HOW WILL WE be MOVing WITHIN THE CITIES in 2050? a report for the future of our mobility
Hamburg ahead A project by
hAMBURG marketing gmbh Cities are competing - competing to attract talents and companies, as these are the driving forces for successful economic development. It has been recognized that location decisions are increasingly influenced by soft factors and not only based on hard facts. In those days, referring to the discussion, the most linked key words are: quality of living, urban innovation and sustainability. In global competition, cities have to prove that they are ready for the future and communicate their efforts and accomplishments for being a ‘smart city’. Hamburg Marketing GmbH as the city‘s marketing organization has developed a strategic marketing plan incorporating and utilizing these aspects. A well-functioning public transport system as well as innovative alternative solutions for mobility are just some of the features a modern city should offer. Thus, Hamburg is already coping with it: 300 meters - barely no citizen of Hamburg lives farther away from the next public transport stop or station. In no other city in Europe are the distances to the next underground, suburban train or bus stop that short. Many of the busses are run by emission-free drives: Hamburg has the world‘s largest fleet of hydrogen-powered busses. Since 2009, a new means of public transport exists in Hamburg - and again emission-free: The so called ,StadtRad‘, a public bike-sharing system. The 129 bike rental stations that have been implemented within the innercity are located at important strategic transit hubs with the beneficial effect that the 1,800 km long bicycle route is used even more efficiently. Different
car-sharing providers, such as Car2go, complete the variety of sharing opportunities in Hamburg: being spontaneously and individually mobile are just two of the advantages. Not only the number of vehicles per inhabitant but also the emissions significantly decreased in Hamburg since the mix of public transportation, carsharing, carpooling and private transport is available. The EU commission has acknowledged Hamburg’s pioneering role in engagement for environment and climate protection: Hamburg was selected to hold the title as the ‚European Green Capital 2011‘, which resulted in even more motivation and obligation for new actions and ideas contributing to a more sustainable future. Hamburg Marketing GmbH has initiated a dialogue about the mobility of the future with the City of Copenhagen, also seen as one of the pioneers in this field. In the context of the Social Media Week Hamburg and in cooperation with Nexthamburg, excellent impulses have been collected and innovative ideas have been developed - not only for the Free and Hanseatic City of Hamburg, but for cities worldwide. Thorsten Kausch CEO / Hamburg Marketing GmbH
nexthamburg The idea is simple: crowdsourcing ideas with a strong community online and taking these posts and comments as a starting point for the further “nonline” work at the ,Stadtwerkstatt‘ sessions to discuss the future possibilities of mobility in a real face-to-face situation. Shared e-bikes? Flying buses? There were no limits to the visionary and utopian character of the ideas selected or started by the Nextmobility community and the workshop participants. What‘s most important: Nexthamburg offers a shelter for “no-no-debates” and works as an incubator— where ideas may one day become reality. The following report states the opinions, visions and ideas collected and gathered during the online as well as nonline process and prepares the way for a mobility vision for Hamburg and Copenhagen in 2050.
How will we be moving within our cities in 2050? - A remarkable question, since mobility and connectivity, time of traveling and the intentions for mobility itself get more important and deeper into the focus of interest. Time is rare, fossil energies as well, peak oil potentially already reached and the voices to strike for a change in urban mobility approaches are getting louder and louder. Still questionable: how does this process towards a more sustainable world of mobility work? As a contribute to a valuable answer to this question, within the framework of the Social Media Week Hamburg, Hamburg Marketing GmbH collaborated with Nexthamburg and started the online platform nextmobility.net. Users from all over the world were and are still invited to post, share and discuss their visions and historic concepts. Existing best practices allow a transfer of ideas — helping to create a vision for our future mobility.
Julian Petrin Nexthamburg
How will we move within cities in 2050? the mobility sector, a comprehensive successful city development must be achieved. This cannot occur without an extended re-articulation of the transport system structure and the provision of new services, both in transforming brownfields areas or new expansions in greenfields. Based on these first reflections, a need for a vision for the cities of tomorrow arises that is able to give a reference in the complex and articulated development process. A vision, which identifies key concepts and shared principles from where to start and clear objectives to what direction to tend; it defines a theoretical and spacial framework for sectoral actions and the way of their integration. It can only be built with an active involvement of a wide range of actors, in particular citizens, since participation is the only guarantee for a more equal shared and accepted process.
Cities are not only vibrant living spaces but also a place where people, goods and capitals converge and flow together. On the one hand, the concentration of interactions, movements and activities, within the urban environment, have a great potential; on the other hand, unfortunately, this can cause conflicts and problems: presence of pollution, lack of efficiency, inadequate accessibility to services, insufficient level of safety, higher costs and uneven social inclusion, are just a few of them. In addition, the urban population with its lifestyle, needs and expectations - is increasing and evolving; the provision of services of any kind is becoming more and more challenging. It is obvious that the current situation of cities needs some adjustments and changes; nevertheless, a sustainable approach â&#x20AC;&#x201D; within economic, environmental, social spheres â&#x20AC;&#x201D; in this process is highly desirable. Mobility is one of the sectors in which this renovation can and should take place, since it is considered as a fundamental prerequisite for the overall development and a basic need of the everyday life. Research and pilot projects employing new technologies and renewable energy sources that generate and produce more efficient vehicles and networks, ICTs and the internet supply more information and allow the provision of a variety of services to the users. New sensibilities in public debates change the daily life of citizens in the direction of using less polluting modes of transportation like bikes, claiming of greener cities and more livable streets, addressing personal choices like car ownership to more community-responsible decisions. Together with these innovations and improvements within
Why is it important to build a vision?
What can we learn from the cities of today?
How could the positive features of the cities be replicated and boosted for the reduction of current problems and for the successful development of the
Which are the
cities of tomorrow?
new themes and challenges for urban and metropolitan mobility?
Why should the people participate in creating the vision?
Who are we?
Nexthamburg is a non-profit organization, engaged in public participation within urban and territorial planning activities, projects and plans. Nexthamburg is also the name of a pilot project, launched in 2009 within the framework of the National Urban Development Policy, funded by the Federal Ministry of Transport, Building and Urban Development. The core of this pilot project is an online platform for Hamburg‘s citizens that collects ideas for the city of tomorrow. It is independent and open to all; it tests new formats for participation and develops tools for the citizens that want to shape the future of their city. Since April 2009, thanks to Nexthamburg, many opinions, problems and solutions for Hamburg, coming from the public involvement, are incorporated into the urban development debate and political decision making processes. On the website www.nexthamburg.de, other initiatives, like workshops or events of public interests, are announced and promoted. Among the online participation, some recurrent topics emerged: mobility, public open space and environment, neighborhoods, city life, culture and
education. These themes are concerning numerous other cities and districts all over the world as well. This initiated the input for the development of many other similar NEXTperiences, mainly in Germany, but also worldwide, in order to provide a platform to the increasing claim of public involvement from the citizens, and for improving shared and participated urban development. In this process, definitions of problems and formulations of solutions are coming up without limits and everything can be expressed, even if it still appears visionary or utopian. Nexthamburg offers a protected space — a citizen‘s project incubator — where ideas can be produced, shared, discussed, ripen and may one day become reality. Due to this framework and with the same principles, Nextmobility has been initiated and developed in cooperation with the Social Media Week supported by Hamburg Marketing GmbH.
