte 2017, Müller 2017). Unvorbereitet vom „Umkippen“ der Stimmung in manchen städtetouristischen Destinationen reagiert die Tourismusszene aktuell relativ hektisch (destinet 2017, McKinsey & Company 2011) und bemüht sich etwas kurzatmig um Schadensbegrenzung.
Im Vortrag soll vor allem der Frage nachgegangen werden, wie das Entstehen von Overtourismus-Effekten aus sozialwissenschaftlicher Sicht gefasst werden kann. Damit wird weniger auf die Extrembeispiele sondern vor allem auf zwar stark von touristischen Besuchern geprägte städtetouristischen Destinationen abgestellt, in denen die öffentliche Meinung aber noch nicht vollkommen gekippt ist. Dementsprechend geht es auch darum, welche quantitativen und qualitativen nachfrageseitigen Parameter zur Akzeptanz bzw. Ablehnung des Tourismus bei der Wohnbevölkerung im Sinne einer sozialen Tragfähigkeit beitragen.
Mit Blick auf die Management-Ansätze wird damit insbesondere auf deren Beitrag zur Reduzierung der Vulne-rabilität bzw. einer Stärkung der Resilienz (vgl. Bohle & Glade 2007) abgestellt. Stabilisierung und Förderung der Akzeptanz stehen damit im Vordergrund. Hierzu wird Bezug genommen auf von der UNWTO vorgelegten Empfehlungen von Managementansätzen (UNWTO 2018 aufbauend auf Koens & Postma 2017). Diese schei-nen teilweise etwas kurz gegriffen und werden dementsprechend erweitert.
Die Grenzen der sozialen Tragfähigkeit scheinen dabei nicht nur ein reines Mengenproblem darzustellen. Die Akzeptanz von Besuchern wird einerseits stark von der Wachstumsgeschwindigkeit beeinflusst. Moderate Wachstumsraten können – auch bei bereits hoher Tourismusintensität – zu einer Art Gewöhnungseffekt führen, so dass die Toleranzschwelle nicht überschritten wird. Dies gilt andererseits insbesondere dann, wenn der Bevölkerung entsprechende Vermeidungs- und Ausweichoptionen sowie Rückzugsmöglichkeiten in wenig von Touristen beeinflussten Quartieren zur Verfügung stehen. Damit ist die Akzeptanz auch nicht direkt mit der Expositionsintensität gekoppelt, sondern wird – im Sinne des Resilienz-Konzeptes – davon beeinflusst, inwieweit Coping-Optionen verfügbar sind.
Gleichzeitig deuten erste Befunde darauf hin, dass auch das Konzept des Sozialen Kapitals nach Bourdieu (1981/2005) Ansätze bereit halten könnte, für einen umfassenden und proaktiven Ansatz mit dem Ziel des Em-powerments und der Förderung einer Locability der lokalen Bevölkerung.
Overtourismus-Effekte: Entstehungskontexte und Handlungsoptionen Andreas Kagermeier
Im Mittelpunkt des Vortrags stehen die Analyse von die soziale Tragfähigkeit fördernde oder vermin-dernde Aspekte sowie die Frage nach der Tragfähigkeit von aktuell diskutierten Managementansätzen.
Ausgelöst durch Bürgerproteste in Venedig, Dubrovnik, Barcelona oder auch Amsterdam und Berlin ist spätestens seit dem Sommer 2017 eine intensive mediale Diskussion über Overtourismus-Phänomen im Gange (vgl. z. B. Arte 2017, Müller 2017). Unvorbereitet vom „Umkippen“ der Stim-mung in manchen städtetouristischen Destinationen reagiert die Tourismusszene aktuell relativ hek-tisch (destinet 2017, McKinsey & Company 2011) und bemüht sich etwas kurzatmig um Schadens-begrenzung.
Mit dem Beitrag soll bewusst abseits der immer wieder in den Medien und auch fachwissenschaftli-chen Publikationen zitierten Fallbeispielen, der Frage nachgegangen werden, wie sich die Situation in stark von touristischen Besuchern geprägten Städten darstellt, in der die öffentliche oder fachwis-senschaftliche Diskussion aktuell eben noch nicht über die Wahrnehmungsschwelle hinaus gekom-men sind.
