Realexperimente sind in Stadtplanungspolitik und Mobilitätsforschung in Mode gekommen. Doch welchen Beitrag können sie zur nachhaltigen und sozial gerechten Verkehrswende liefern? Eine neue Studie zeigt, woran es bei der Arbeit mit den Reallaboren hapert.
Am 06. Oktober 2022 fand die Fachtagung „Verkehrswende: Urbanen Raum neu denken“ der EXPERI-Forschungsgruppe statt. Im Place of Participation am Kurfürstendamm – eine urbanen Zwischennutzung - fanden sich neben den Forscher*innen des EXPERI-Teams knapp 100 Gäste zusammen.
The 10% share of motorised private transport (MIV) calculated in the 2050 scenario (incl. car sharing, taxis, etc.) must have 100% alternative drive systems. This vision is supported at the municipal level in particular with subsidies for charging infrastructure for electric automobility. This long-term scenario illustrates that electric mobility, along with other alternative drive technologies, is seen as a key to achieving a decarbonised and sustainable transport system. Against this background, this article examines how the efforts to attain a 10% rate of motorised private transport in Berlin are currently distributed spatially.
This blog article investigates whether there is a correlation between car ownership and socio-economic situation of the inhabitants in Berlin. For this purpose, the car ownership rate (cars per 100 inhabitants) is compared with the socio-economic status on the level of 436 lebensweltlich orientierten Räumen (LOR).
Younger children up to the age of 9 are most often killed as passengers in cars; children aged 10-14 are most often killed on bicycles, but in 2019 most children were killed as pedestrians. It is not surprising that for children, especially the way to school is dangerous.
Due to the continuing population growth in large cities and the associated redensification of inner-city areas, there is an increasing lack of green and open spaces in many urban neighbourhoods and public space is becoming a scarce resource. Therefore, the question arises as to which areas in the city can be transformed into meeting places so that the social function of public spaces is strengthened.
Since 2019, women and mobility have increasingly been the topic of various media formats, events and politics. The core message of the debates is always: "Women move differently than men". But what does that mean exactly? How can the different mobility behaviour be explained and what does this mean for (planning the) transport transition?
Here are the slides for the presentation at KONRAD21 as a pdf-file and a detailed list of recommended readings on the topics of transformation, change, transport transition, pop-up bike lanes and their effects, and psychological resources for sustainability.
It was one year ago that the first pop-up bike lane was established in Berlin at Hallesches Ufer. Many more followed - especially in the district Friedrichshain-Kreuzberg. Air quality measurements on Kottbusser Damm show that cyclists are now exposed to less air pollution in the form of nitrogen dioxide (NO₂) than before the pop-up bike lanes were set up - regardless of the pandemic.
Especially in cities, public space is a scarce resource and different user groups claim this space. In the inner city of Berlin, less than half of the households have a car and the majority of daily trips (82%) are made by walking, cycling, or usage of public transport (source: SrV 2013). Therefore, the question arises how public space can be designed in the context of the transport transition to benefit as many people as possible and to promote active mobility.