What is the intention? Nextmobility is an initiative for public participation dealing with mobility and transports issues, especially within urban or metropolitan areas. It consists of a permanent online platform, which collects ideas concerning several and versatile topics, like sharing private vehicles, reorganizing and restructuring urban mobility infrastructure and services, supporting sustainable forms of non-motorized and energy-saving transportation modes, and finding new technological solutions. The themes, deriving from the participation of the online community, are discussed during workshops, called sessions, or public participation events. Nextmobility would like to engage everyone around
the world, sparking off the common sensibility about sustainable mobility and the related development plans, pointing out concrete or visionary solutions to daily mobility problems, defining shared principles and collecting expectations and wishes for the future cities and their transport systems. This report aims to be a catalogue of opinions, best practice examples, topics for discussion and the starting point for the definition of Hamburgâ&#x20AC;&#x2DC;s and Copenhagenâ&#x20AC;&#x2DC;s mobility vision for 2050.
STARTING POINT: SOCIAL MEDIA WEEK 18 – 22 Feb 2013 p. 10 – 11
INPUT 1: ONLINE PARTICIPATION
INPUT 2: WORKSHOP
23-24 Feb 2013 p.18-27
Six points of view p.16-17
Group bordeaux: car-free region p.20-21 Group olive: distric as bazaar p.22-23 Group gold: liveable streets p.24-25 Group lachs: variety of mobility p.26-27
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DEBATE: 11 THESeS
WHAT is the process?
for the debate and contributed to the definition of recurrent topics or goals (called Thesis), or supported feedbacks for the ideas collected on the website and their first elaboration. The material gathered until now is integrated into a Vision for the future urban mobility. However, the process is not over yet: new inputs and more feedbacks will come soon, and, together with them, a new report!
FEEDBACK 1: STADTWERKSTATT 20 Mar 2013 p.74-77
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OUTPUT 1: VISION FOR COPENHAMBURG p.78-81
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The entire Nextmobility project, including this report, is a continuous process. On this page and in this report, the main steps and activities are presented in a timeline. Nextmobility was launched officially in February 2013 during the Social Media Week Hamburg and Copenhagen with the support of Hamburg Marketing GmbH. It continuously developed through online participation and many other events, such as the Workshop and the Stadtwerkstatt, which are inputs
NEXT STEPS p.82
STARTING POINT: Social Media Week Social Media Week (SMW) is the largest global public event exploring the social, cultural and economic impacts of social media within an international network of cooperation and interacts among 11 cities:
Hamburg, Copenhagen, Paris, Milan, Lagos, Singapore, Tokyo, Miami, New York and Washington DC. This year, in the week of 18-22th of February, the SMW was taking place in all of these cities simultaneously.
What have we done? Nextmobility is a project by SMW Hamburg, SMW Copenhagen and Nexthamburg, with the support of Hamburg Marketing GmbH and the international partnerships of Sustainia (the Scandinavian Alliance for Sustainable Growth), hi-life, Innovation and Roskilde Festival and Wonderful Copenhagen. The Nextmobility online platform benefits from the international network
of the SMW to crowdsource ideas, visions and best practice examples for an urban mobility vision. On the 20th February 2013, within the SMW events, the presentation of the Nextmobility project took place and the concept was discussed with local and international experts like Esben Danielsen, Director of Innovation and Roskilde Festival or Andreas Leo of Car2go.
prize: best joint SMW session hh-cph
INPUT 1: ONLINE PARTICIPATION Inspiration from all around the world public trasport information and tickets
Car2go Seattle More cars in Seattle Walking tendencies in Vancouver Driverless cars in Nevada Laserlight generated bikelanes Hoverboard
Fast cycling lanes in Washington DC Redefining highways as shareways Bridges with cyclepaths and sidewalks Folding cars Next generation segways
car pooling and car sharing Design, redesign, equipment of street space
Gondola through Favelas PedalSocial
Input 1: online Participation
UK DENMARK Netherlands GERMANY BELGIUM SWITZERLAND Italy FRANCE
More bikelanes Cars elevator, veritical carparks
Froglift system for Austin
Electrified highways in Sweden Redesign of Slussen traffic junction
Nottingham tram extension Safe and well maintained pedestrian ways The worldâ&#x20AC;&#x2122;s smallest car Redesign of Oxford Circus Moving platform Sharedspace Exhibition Roas Smart prepaid card Solar powered railway station Re-opening tram in Le Havre New tramway in Caen Moving walkways in EXPO Zero-fare transport in Hasselt Floating bike roundabout OV-chipkaart Heated bikeways Cargocap - underground goods transport H-bahn driverless monorail German ranking of most biker friendly cities Barrier-free bike cellars Velocar Crossborder tramway Mobility management and land use planning Real time timetable data everywhere 5T and GTT, mobility management Radiobus University carpooling WalkMI around IoViaggio card New driverless automatic metro in Milan Ciclofficina Pedibus Hovering trams Barrier-free public transport No motor car Hamburg-Harburg cable car Bicycle tubes Transport sling shot Mobile viewing tower Hail a bus Horse-only highways Crowdfunding public transit infrastructure True-cost pricing Mobile shared bike stations Moving walkways Parks instead of parking Speed launch for Hamburg Doubledecker trains with bike deck Mobility hub in Hamburg Diagonal pavements Share rides 100InOneDay Driverless metro Copenhagen will become car free Bike highways
bubbles. The majority of them emphasizes the needs and the claim of citizens to have more liveable streets within the urban environment, to promote more sustainable modes of transport and to live in more pedestrian and cyclist friendly cities and metropolitan regions.
The online participation is a never-ending process. www.nextmobility.net has collected 143 posts and 20 comments from all over the world within four months. The posts are organized in four categories: best practices, historic concepts, visions and comments. The topics emerged by this worldwide discussion about mobility for the cities of tomorrow are numerous and diverse; on this page, they are presented in the yellow
143 posts LAST update May 2013
Private companies involvement in public transport services provision
Free public transport in Tallinn
Traffic lights with visual timer
Pony highway One Yuan Bus High density bike sharing Robot legs Catenary free tramways Hover car Straddling bus
Pedestrian friendly cities
BULGARIA Flying bikeways
Superpoolâ&#x20AC;&#x2122;s shared taxi
Bike friendly cities
GPS-based speed limit Rapid bus Directional bus lines
Integrated railway project
Reopening city railway line
public transport fleet improvement
Gondola projct in Lagos Monorail project Massive railway project Aerial drones supply New port and transport corridor
Touristy transports attactons and water transports integrated in the public system
Freights transport, storage and interchange
CityCat Solar ferries Free circle bus Wind-powered vehicles Shweeb monorail
more online PARTICIPATION:
social networks Besides the online platform www.nextmobility.net, there are two other parallel pages within the most famous social networks: Facebook and Twitter. Using the contacts of the Nexthamburg community and enlarging this network of connection, due to the success and the high level of diffusion of the virtual communities, the online involvement is growing and continuously contributing significantly to crowdsourcing ideas. Thanks to their simple and easy interfaces, they permit to receive immediately feedbacks through comments, â&#x20AC;&#x17E;Likesâ&#x20AC;&#x153; or Followers. Moreover, they are used to provide real time information about the events and workshops, activating the online community to take part in the sessions and face-to-face debates.