Am Beispiel von Erhebungen in München im Sommer 2018 wird auf der Basis der Einschätzungen durch Besucher, Bewohner und lokalen Tourismusakteure des Touristenvolumens und möglicher negativer Effekte einerseits der Frage nachgegangen, welche quantitativen und qualitativen nachfra-geseitigen Parameter zur Akzeptanz bzw. Ablehnung des Tourismus bei der Wohnbevölkerung im Sinne einer sozialen Tragfähigkeit beitragen. Andererseits soll der Frage nachgegangen werden, welche Management-Ansätze zur Reduzierung der Vulnerabilität bzw. einer Stärkung der Resilienz (vgl. Bohle & Glade 2007) und damit einer Stabilisierung der Akzeptanz vielversprechend erscheinen. Hierzu wird Bezug genommen auf von der UNWTO vorgelegten Empfehlungen von Manage-mentansätzen (UNWTO 2018 aufbauend auf Koens & Postma 2017).
Die Grenzen der sozialen Tragfähigkeit scheinen dabei nicht nur ein reines Mengenproblem darzustel-len. Die Akzeptanz von Besuchern wird einerseits stark von der Wachstumsgeschwindigkeit beein-flusst. Moderate Wachstumsraten können – auch bei bereits hoher Tourismusintensität – zu einer Art Gewöhnungseffekt führen, so dass die Toleranzschwelle nicht überschritten wird. Dies gilt andererseits insbesondere dann, wenn der Bevölkerung entsprechende Vermeidungs- und Ausweichoptionen sowie Rückzugsmöglichkeiten in wenig von Touristen beeinflussten Quartieren zur Verfügung stehen. Damit ist die Akzeptanz auch nicht direkt mit der Expositionsintensität gekoppelt, sondern wird – im Sinne des Resilienz-Konzeptes – davon beeinflusst, inwieweit Coping-Optionen verfügbar sind.
The Overtourism phenomenon: explorations on the iceberg below the water surfaceAndreas Kagermeier
Andreas Kagermeier & Eva Erdmenger
(University of Trier, Leisure and Tourism Geography)
Abstract
for a presentation at the
International Conference
Between Overtourism and Undertourism:
Implications and Crisis Management Strategies.
26.-28.06.2019, Lecce-Cavallino, Puglia/Italy
Since 2017, the term “overtourism” and the discussion surrounding it has received a great deal of public attention. Focused on some extremely crowded urban tourist destinations and stimulated by intensive media coverage on visitor pressures and the negative effects trig-gered by tourists, the discussion regarding the phenomenon of overtourism is nevertheless characterised by a few prominent urban tourist destinations. This raises the question as to what extent this discussion, which is triggered by a few extreme examples, can be seen as an indication of an increasing general rejection of tourist visitors.
Relatively little is known about urban tourist destinations that are not (yet) the focus of exten-sive media coverage. Is it possible to identify negative attitudes already (even if they are not yet publicly visible)? Are there indications that, apart from the sheer number of visitors, other sociocultural or demand-related aspects are also relevant for the acceptance of external visi-tors?
By choosing Munich as an example of a city with a high level of visitor intensity that at the same time still has a population with relatively few directly visible negative attitudes regarding tourists, the question of which aspects are relevant for perspectives about tourist visitors is one worth asking. This article is an attempt to contribute scientifically and unemotional to the existing media discussion.
Temple of Asclepius in Thrace. Excavation resultsKrassimira Luka
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Philippine Edukasyong Pantahanan at Pangkabuhayan (EPP) CurriculumMJDuyan
(𝐓𝐋𝐄 𝟏𝟎𝟎) (𝐋𝐞𝐬𝐬𝐨𝐧 𝟏)-𝐏𝐫𝐞𝐥𝐢𝐦𝐬
𝐃𝐢𝐬𝐜𝐮𝐬𝐬 𝐭𝐡𝐞 𝐄𝐏𝐏 𝐂𝐮𝐫𝐫𝐢𝐜𝐮𝐥𝐮𝐦 𝐢𝐧 𝐭𝐡𝐞 𝐏𝐡𝐢𝐥𝐢𝐩𝐩𝐢𝐧𝐞𝐬:
- Understand the goals and objectives of the Edukasyong Pantahanan at Pangkabuhayan (EPP) curriculum, recognizing its importance in fostering practical life skills and values among students. Students will also be able to identify the key components and subjects covered, such as agriculture, home economics, industrial arts, and information and communication technology.