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114 followers 125
Input 1: online Participation
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1.341 Brasil 102 Germany 25 UAE 23 France 14 Portugal 13 Denmark 12 Austria 9 USA 6 Singapore 6 Italy 5 Indonesia 5 Egypt 5 UK 4 Philippines 4 India 4 Sweden 4 China 4 Swizerland 3 Turkey 2 Spain
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Last update: november 2013
Six points of view „If people do not own cars, a smaller number of vehicles can be in a nearby circulation, thus reducing the overall numbers by 80-90%. This would allow us to convert most parking spaces and garages to more useful and attractive uses. We could also pedestrianize more streets and convert on-street parking lanes into medians for street trees and wider sidewalks.“ Michael E. Arth / In 1999, he founded New Pedestrianism, a more ecological and pedestrianoriented branch of New Urbanism, with the purpose of designing new towns and neighborhoods.
„Using our smartphones with intelligent apps (better: one intelligent app which includes all) we could always find the best transport solution to travel from A to B – globally and not restricted to intra-urban travels.“ Andreas Leo / Corporate Communications Manager of Daimler’s subsidiary Daimler Mobility Services GmbH. With the Car2go brand, DMS is the world’s leading provider of flexible carsharing programs.
„The journey, set as an ultimate goal and intention of moving, will no longer exist. Where travel is undertaken time needs to be spent in order to get from one place to another. Therefore, travelling only seems reasonable if this time can be used to do other things. This means that it will no longer be necessary for individuals to drive themselves long distances. As the self-driven car makes its way to my desired destination, I can work, shop online or Skype with friends.“ Konrad Rothfuchs / One of Germany‘s leading experts in transport planning and research. He is the chairman of the Coordination Committee of the Federal Association of Road and Traffic Engineers (BSVI), chairman of the Association of Independent engineers for road construction in Hamburg (VFIS) and Vice President of the Hamburg Chamber of Engineers
Input 1: online Participation
„In my vision for 2050, we have intelligent, self-learning & zero-emission transport grids. All transport vehicles – cars, bicycles, motorcycles, busses or even tramways – communicate with each other. All this data goes into one smart grid which optimizes our traffic, reduces congestion, delays and accidents.“ Maxim Nohroudi / Founder and CEO of Waymate, explores the potential for better travel solutions.
„We do not think that the city should be a place for cars. Most of the car trips we do inside cities can easily be replaced by either a strong network of public transportation, cycling, or walking, which we see will be a growing priority in the future. Cars will be recognized as a means for long-distance travels, that has nothing to do inside urban areas. “ Eimantas Liudvinovicius and Simon Majdrup Hansen / Founders of BIKWAY, a Copenhagen-based start-up focused on experimental urban planning consultancy, specialized in biking infrastructure.
„The “Smart City” will be taken to a whole new level. Like it or not, we will need to get comfortable with personal digital devices, apps and even augmented reality. In order to navigate the increasing density of urban living, information will become the new lifeblood.“ Matthew J. Rouser / He is co-founder and managing director of Matts’ HB, design and consulting firm. His current project is CityAPI, a new platform for people who want to change the space around them and build community.
INPUT 2: Workshop 4 groups 4 discussion tables and issues, but also potentials and current positive trends, initiatives or services. They were divided into four groups, in order to develop four concepts based on the particular discussionâ&#x20AC;&#x2DC;s topic. Each team produced a plastic model, which shows in syntesis, a possible future structure of urban settlement, transport systems and mobility needs.
The workshop took place during the weekend of the 2324th February 2013 and was one of the initiatives that go simultaneously along with the online participation, in order to receive new inputs, feedbacks and dialogs in a long and articulated way about what is emerging in the debate. The participants were invited to submit ideas and opinions about the mobility network in Hamburg and Copenhagen, identifying not only critical nodes
Input 2: Workshop
GROUP BORDEAUX: car-free region of open green spaces that limit the urban expansion, to provide the inhabitants with a green liveable space, and to ensure a high quality of life. On the other side of the disordered city, there is a less defined sprawling edge of urban settlement with small rural or semi-urban centres or enclaves. Reality is and always will be a combination of these two models, the question is: Which model will dominate? Or will the mix of them persist? And how can the urban atmosphere profit from the different advantages of both models?
Two different settlement structures for the cities of tomorrow: On the one hand, the diffused, disordered, and chaotic model, called “sprawl city”, in which the flexible and economy-supporting development of space is allowed — thanks to car and bus as the dominating modes of transport. On the other hand, the clearly structured model, called „fan city“ or „fingers city“, with dense settlement areas along the axes and green spaces between them, in which long-distance transport is assured with the suburban and regional rail services (concentrated in mobility corridors). The bicycle is used predominantly for local mobility and to reach areas not directly accessable for railways, using proper cycling infrastructure.
In both of the concepts for the city of tomorrow, the presence of transport hubs and logistic centers is fundamental in order to ensure the mobility of people and goods. They could be located, as on the disordered side, scattered and without hierarchy within all the districts, or outside of the city, along and connected with the railway axes, as in the structured city. Which localization is the most efficient one?
In the plastic model built up during the workshop, the two extremes meet along a diagonal line. It shows, on the side of the structured city, dense built-up areas with urban cores along the railway axes and a system
Participants: Johannes Bouchain (picture on this page), Simon Hansen (left picture on the right page), Eimantas Liudvinovicius (right picture on the right page), Michael Schäfer, Stefan Warda
Suburbs will become autonomous cities with a mix of functions, activities, and facilities and will be perfectly connected by the regional and suburban rail network.
Since there will be less private vehicles, car producers will turn into providers of overall mobility services like car sharing or mobility management. They will also produce smaller vehicles, more suitable to the new necessities, such as e-bikes and segways.
INPUT 2: WORKSHOP
„The city of tomorrow will have modular and moveable service buildings (in some cases even 3D printed) or virtual offices, adaptable to the various needs.“
„Commuting is possible also with bicycles: why do not cyclists join in proper commuter groups, to travel together every day?“
„Nationwide ticket integration and standard tariffs or even standardization all over the world are fundamental to facilitate and encourage the use of public transportation.“
GROUP OLIVE: DISTRICT AS BAZAAR The group elaborated a future vision of a monocentric city, in which also a new model of economy is located. Within this settlement model, there are four different typologies of districts, with specific and separated functions. They are connected through an efficient network of mobility corridors with railway lines or water routes (both for freight and passengers) and safe and fast cycling highways.
The working space is articulated in two zones: Within the first zone, a variety of regional goods is produced with handcraft and agriculture, employing the local labor force and providing high-quality standards. The second zone is a logistic center for the freights that cannot be produced locally; in this spot the goods are temporarily stored, before being transported to the city center to be sold or exchanged there.
The living area is characterized mainly by residential buildings and green open spaces; the local mobility is either on foot or by bike. There is no need to mix the functions since the inhabitants can easily reach the city center nearby with public transport system or bicycle. Moreover, thanks to the internet and new ICTs, the inhabitants can order online the products they need and pick them up in the city center, where these on-demand and personalized services are provided.
The most important area is the urban and regional core, as it is the place of social and commercial activities. The inhabitants of the region come together in an environment full of life with leisure and cultural spaces, that offers a variety of interactions, such as selling or buying, picking up or exchanging products in the quarter shop, pack stations or second hand stores.