𝐄𝐱𝐩𝐥𝐚𝐢𝐧 𝐭𝐡𝐞 𝐍𝐚𝐭𝐮𝐫𝐞 𝐚𝐧𝐝 𝐒𝐜𝐨𝐩𝐞 𝐨𝐟 𝐚𝐧 𝐄𝐧𝐭𝐫𝐞𝐩𝐫𝐞𝐧𝐞𝐮𝐫:
-Define entrepreneurship, distinguishing it from general business activities by emphasizing its focus on innovation, risk-taking, and value creation. Students will describe the characteristics and traits of successful entrepreneurs, including their roles and responsibilities, and discuss the broader economic and social impacts of entrepreneurial activities on both local and global scales.
How to Setup Default Value for a Field in Odoo 17Celine George
In Odoo, we can set a default value for a field during the creation of a record for a model. We have many methods in odoo for setting a default value to the field.
This document provides an overview of wound healing, its functions, stages, mechanisms, factors affecting it, and complications.
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There are 4 phases of wound healing: hemostasis, inflammation, proliferation, and remodeling. This document also describes the mechanism of wound healing. Factors that affect healing include infection, uncontrolled diabetes, poor nutrition, age, anemia, the presence of foreign bodies, etc.
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KHUSWANT SINGH.pptx ALL YOU NEED TO KNOW ABOUT KHUSHWANT SINGH
Gronau Kagermeier Ecomm 2003 Karlstad workshop_1e
1. 7th European Conference on Mobility Management
ECOMM 2003
21-23. Mai 2003, Karlstad
Possibilities and Constraints for
Mobility Management
in Small Urban and Rural Communities
W. Gronau & A. Kagermeier
(University Paderborn, Germany)
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the past years mobility management in Germany has
experienced a certain impetus due to the research
program “Mobility in Metropolitan Areas“ financed by
the Ministry of Research.
Apart from already existing concepts such as mobility
centres, car-sharing and job-ticket, some promising
new approaches have been developed and
implemented up to now within this context.
As an introduction I will first mention some examples of
MM-measures developed as part of the German
program “Mobility in Metropolitan Areas”. The examples
are taken from a project called “MOBINET” which is
located in the metropolitan area of Munich.
1
2. Innovative approaches for MM in
metropolitan areas
- the example of MOBINET
-
Mnich
u
Shopping box
MOBIKIDS
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Within MOBINET a so called
- shopping-box has been developed and tested. The
concept enables a customer to order goods via phone
or the internet. These goods are then delivered to a
“shopping-box” close to the working place, so that
shopping-traffic is lessened and avoided.
- Like in the EU-funded projects “MOST” and “SUN”,
intermodal mobility education in schools has been part
of MOBINET as well under the name of MOBIKIDS.
“MOBIKIDS” aimed at sensitising children, parents and
teachers to traffic and mobility problems. A primary
school in Munich started a model scheme establishing
meeting points for school children enabling them to go
to school together. Furthermore there were lessons and
excursions on alternative mobility possibilities. Bicycle
parking spaces where upgraded and extended. On the
whole “MOBIKIDS” managed to reduce the number of
children driven to school by their parents to 20-30 per
cent.
2
3. Innovative approaches for MM in
metropolitan areas
- the example of MOBINET
-
Mnich
u
Shopping box
MOBIKIDS
Multimedia-Info
Follow-up:
IMBUS
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
As in other metropolitan areas telecommunication
facilities have been integrated into MOBINET to widen
information possibilities. This meant the expansion of
internet and the creation of mobile phone (so called
WAP) services.
- MOBINET is mainly finished by now. But there are
several follow-up projects which intend to promote MM
in Munich in the future. One of them is the project
“IMBUS” which aims at integrating different MMmeasures and information systems. The goal is to
introduce a “local mobility consultant” and an
“interactive mobility centre” to improve and enhance the
information on MM-measures.
To sum up this first introducing part, one can say that
there is a lot of experience concerning MM-measures in
German metropolitan areas – especially when financed
from external funds.
3
4. The Project IMAGO:
Basic Ideas
integrating
mobility
management
measures
URBAN BUS
in medium sized
towns
integrated
mobility
services
transfer of high
quality systems
URBAN BUS
goes
region
transfer ?