Private vehicles will be mainly bicycles, also for goods delivery and transport.
Participants: Felicia Baatz, Malte Kramer (picture on this page), Christoph Ludwig, Renate Wegener (picture on the right page), Fabian Winkelhofer, Dagmar Winkelhofer-B端low.
In the city core, there will be pack stations. They function as post offices, where people can pick up the goods they ordered online in order to reduce the motor traffic for freights delivery.
INPUT 2: WORKSHOP
Better design and equipment of traffic nodes such as mobility-hubs: more BIKE GARAGES, more CAR- or BIKE SHARING services, more trains with BIKE WAGONS.
If people pay a CARBON FOOT PRINT tax for nonregional products, they will be encouraged to buy locally produced goods.
More types of vehicles and public transport system services: WATERTAXI and FERRIES integrated within the network.
GROUP GOLD: LIVEABLE STREETS The amount of city surface that is used for car parking is immense. If we would have less or no cars, we could have more space for living and green areas.
The cities should be organized in autonomous zones, in which the inhabitants can get everything they need â&#x20AC;&#x201D; in order to reduce the necessity of long-distance mobilty and promote the local community interaction.
The multitude of traffic signs can be reduced since there will be no cars on the streets anymore.
All the cities should have movable walkways in order to speed up and ease walkable connections.
The groundfloor of each building should become a semi-public permeable space, in which retail and small production areas or facilities are located. They could also be temporarily located on the sidewalks.
INPUT 2: WORKSHOP
The streets need to be categorized and redesigned according to the purposes and to ensure more safety for the citizens.
than todayâ&#x20AC;&#x2DC;s heavy and individual motorized traffic. The redesign actions, such as changing pavements, enlarging sideways spaces, equipping it, locating cafĂŠs and restaurants or retail shops at the ground floor of the buildings or partly on the sidewalks, can enlarge and enrich the surface dedicated to living activities. Walkable distances or new uses of the street space can be sparked off with events, such as street festivals, guided walking tours or walking busses.
The urban model developed in this group refers to the concept of liveable urban space. Pollution, noises and safety issues caused by motor vehicle transit in the street space affect the quality of life within a neighborhood and the social practices of users and inhabitants. Starting from these first consideration, the group tries to imagine, through the realization of the plastic model, to find some possible initiatives or physical interventions to progressively transform the street space into a living space.
The goal of all these actions is to encourage the liveable character of the streets and their attractiveness.
On the one hand, traffic calming regulations or removing traffic signs can discourage car flows through a neighborhood; on the other hand, the provision of more and newer public services, like e-bikesharing, cycle taxi, urban ski-lift (also called cable car) or free tickets for public transport, can encourage the people to use more sustainable and efficient transport modes that interfere much less with the urban living quality
Participants (from left to right): Winfried KĂślsch, Christian Scheler, Thomas Prill, Johannes Lagemann, Renate Spiering, Lale Welker
GROUP LACHS: VARIETY OF MOBILITY
Mobility is just one of the aspects that needs to be taken into account in this management process. The sector provides a privileged environment, where
innovative solutions can be developed and tested through experiments: this can make the difference in the overall improvement of urban environment! The model of this group summarizes and links the majority of the ideas emerged by other groups and from the discussion, since everything contributes significantly in shaping the future city and its mobility. The priority topics are identified as the improvement of public transport networks and bicycle lanes with a variety of structures for different scales, provision of green spaces and liveable districts and streets, as well as an organized and integrated system of freights transport and delivery services.
Hierarchy in the transport sector is always needed to differentiate the flows and adapt them to the features of the living environment and activities nearby.
The regional network needs to be assured by a public rail system and cycling highways as well as pedestrian friendly paths; in terms of the local mobility, this will only be with bicycles, also for freights distribution.
The focus for this group is the management of the city itself, and the discussion that deals with the question of how it should or can be implemented. The city is a complex organism, a patchwork of nucleous or urban settlements with different kinds of buildings and functions. Based on this idea of city, the task of administrators, politicians, urban planners and architects inculde the integrated, implementary, efficient and smart management of the city.
INPUT 2: WORKSHOP
Participants: Marie Seifert, Peter Bollmeyer, Felix BlaĂ&#x;, Philip Wetzel, Anna Blume (on the left side), Julian Petrin (on this page)
Public transport should increase not just in terms of services provided to users, but also in offering internal education and more employment possibilities.
The city needs more experiments to test if the projectsâ&#x20AC;&#x201D;especially concerning mobilityâ&#x20AC;&#x201D;are working or not, and their effects need to be reversible, if they are not the proper and best solution.
Transport and urban planning should be managed by the same public body, since the development of one without the other is impossible. Therefore, an integrated management is desirable.
DEBATE: 11 THESeS
DEBATE: for the mobility in the cities of tomorrow
Starting from the inputs emerged during the workshop and referring to the main recurrent themes of online participation, the debate has been addressed in the direction of the formulation of eleven theses for the mobility in the cities of tomorrow:
01 innovative and more efficient vehicles types will be promoted,
02 Traffic will be more self-organized and self-organizing,
03 Inner cities will be almost free of big motor vehicles,
04 Inner-city streets will become liveable spaces,
05 Bicycles will become the main mode of transport,
06 Sharing will be the new owning, 07 Everybody will be a mobility provider, 08 transport of goods will be mostly local, 09 Freights and passengers will go together, 10 The end of commuting: suburbia will become proper urban centers,
Our cities will offer mobility experimental zones.
innovative AND MORE EFFICIENT VEHICLE TYPES WILL BE PROMOTED
Participation Stadtwerkstatt: 28
Thanks to new technologies and innovations, thanks to the need of using renewable energy sources or of finding zero-impact modes of transport, many pilot project have been funded and developed in the last years. They can concern single vehicles or entire transport systems, within and outside the cities. The goal‘s intention is a more efficient, more accessible, cheaper, faster, safer way of moving that is compatible not only with the existing urban scace and network of infrastructures, but also with the other daily needs.
DEBATE: THESiS 01
EVACUATed TUBES It is an airless, frictionless, maglev-like form of transportation which is safer, cheaper and quieter than trains or airplanes, and it is perfect to connect the metropolitan areas all over the world. Six-persons capsule travel in the tubes and can reach a maximum speed of 6,500 km/h, and provide 50 times more transportation per kWh. A capsule can travel from NY to Los Angeles in 45 minutes, from NY to Beijing in two hours and make a round-the-world trip in just six hours.
Credit: ET3 Team
Further information: www.et3.com/ Posted on nextmobility.net by: Penny, from Pasadena / 1
hybrid VEHICLES with renewable energy sources engine
Further information: solarsailor.com/ Posted on nextmobility.net by: Vasco Oliveira, from Lisbon / 1
Credit: Nicolás Boullosa
In Australia new hybrid vehicles have been created especially for water transport (on ferries, yachts, tankers) which combine electric motors powered by solar, wind and marine energy, and normal combustion engines. The concept can be adapted also for inland vehicles like cars and buses.
HOVER CARS Volkswagen has started to develop a project, the People’s Car, using the innovative maglev technologies for small private vehicles. Chengdu’s subsoil has many unique minerals; maglev or hover cars use cutting-edge technology and react with the minerals underground to float. The project could provide an alternative to cumbustion engine vehicles, ensuring also a higher level of efficiency, safety and freedom of movements.
Credit: Volkswagen via You-Tube
Further information: www.youtube.com/watch?v=Ew4Y5HLyT6c&feat ure=player_embedded Posted on nextmobility.net by: Hover, from Chengdu / 1
Further information: www.shweeb.co.nz/ Posted on nextmobility.net by: Liz, from Vienna / 1
Credit: Agroventures Adventure Park
Shweeb is monorail circuits, from which highly efficient pedal-powered pods are hanged. The users lie back in a recumbent position and move with pedals: the speed of 45 km/h is easily reachable with a little effort. The first pilot project is funded by Google, called now Agroventures Adventure Park, consists of 200 metre track in Rotorua City, New Zeland. A possible replication in an urban environment could guarantee a safe and sustainable new mode of transport.
TRAFFIC WILL BE MORE SELFORGANIZED AND SELF-ORGANIZING The new challenges must deal with a high level of flexibility of routes, sudden and irregular changes of usersâ&#x20AC;&#x2DC; quantity in transport net, necessity of rapid connections within congested and dense districts, compatibility of mobility with living spaces, multiplicity of modes and services available to the users, complexity in interchange stations, personal and specific needs of users. All these factors could imply modifications of the traffic flows or on the physical space. Adaptation and adaptability of services and urban space is a key concept for the city of tomorrow.
DEBATE: THESiS 02
Participation Stadtwerkstatt: 9
Credit: BIG architects
The group of BIG architects elaborates a vision for the city of tomorrow, in which vertical building facades appear unchanged, but the pavement is transformed into a reprogrammable surface replacing the fixed elements of driveway, sidewalk or square; these smart streets will enable the city to adapt to the changes of urban life like traffic flows or reacts in real time. Further information: www.archdaily.com/77103/bigs-proposal-for-theaudi-urban-future-award/ Posted on nextmobility.net by: Jamala, from Marseille / 1
SELF-IMPLEMENTING MOBILITY MANAGEMENT The mobility company 5TT from Turin provides real time information about congested streets, bottlenecks and accidents to all the (public and private) vehicles through GPS, radio, SMS, calls, based on cameras observation and user‘s signals or devices on public and private vehicles. It controls the access to limited traffic zones and intervenes directly on changeable road signs such as traffic lights and bus stop panels.
Posted on nextmobility.net by: Maria, from Hamburg / 1 Further information: www.5t.torino.it/5t/
Banning traffic signs
The Dutch City of Drachten has made a traffic experiment, initiated by the traffic engineer Hans Monderman. Almost all traffic lights and signs have been removed in the townâ&#x20AC;&#x2122;s center trying to improve traffic safety, based on the theory that drivers pay more attention to their surroundings when they cannot rely on strict traffic rules. Previously, the townâ&#x20AC;&#x2122;s center had an average of 8 accidents per year. In the first two years after the system was introduced, yearly accidents were reduced to 1.
Further information: www.fietsberaad.nl/library/repository/bestanden/ Evaluation%20Laweiplein.pdf Concept suggested by: Team Gold during the workshop
FLEXIBLE CITY: MODULAR AND MOVEABLE BUILDINGS OR FUNCTIONS
Further information: www.archdaily.com/27386/platoon-kunsthallegraft-architects/ Concept suggested by: Team Bordeaux during the workshop
Platoon in Seoul is just one of the examples of moveable cities. This structure is made with 28 iso containers and can host several activities and functions. As an icon of a flexible architecture, containers structures form a construction that can be rebuilt anywhere at any time, and it can go along with the needs of people, moving infrastructures closer to the users or consisting of temporary transport or logistic hubs.
INNERCITIES WILL BE ALMOST FREE OF BIG MOTOR VEHICLES The central area is the core of a city, a place to meet and a symbol of identity for its inhabitants. For this reason, it is important that the citizens are able to use the space safely and free of pollution, congestion and noises caused by motor vehicles transit. There are different ways to limit or forbid their use. For example, banning car traffic from the city center, providing alternative services to users or setting charges to reduce motor vehicles and traffic jams.
DEBATE: THESiS 03
Participation Stadtwerkstatt: 22
WORLD WALKING BUS
Credit: Road Safety GB
A walking bus, or pedibus, is a form of student transportation for school children, supervised by a small group of adults (volunteer parents or grandparents, policemen, teachers), who walk the children to school, in the same way a normal school bus would drive them there. Like a traditional bus, the walking bus has fixed routes and stops including scheduled pick-up times. This initiative is a valid alternative to a service normally provided with motor vehicles in daily transports. Further information: en.wikipedia.org/wiki/Walking_bus Posted on nextmobility.net by: Maria, from Hamburg / 1
Further information: www.eltis.org/PDF/generate_pdf.php?study_ id=403&lan=en Concept suggested by: Team Gold during the workshop
Credit: Deidre Bell
The pedestrian area in Ghent‘s city center is now the biggest in Europe. In 1996, a huge project of enlargement, funded by city budget with 4.7 million Euros, consists mainly of pavement improvements, paying special attention to the likes between the different pedestrian areas in non-pedestrianized streets. The extension of the surface, the equipment of the area and the pavement‘s intervention increase safety and attractiveness for pedestrians.
Credit: Mikael Colville-Andersen - Copenhagenize Design Company
The car parking slots in Copenhagen decreased due to the installations of cycle lanes , bicycle parking, new pedestrian areas, reallocation of street space for bus lanes and removing curbside parking near intersections. This reduced the number of private cars moving and entering the city daily and achieved a shift to a more sustainable way of transport by bicycles. This approach is part of the Copenhagen‘s mobility policy. Further information: www.itdp.org/documents/European_Parking_UTurn.pdf Concept suggested by: Team Gold during the workshop
CONGESTION CHARGE London has the largest congestion charging zone in the world, activated in 2003. Vehicles entering this zone between 7 am and 6 pm, monday to friday, have to pay a £10-fee per day, called “Congestion Charge”. This charge limits the entrance of motor vehicles to the city center, reducing congestion and raising investments funds for London‘s transport system.
Credit: Mario Roberto Duráán Ortiz
Further information: www.tfl.gov.uk/roadusers/congestioncharging/
INNER-CITy STREETS WILL BECOME LIVeABLE SPACES The policies concerning reduction or elimination of vehicle traffic in innercities need to interact and combined with initiatives, which promote pedestrian and cyclist mobility. Social practices that encourage new uses of open spaces and make it more appealing by redesigning streets or junctions, the organization of events and the opening of temporary activities within these zones should be implemented.
DEBATE: THESiS 04
Participation Stadtwerkstatt: 22
PROMOTING WALKABLE DISTANCES
The idea consists of using vertical and horizontal signs in the urban scape to provide information to the pedestrians about directions and places reachable in a certain amount of time (5-1015 minutes); preferred (sightseeing), fastest and safer ways or the closest metro station are displayed. The main aim is to increase the ways taking by foot within a short distance with a lowbudget project and increasing the value of the public space and urbanscape and its appreciation. Further information: www.slideshare.net/TrafficCamp/ Posted on nextmobility.net by: Maria, from Hamburg / 1
person PARKINg Within the frame of the Duepercinque contest, a creative solution for a parking slot of 2×5 meter (due per cinque) by Springtime has been initiated as a project part of a Public Design Festival competition in Milan. It consists of a human parking slot, whose aim it is to give the parking space back to the public. “Person Parking” seems to be made for low-traffic areas, but can easily be used to extend the liveable spaces on big boulevards.