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In opposition to the widespread presence of MM in
metropolitan areas, up to now the matter has almost been
neglected in rural regions.
Even market leaders in the rural public transport market
like the small towns of Lemgo or Detmold – two small cities
in rural areas with a high public transport quality standard –
have so far not introduced MM-measures.
Our research project “IMAGO” financed by the German Ministry of
Research focuses on small and middle-sized towns with a
high quality public transport system
(The abbreviation IMAGO stands for: “Innovative concepts for transport
systems and their marketing in small towns and rural communities with
exististing local busses”).
IMAGO deals with two main issues:
- the first question is whether and how to transfer the high
service quality from within these small cities to the
surrounding areas and achieve a better level of public
transport in the whole region.
- The second intention is to look for new ways of promoting
the existing urban transport systems by integrating mobility
management measures.
4
5. Concepts to be tested
Job Ticket
Car-Sharing
Mobility-Centres
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the following, the focus will be set on this second
approach of “IMAGO”: implementing MM in these small
and middle-sized towns.
“IMAGO” refers to measures which have already been
successfully introduced in metropolitan areas and tries
to identify the chances and possible methods for the
adaptation and implementation of MM in rural regions.
In this context the project deals with the following
concepts:
job-ticket
car-sharing
mobility-centres.
5
6. Framework Conditions for
Mobility Management Measures in
Urban and Rural Areas
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
When trying to transfer and adapt MM-measures from
metropolitan areas to rural regions one should first
assess the framework for the introduction of such
measures.
In the following section the differences between the
framework conditions of both spatial contexts will be
pointed out.
Furthermore, solutions and implementations developed
in the project “IMAGO” will be presented by my
colleague Werner Gronau.
6
7. Framework conditions: Job Ticket
URBAN
+ high costs for parking
+ low availability of
parking space
+ congestion during
rush hours
+ concentration of big
companies
+ high population
densities
Universität Paderborn
RURAL
- marginal or no costs
- high availability of
parking space
- easy access during
rush hours
- small enterprises,
often widespread
- low population
densities
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Different aspects are important where the job ticket is
concerned:
one has to consider the varying costs for parking lots. From a
solely economical point of view high parking costs and a
general scarcity of urban parking space areas favour the
introduction of job tickets by companies.
Furthermore, the accessibility rate in the rush hour can be
better guaranteed by a good urban public transportation system
than by cars.
in rural areas the parking costs are only marginal and normally
companies lying on the outskirts can be easily accessed by car.
in urban areas there is usually a strong agglomeration of big
companies leading to a strongly focused spatial demand. There
are fewer big companies to be found in small rural towns and
these are usually spatially widespread.
this is an important issue when one considers the much lower
density of the public transport system in a rural area. Problems
are also created by low population densities accounting for a
lower demand.
7
8. The example of Lemgo:
industrial estates are only partially linked to the bus system
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Universität Paderborn
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Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Exactly these framework conditions were detected
during the project work of “IMAGO” in Lemgo, a case
study town with a population of about 40.000
inhabitants.
The survey showed that public transport infrastructure
covered only a minute part of the small and widely
scattered industrial estates on the outskirts of the city.
Due to the current public finance situation, possibilities
to upgrade and enhance public transport infrastructure
are rather small.
This means that other target groups for the job ticket
scheme had to be identified.
8
9. The example of Lemgo:
during the morning peak hour the capacity is filled by pupils
60
passengers/bus
50
40
30
20
10
:0
0
:0
0
17
18
:0
0
:3
0
16
:3
0
16
:0
0
15
:3
0
15
:0
0
14
:3
0
14
:0
0
13
:3
0
13
:0
0
12
12
:0
0
:0
0
11
:0
0
10
:0
0
08
09
:0
0
:3
0
07
:3
0
07
06
06
:0
0
0
departure time
other passengers
Universität Paderborn
pupils
max. seatcapacity 25 or 27
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Moreover, it has been detected that – as in many
smaller towns – the public transport capacities are
strongly orientated at the demand of school traffic
Here we see that the “ordinary” passengers are
“pushed out” of the buses in the rush hour by the high
number of school children. This means that during the
peak traffic hours in the morning there are nearly no
capacities for commuter traffic, in other words the
working people are discouraged from using the buses
due to the large numbers of school children.
9
10. „Stadtbus“ Lemgo
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Whilst trying to introduce a job ticket concept for Lemgo one also has to
consider the strong orientation to the city centre of the transport system,
which meant utilising the good accessibility of the inner city area especially
the pedestrian zone. In Lemgo all four bus lines pass through the old inner
city and the pedestrian zone.
The consideration of the general framework lead to the introduction of a
job ticket designed especially for people working in the retail and service
sector; most of these sectors start work after 9:00 am and are also situated
in the city centre. Higher accessibility of the inner city area with public
transport can be seen as an advantage of the system which can be used
to balance out capacity and infrastructure deficits.
The strongly structured retail system in Germany and the strong
involvement of the local umbrella association enables the introduction of a
broad and diversified job ticket system. Since the project has only just
been started it is hard to assess the quantitative results – up to now, the
response is very encouraging.
This example clearly points out the importance of establishing new coopera-tions
and of finding solutions for small structures when trying to apply MM-measures in
rural areas. Whereas in urban areas the big companies constitute the main
customers for the job tickets, – public transport enterprises usually do not
consider companies with less than 100 employees – in rural areas it is often
necessary to find new co-operation partners in smaller companies. Besides it is
harder to convince companies in rural areas to buy job tickets, especially at the
edge of the town as they do not face major parking space problems.
10
11. Car Sharing:
distribution according to community size
Community Size
Up to
Up to
Up to
Up to
More than
10.000 in. 50.000 in. 100.000 in. 200.000 in. 200.000 in.
Communities with
Car-Sharing Services
0,01%
7%
30%
71%
100%
Proportion of Cars
deployed for Sharing Car
in Germany
0,4%
6,5%
6,2%
11%
75,9%
Population Proportion per
Community Size
17%
26%
22%
Universität Paderborn
35%
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the past years the concept of car-sharing developed
positively. However, car-sharing is mainly restricted to
large cities and urban areas.
Up to today there are hardly any car-sharing services in
cities with a population of less than 50,000; these cities
represent 43% of German national population.
Considering the proportion of cars used for car sharing
purposes, it is noticeable that that 87% of these cars
are accessible to only 35% of the population living in
cities with more than 100,000 inhabitants.
11
12. Framework conditions: Car-Sharing
URBAN
RURAL
+ high quality public
transport
=> good accessibility
for car sharing
centres
- less frequent services
=> low accessibility
of car sharing
centres
- high car densities
+ more positive
attitudes
Universität Paderborn
- low population
densities
= low cost e
- ffectiveness
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
This phenomenon can be explained by the following conditions:
high quality public transport systems in urban areas facilitate good
accessibility for car sharing centres even on weekends and holidays.
n contrast to that public transport systems in rural areas offer less frequent
service in these days which results in a low accessibility of the centres.
The main aim for the introduction of car sharing – which was to provide
better services on weekends and holidays – cannot be reached because
of the low accessibility of the car sharing centres.
The greater car density per resident in rural areas notably decreases the
demand for car sharing services.
The low demand for car-sharing services in rural areas is even reinforced
by the low population densities.
Both aspects are the cause for a low cost-effectiveness of each single car
sharing locations, when supposing that the catchments area can not
exceed several hundred meters.
Different surveys have shown that there is a greater number of people
prone to car sharing activities in urban areas than in rural areas; this has
had a further disadvantageous effect on the demand side in rural areas.
These mentioned framework conditions also formed the starting situation
for the project in Lemgo. The first priority of the project was to introduce
long-lasting and economically feasible solutions, thus in this case it was
necessary to develop a cost effective alternative.
The precondition for an economically feasible venue includes finding
locations for car-sharing-vehicles with a sufficient demand in a given
catchment area.
12
13. The example of Lemgo:
possible car-sharing locations
car-
#
$
%
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In a household survey performed in this context it was
constituted that due to the high car disposal in rural areas
the demand for car-sharing services is only moderate.
Car sharing services were only requested for the seldom
case where an additional car was needed to the existing
family cars. Furthermore, it was not possible to detect a
spatial pattern in these requests.
Another problem in this case was that due to financial and
organisational deficits it was not possible to offer these
services at more than one location; the potential demand in
all suggested locations was found to be insufficient to
guarantee an economic feasible solution
The potential demand was determined using the population
figures of the surrounding radii and the average potential
use per resident which was calculated based on the results
of the house-hold survey. These figures corresponded to
other research studies performed in this field.