Further information: www.springtime.nl/work/person-parking
Credit: Royal Borough of Kensington and Chelsea
STREET SPACE REDESIGN ‘Exhibition Road’, which runs from South Kensington to Hyde Park was completely redesigned in 2011. The city of London has changed the street design, the traffic flows and the organization of parking. Now the street is both: a remarkable public space („the cultural heartland of London for artistical, cultural, scientific and academic organizations”) and a mobility corridor. it is a successful example of improvement of the streetscape, through a simple design, and, at the same time, of encouragement of new practices in uses of this open public space and the creation of a cultural district. Further information: www.exhibitionroad.com/ Posted on nextmobility.net by: Nick, from Vienna / 2
The Urban ET Festival was a creative public event, organized by the students of the local technical university, with the purpose of bringing back the love and social interactions to the car-dominated sreets of the Slovakian capital. A 1.2m wide “multilane”, taken out of the 3.5m wide road, which was originally entirely allocated to cars. This multi-lane essentially follows the concept of shared space, and it can be used in any way. Further information: www.eltis.org/index. php?id=13&lang1=en&study_id=3541 45
Credit: www.UzemnePlany.sk – Urban E.T.
PROMOTION OF NEW SOCIAL PRACTICES
Bicycles WILL BECOME THE MAIN MODE OF TRANSPORT Bicycles are a great way to get around: it is a zero-emission mode of transport, perfectly suitable to the urban environment, fast and compatible with other traffic flows and practices of uses of spaces. For all these reasons, projects and programs for sustaining this mode are more and more common and are pursued all over the world.
DEBATE: THESiS 05
Credit: Ursula Bach for Cykelsuperstier
cycling HIGHWAYS In Copenhagen, one third of the inhabitants uses its bike for daily routes, but also for long-distance commuting. For this reason, a network of 26 new “cycling superhighways,” is being built to link the surrounding suburbs with Copenhagen. Those bicycle lanes are for fast and long rides. Several innovations have been tested, such as the “green wave” technology that matches the traffic needs of cyclists. Footrests with bars to lean on at a stop on traffic lights are also implemented as well as bicycle pumps every mile in case of a flat, all to make bikes more attractive to Copenhagen’s citizens. Further information: www.cykelsuperstier.dk/sites/default/files/Cycle%20 Super%20Highways.pdf Posted on nextmobility.net by: Maria, from Hamburg / 2
GOODS DELIVERY SERVICES WITH BIKES Portland Pedal Power is a company , which provides delivery services with bikes. The products delivered could be meals or small goods produced and prepared by retail or coffee shops in Portland, supporting the local economies and offering environmental-friendly transport supply.
Credit: Portland Pedal Power
Further information: www.portlandpedalpower.com/ Concept suggested by: Team Bordeaux during the workshop
WORLD cyclE TAXI The cycle taxi is a small-scale local mode of transport; it is also known by a variety of other names such as bike taxi, velotaxi, pedicab, bikecab, cyclo, beca, becak, trisikad, or trishaw or, simply, rickshaw. It is a human-powered type of tricycle designed to transport passengers by one driver in the front. They have been firstly commonly used in South and East Asia and are now widely driven in major cities around the world for tourists purposes. Further information: en.wikipedia.org/wiki/Cycle_rickshaw
amsterdam the netherlands
Further information: www.fietsberaad.nl/index.cfm?lang=en&section=Vo orbeeldenbank&mode=detail&repository=Bicycle+t ower,+bicycle+platform+and+bicycle+parking+boat Posted on nextmobility.net by: Jason, from Hustonâ&#x20AC;&#x2030;/â&#x20AC;&#x2030;2
The Netherlands are famous all over the world for being bicycle-friendly. The tower at the town center side of the main train station in Amsterdam is the oldest and most striking temporary facility. The tourist office has already adopted this building as a landmark for foreign visitors. It was opened in 2001 and officially houses 2,500 bicycles. However, mostly more than 4,000 bikes park in this garage.
sharing will be the new owning The access to a good or a service has become more important than the fact of owning. Not only because there is a shift of new lifestyles and needs but also due to the benefits and advantages, such as lower costs of less waste. Sharing services are increasing in number as well as the variety of vehicles offered: there is no longer only car or bicycle sharing for individuals, since busses to transport larger groups of people with flexible routes that can be hailed, just like a taxi, exist.
DEBATE: THESiS 06
Participation Stadtwerkstatt: 26
Credit: Daimler AG
It is a car sharing service of two-seats electric or gasoline cars. Users can get an access to the cars, parked randomly all over the city, via a smartphone app. The company charges a per minute rate, with discounted fixed rates for hourly and daily usage also available and applied automatically. The rates are all-inclusive and cover rental, gas, insurance, parking (in authorized areas) and maintenance. In addition, there may be a low fixed annual fee. Car2go cars can park in either specially designated parking spots, or in normal parking areas, with a special permit from the local municipality. Further information: en.wikipedia.org/wiki/Car2Go Posted on nextmobility.net by: Meyer, from Bremen / 2
BUS ON DEMAND
Further information: www.atm-mi.it/it/ViaggiaConNoi/Radiobus/ Pagine/Radiobus.aspx Posted on nextmobility.net by: Maria, from Hamburg / 1
Credit: Comune di Milano
The bus on demand is a local service. A small bus comes and picks up the users at a certain bus stop, at a certain time, after a short call (or SMS, fax, online registration) for reservation; it can drive to any other stop, within or outside the district, without following a defined route or timetable. The fare for the transport is affordable, similiar to the one for normal rides with public transportation systems. The “bus on demand” is an integrated service and complementary to the overall transport system. It can be a useful addition for point-to-point connections beyond the rush hour.
WORLD bike sharing world map
Credit: Junk Tak /Yanko Design
The map shows the location of successful, proposed and ended or failed programs of bicycle sharing all around the world. It tells not only how far bicycle sharing has spread but also the vast number of those programs in developing countries. A quick glance at the full world map reveals a tremendous density of bicycle-sharing programs in Western Europe: Spain, Northern Italy, and especially Switzerland have a high density and number of these programs. Additionally, also Japan has a large number of such systems. Map and further info: https://maps.google.com/maps/ms?ie=UTF 8&hl=en&om=1&msa=0&msid=1042273183 04000014160.00043d80f9456b3416ced& ll=43.580391,-42.890625&spn=143.80149,154. 6875&z=1&source=embed
HIGH DENSITY BIcyclE SHARING
Further information: www.yankodesign.com/2012/10/11/super-smartbike-sharing/ Posted on nextmobility.net by: Maurice, from Brusselsâ&#x20AC;&#x2030;/â&#x20AC;&#x2030;2 53
Credit: Jung Tak /Yanko Design
This bicycle sharing system, designed in particular for the City of Seoul, focuses on the problems of the parking capacity in a really dense urban environment where space is limited and the number of users is extremely high. The minimal T-Bikes are contained in vending machine-like, compact modular stations that can be easily relocated to popular areas or even transported as a permanent installation on a truck for mobile delivery.
everybody will be a mobility provider Nowadays, public and private companies or bodies are trying to reorganize, enlarge and differentiate their production of goods or service provisions in order to be competitive and response to the needs of the new society lifestyles. Citizens, whether they are costumers or users, and the municipalities, as representatives of the inhabitants and their wishes and rights, are active members of this process, since they are the ones that implement the system and adress the overall improvement to private actors.