13
14. The example of Lemgo:
potential demand for car-sharing locations
car-
potential users
100
80
60
40
20
0
250 m
500 m
750 m
dis tance
Location 1
Universität Paderborn
Location 2
Location 3
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
Taking the previously mentioned conditions into account, it
was impossible – in this case – to recommend any of the
suggested locations for the introduction of car sharing.
The low population densities characteristic for rural areas
and the low demand for car sharing services can mainly be
held responsible for the failure of the project in the case
study area.
These two reasons lead to very large catchment areas
when trying to introduce car sharing locations.
Unfortunately, in rural areas these are necessary to
achieve sufficient demand for the service.
Large catchment areas, however, combined with a
deficient public transport system outside the peak traffic
hours, lead to unacceptably long travel distances for the
customers. In addition to private customers it would be
necessary to include companies and local administration to
ensure a cost covering use of the cars. In the project
“IMAGO” this cooperation failed due to the different
interests of the parties involved.
14
15. Framework conditions: Mobility Centres
URBAN
RURAL
+ public transport
- basic lack of
perceived as a
acceptance for inter
transport alternative
modal choices
=> lack of information
=> priority on
influencing
perception
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the following there will be shown the framework
conditions for the introduction of mobility centres in
rural and urban areas:
There is a fundamental difference in perception of
public transport in urban areas and public transport in
rural areas. In opposition to rural areas public transport
in urban areas is perceived as a transport alternative
even by non-users.
The main problem of public transport in urban areas is
the lack of information about the system, whilst in rural
areas there is a basic lack of acceptance for this
alternative. The first priority when introducing mobility
centres in rural areas would thus be to try to establish
public transport as a perceived transport alternative and
the second priority to disseminate information on the
structure of the system.
15
16. Framework conditions: Mobility Centres
URBAN
RURAL
+ public transport
- basic lack of
perceived as a
acceptance for inter
transport alternative
modal choices
=> lack of information
=> priority on
influencing
perception
- unsufficient financial
resources
- greater need for
cooperation
- low population
densities
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
The already existing demanding preconditions for mobility centres in rural
areas are further enhanced by the bad financial resources of public
transport in these areas. Problems also arise because services offered in
rural public transport are mostly shared by different companies.
Public transport regionalisation laws issued by the European Union in the
90ies resulted in a strongly varied constellation of administrative
responsibility structures, especially in German rural areas.
The cooperation needed for the introduction of mobility centres in rural
areas is harder to achieve because of the large number of small and very
small enterprises which offer public transport and consequently are
responsible for the financing of these centres.
Low population densities and the resulting low demand are often reason
for doubts concerning the necessity of such services.
All these constraints had to be taken into account when developing a
mobility centre concept for rural areas. The high degree of dispersion of
the population has been the reason to look for new solutions instead of
adopting the already existing ones within the metropolitan areas, i.e. in
form of great mobility-centres at one central location. To achieve an
optimal perception of public transport it is necessary to develop small
decentralised mobility centres which offer the maximum vicinity to the
potential customers. The cost framework for these small centres has to be
realistic.
To keep costs low it is essential that running costs such as personnel and
rent are kept at a minimum level whilst still offering customer friendly
services and also guaranteeing the perception of these services.
16
17. Solution 1: nph-centres
integration in existing structures
Basic principle:
intensive use of information
technology
audio-visual presentation
schedules of public transport
individualised schedules
telephone-hotline
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the region of Paderborn, which is characterised by a large
number of small villages, a concept of mainly self-explanatory
information offers was chosen for the mobility centres.
This concept mainly used digital and audio-visual communicationchannels to lower the need for individual guidance by staff.
These computer-terminals have been integrated within the so
called “citizen centres” which offer a great variety of public
services to their citizens. These institutions are part of the local
administration and are to be found in the municipalities. This
integration ensures a high frequency of customers and at the
same time enables these customers to ask for guidance in using
the information terminals.
The aspect that the citizens are already familiar with these “citizen
centres” as source of important communal information makes
these centres a very good platform for new information services.
In detail, these terminals offer the possibility to get:
an audio-visual presentation of the local public transport system
schedules and leaflets of actual public transport-system services,
individualised schedules for their place of residence and also digital
schedule-information.
very detailed information about the local public transport system via
integrated telephone-hotline.