DEBATE: THESiS 07
Participation Stadtwerkstatt: 7
mobility services offered by vehicles producers
Credit: MU Peugeot
The program “MU by Peugeot”, initiated by the Peugeot-Citroen group, became a provider of sharing services. A normal credit card or a MU chargable card are enough to get access to a large fleet of e-vehicles (cars, vans, scooters or bicycles) or related, additional products (child seat, roof box, helmets) which are directly provided by the producer, Peugeot itself. Since 2009/2010, MU operates all over Europe. Further information: www.peugeot.com/en/products-services/ services/mu-by-peugeot
CAR POOL FOR UNIVERSTIY MEMBERS
Further information: www.mobility.polimi.it/index.htm Posted on nextmobility.net by: Maria, from Hamburg / 1
Credit: Politecnico di Milano
Two universities in Milan, Politecnico and Università Statale, provide their members (professors, students and other employees) with a new online platform, which collects contacts and transport needs (departure/arrival points, time, availability of private vehicles) in order to encourage or increase car sharing initiatives in the Milan metropolitan region.
WHEELCHAIR ACCESSIBILITY map and app
Credit: Wheelmap.org - map data openstreetmap.org
Wheelmap is an online platform showing wheelchair accessible places worldwide. In a crowdsourcing manner, everyone is able to contribute, add or edit places. Bus stops, train stations, interchange hubs, mobility service centers, pedestrian ways and bridges are just a few examples of places that are mapped. Further information: wheelmap.org/ Posted on nextmobility.net by: Han, from Hamburg / 2
MOBILITY MANAGEMENT AND LAND USE Within the process of getting a building permission, the public authority can fix legally, by contract, different transport requirements: the number of car and bicycle parking slots can be defined, home delivery service by bicycle had to be provided by the landowners, who are also forced to finance the extension of tramways and bus lines for the first two years of operation. One successful case is the new shopping mall Sihlcity in Zurich.
Further information: www.eltis.org/index.php?id=13&study_id=2514 Posted on nextmobility.net by: Maria, from Hamburgâ&#x20AC;&#x2030;/â&#x20AC;&#x2030;1
TRANSPORT of goods WILL BE MOSTLY LOCAL
Participation Stadtwerkstatt: â&#x20AC;&#x2030; â&#x20AC;&#x2030; 10
Several programs and policies have been developed in the last period following the tendency of local purchasing, encouraging the preference to buy locally produced goods and services to those produced farther away. The local production and consumption reduces the ways and costs of transports, often guarantees mixed uses, strengthens the community cohesiveness and the production of high-quality products, the creation of local economies and jobs with better working conditions. The provision of new services like the creation of specific places and corridors for transport, exchange and selling of goods are fundamental to support these positive tendencies.
DEBATE: THESiS 08
freights distribution scheme
Credit: Lucca Port
The city of Lucca decided to invest in a comprehensive sustainable mobility scheme for achieving significant reductions in traffic and energy consumption, gases emissions and noise pollution, and thus preserving its historical and tourist quality. This has been done by specific regulatory initiatives or adoption of restrictions (time slots for different types of goodsâ&#x20AC;&#x2122; delivery, minimum load factor, electrical vehicles for final deliveries and forced cooperation among delivery operators).
Further information: www.eltis.org/docs/studies/Lucca_ presentation.pdf Concept suggested by: Team Bordeaux during the workshop
quarter shops and markets
Further information: urbangardenmarket.blogspot.de/p/marketrules-regulations.html Concept suggested by: Team Olive during the workshop 60
Credit: Becky Warner of City Grown Seattle
New urban phenomena such as urban gardening or community agriculture, small handcrafts workshops for personalized goods and local production of typical products are spreading. The producers and consumers claim to sell and buy directly the nearby-produced goods to support the tendencies of local production and to reduce the related costs, such as pollution and the time of transport.
small carriers Since congestion, caused by commuters and the distribution of goods, is one of the main problems of innercities, the EU research program of Freight Innovative Delivery of Goods in European Urban Space (FIDEUS) developed and produced, together with FIAT, micro-carrier e-vehicles for short distance, door-to-door or just-in-time deliveries. The project was launched in Berlin in 2010. The first-generation-vehicle is able to carry up to 300 kilos with a maximum operating speed is 5 km/h. Credit: Werner Schönewolf
Further information: www.eltis.org/index.php?id=13&study_id=3163 Concept suggested by: Team Bordeaux during the workshop
It is a safe and economical way to carry goods fast and on time in congested urban areas by underground transportation pipelines. This innovative concept is the outcome of the interdisciplinary collaboration in research and development at the Ruhr University of Bochum. Transportation is effected on the basis of intelligent vehicles - the caps. Each cap is designed for the transportation of two euro-pallets, which represent the majority of the general inner-European cargo means of transportation, and can thus be carried through pipelines with a diameter of 2.0 m. Further information: www.cargocap.com Posted on nextmobility.net by: Maurice, from Brussels / 2
Credit: visaplan GmbH for CargoCap GmbH
freights and passengers will go together Urban transport vehicles and networks will be optimized through the unique integrated management of goods and passenger flows. Pooling resources and equipments at stations, rail, tram, metro tracks or mixed functions vehicles could offer the most efficient solutions and reduce, especially within cities, the surface needed for transport, leaving more space for other uses and activities.
DEBATE: THESiS 09
Participation Stadtwerkstatt: 16
amsterdam the netherlands
Credit: David Cockle
The project was launched in 2007 by CityCargo Amsterdam with the objective of reducing the number of trucks in the innercity. Due to its success, it was allowed to use the passengers tram network to transport goods for the next 10 years. CityCargo has 50 cargo trams and around 400 e-cars that already operate since 2008 in order to supply shops, supermarkets and the catering industry in the center of Amsterdam with goods. The system is also very cost efficient: one cargo tram is able to transport the same amount of goods as four trucks. Further information: www.peugeot.com/en/products-services/ services/mu-by-peugeot Concept suggested by: Team Bordeaux during the workshop
shared railway tracks Monoprix, a French supermarket chain (with its logistical subsidiary, SAMADA), worked in a collaboration with public institutions (regional direction of equipments, region Ile de France, city of Paris, RFF, SNCF) to design and apply a new scheme of transport to supply stores situated in Paris and its close suburbs. For transports from the suburbs to the city center, the regular railway network is used (5 trains per week) but there had to be build a new line between the warehouses and the existing railway network. Further information: www.docstoc.com/docs/84979486/here Concept suggested by: Team Bordeaux during the workshop 64
Credit: Höweler + Yoon Architecture
Höweler and Yoon Architecture elaborated a model of infrastructural shared ways, which bundles high speed passenger and freight trains, commuter trains, personal cars and parking spaces, bicycles and pedestrian ways on a multi-level track. These mobility corridors will be the only transport axis within an urban environment. The shift of mobility functions into corridors implies that there will be more space for other living uses. The concept is the winner of the Audi Urban Future 2030 Competition in 2012 and is a vision for the Boston/Washington metropolitan region. Further information: www.archdaily.com/287051/howeler-yoonarchitecture-wins-audi-urban-future-award-2012/ Posted on nextmobility.net by Visionist, from Hamburg / 4
BEST PRACTICE philippines
cargo bus ‘Cargo Bus’ is an unique service provider in the Philippines. It consits of a provincial bus transport with special vehicles, suitable to carry half freights and half passengers (17 persons including the driver). The service is available on main streets in mountain areas connecting the outskirts with each other. The system can be implemented on demand.