17
18. Solution 2: SVH-Service-Centre
integration of other functions
Basic principle:
cooperation to achieve effective
utilization of employees
banking functions
travel agency
tourist services
ticket agency (events)
railway agency
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
In the second regional context – which is characterised by a more compact
settlement structure and a higher population density – there was the possibility to
use a concept which is pretty similar to the concepts used in urban areas. In an
intensive co-operation with a local bank the mobility centre was implemented as
a real information agency with a specialised staff.
In other words the concept worked right the other way round than it did in
Paderborn. In this case the mobility centre was not integrated in an already
existing bank agency, but bank services were integrated into the new mobility
centre. This co-operation is necessary to ensure the needed customer frequency.
The co-operation is based mainly on the aspect that the bank pays the rent for
the agency and can therefore be sure that if any problems should arise whilst
customers are using these computer terminals, the staff of the agency will be
present to offer some guidance and at the same time “look after” the terminal.
This procedure also protects the bank terminals from possible vandalism. A
travel agency is also part of the centre to ensure a more efficient use of the
mobility centre staff. Beside classical tourist services the agency also offers
tickets for the German railway system and a ticket service for local events. This
multifunctional use of the centre staff ensures long opening-hours with a quite
low cost level. Apart from these financial advantages, the multifunctional concept
guarantees a great number of customers, which also helps to improve the
perception of the public transport system and stress its existence to the citizens.
These two different successful implementations show the principal possibility of
transferring the concept of mobility centres developed in urban areas to the
spatial context of rural areas.
However, they also stress the need for cooperation between different partners
and institutions which is necessary to ensure the needed customer frequency
and to establish a solid financial base for such services.
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19. Conclusions
•
unfavourable financial and organisational conditions
•
small numbers of potential users & unfavourable perception
on the demand side
•
appropriate solutions have to be developed by preventing
any extra costs
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
As a first conclusion one can say that, compared with
metropolitan areas
- The small budgets for public transport in rural regions are a
major constraint when trying to implement MM-measures in
rural areas. The disadvantageous financial situation for public
transport is often enhanced by a complicated structure of
responsibilities.
- Furthermore the public transport in rural regions has to deal
with large service areas where only a very limited number of
potential users live. The situation is furthermore unfavourable
because of the strong attitude of the rural population towards
private car-use. This corresponds often with common political
opinions in the regions that high quality public transport is just
not necessary.
- Under this conditions there is little chance for innovative
approaches which are likely to induce deficits. This means that
all projects which were planned had to work almost without any
extra costs. So it is not the perfect offer we looked for, but the
best offer possible with a certain budget. The presented
examples may give an idea of possible solutions under these
framework conditions.
They prove that despite great financial problems, innovative
solutions can be developed. The most important aspect is to
find innovative partners, which are interested in improving the
situation of public transport systems in rural areas.
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20. Conclusions
•
unfavourable financial and organisational conditions
•
small numbers of potential users & unfavourable perception
on the demand side
•
appropriate solutions have to be developed by preventing
any extra costs
developed solutions always include certain constraints
•
–
–
–
–
•
limited transfer possibilities
creative solutions are necessary
low degree of standardization
adjusting the solutions to the local situation need a lot of work
and offers a comparatively low potential
one day the developed solution may become a model for
optimizing solutions in metropolitan areas
Universität Paderborn
Dipl. Geogr. W. Gronau & Prof. Dr. A. Kagermeier
Angewandte Anthropogeographie und Geoinformatik
The developed projects had to deal with the local situation and
find appropriate solutions for the regional context. By
implementing new solutions the perception of public transport
systems as well as the local knowledge of alternative mobility
measures can be improved in the long-run.
- Otherwise, this presentation also wanted to stress on certain
constraints in rural areas which are very hard to cope with. Not
all of the MM-measures which are used in urban areas can also
be transferred to rural regions.
Furthermore they have to be designed in a much more creative
manner and the solutions have to strongly focus on the local
conditions. This means that MM-measures in rural regions can
not be as highly standardised as they are in urban areas.
- Nevertheless, MM-measures developed under the quite
unfavourable conditions in rural regions might one day become
a model for optimizing the nowadays existing solutions in the
metropolitan areas towards a higher degree of effectiveness.
20