Credit: Ronnie Gutierrez
Further information: www.flickr.com/photos/vli1027a/6781341077/
the end of commuting: suburbia wilL be proper URBAN centers The suburban areas are normally known for their calm, relaxed, and green living atmosphere, but also for scarcity of services and mix of functions. They are the results of a monocentric urban planning model focused on the one hand on one big city, which is characterized by the presence of all kinds of service and commercial activities, highly attractive and particularly vibrant â&#x20AC;&#x201D; and on the other hand mono-functional â&#x20AC;&#x17E;sleeping areasâ&#x20AC;&#x153; in the suburbs. Upgrading the role and increasing the appeal of outer suburbs and new towns enforces the entire metropolitan structure and implies an increasing quality of life in the outskirts of the cities. Their empowerment can be realized through the localization of special activities and the renewal of the transportation network. Clear and autonomous mobility structures, good connections with the other suburbs and polycentric networks are key elements for ensuring a competitive suburbia.
DEBATE: THESiS 10
Participation Stadtwerkstatt: 12
milton keynes uk
Attractive new towns
Credit: Tony Margiocchi
The city was designed as a new town during the 1960s, to relieve the housing shortage in London. During the last two decades, the satellite city doubled its population and has become more attractive due to its strategy for growth. The expansion maintains in the same urban pattern and scape, quality of life and mix of uses. Moreover, the localization of new and innovative activities in the city center is transforming Milton Keynes to one of the most important hubs in England out of London. Further information: en.wikipedia.org/wiki/Expansion_ plans_for_ Milton_Keynes Concept suggested by: Team Lachs during the workshop
sao paulo brazil
ufo within outskirts
Further information: www.archplus.net/home/archiv/ Concept suggested by: Team Lachs during the workshop 68
Credit: Fernando Stankuns
Between 2000 and 2004, 31 prefabricated futuristic structures were implemented in Sao Pauloâ&#x20AC;&#x2122;s outskirt neighborhoods, characterized by poverty and exclusion. They provide public facilities like daycare, preschool, elementary school, adult education, work school, library, theater, a sports field, swimming pool, playground, internet centers and administration offices. With their installation, the quality of life within the favelas increased and the undistinguished neighborhoods had finally a center of identification within the community.
connecting suburbia: ring railway The Berlin outer ring railway was built between 1951 and 1961 by the former East Germany to bypass West Berlin. It has been mainly used for freight, however parts of the ring line was also used for passengerâ&#x20AC;&#x2122;s service. It connects metropolitan mobility nodes such as SchĂśnefeld Airport, the cityâ&#x20AC;&#x2122;s railway stations (S-Bahn) and important peripheral areas (Potsdam). The development of this existing infrastructure can ensure the growth of the first urbanized belt through the localization of big transport hubs and multiple functions. Further information: en.wikipedia.org/wiki/Berlin_outer_ring Concept suggested by: Team Olive during the workshop
hierarchy, pedestrian separated lanes and environmental zones
Further information: michaelearth.com/herc_IX-b.html Concept suggested by Team Gold during the workshop
Credit: Michael E. Arth
The masterplan for the transforming area of Austin transformed the urban airport, elaborated by M.E. Arth and focuses on mobility. Car and pedestrian lanes (respectively in white and grey on the map) are separated for safety reasons. The entire area is an environmental zone, in which access and speed of vehicles are strictly regulated. A hierarchical structure and the design of streets identifies main traffic axis and only-pedestrian boulevards.
our cities will offer mobility experimental zones In the future, the cities and their inhabitants will have different and increasing needs. Dealing with this development, services and spaces will change progressively since acting towards a stable and complex system is not always easy. In order to decide how to intervene, the cities propose a variety of pilot projects or trial experiments. If the experiences are successfull, they will become permanent, be implemented and repeated.
DEBATE: THESiS 11
Participation Stadtwerkstatt: 28
car free day Many municipalities all over the world organize car free days in order to encourage the inhabitants to use public transport or bicycles, to reduce the emissions of pollution (even if this lasts only for one day), to widen up the open space for pedestrians and to increase the quality of a city. The case of Jakarta, where the quality of life is relatively low due to the amount of road congestion problems, shows how successful a car free day can be: since the day was launched in 2007, it has been repeated monthly. Credit: Gunawan Kartapranata
Further information: en.wikipedia.org/wiki/Car-Free_Days Concept suggested by: Team Bordeaux during the workshop
In 2010, a commuter experiment launched an information and promotional public campaign, whose aim it was to attract new users for the public transport system among the car commuting group in the Gothenburg region. Car owners, who are interested in switching to public transport and match to the criteria of the campaign, received a free two-week ticket. After the ‘experiment’ was ended, the public transportation provider announced an increasment of 20% more applications for commuter ticket cards. Further information: www.eltis.org/index.php?id=13&study_id=3372
Credit: Forsman & Bodenfors for Västtrafik
new vehicle experiment During the Expo 1985, futuristic vehicles such as robot legs, segways and one-person-cars were presented. It was allowed to visitors to drive them between the pavilions on the Expo area. Based on the success of this experiment, Tsukuba city has announced its plan to provide robotic vehicles on public roads for sharing purposes within the next years.Â Small personal mobility vehicles, which have been further developed and produced, have less impact on the environment and are expected to be used in urban areas for short-distance trips.
Further information: www.plasticpals.com/?p=20471
Further information: www.gehlarchitects.com/index.php?id=165330 Concept suggested by: Team Lachs during the workshop 73
Credit: Steven Vance
NĂ¸rrebrogade is a 2-km main street in the densest and most ethnically diverse part of Copenhagen. A municipal initiative to improve the bus access led to the involvement of Gehl Architects to take a broader look at the potentials of the street. The proposal includes a conversion into a mainly buscycle-pedestrian street with a range of smaller public spaces and recreational breaks along the entire street. The result shows that the street is more pleasant for its users, which are at least more than 30,000 cyclists passing daily.
FEEDBACK2 : STADTWERKSTATT providing more information, more transparency, more participation, more acceptance and better results for planning projects. Nowadays, this method is normally used to support the conclusions and decisions in politics and public administration. Participating in the Stadtwerkstatt events, the citizens have the opportunity to work together with planners and city officials, outlining solutions to current problems and challenges of Hamburg.
In April 2012, the Hamburg Senate deliberated, in agreement with the request of the citizens, about the creation of the “Hamburger City Workshop” (in german ‚Stadtwerkstatt‘), a system of city participation initiatives, supporting the new culture of planning, which promotes the information and participation in urban development projects and environmental issues. The objectives and intentions of the Stadtwerkstatt are:
What have we done? been presented and discussed. The citizens were invited to raise questions, to elaborate comments, to express their agreement or disagreement about each thesis with an anonymous survey.
During the event “Hamburg‘s future mobility. How does the modern city moves?”, organized by the State Ministry for Urban Development and the Environment on Wednesday 20th March 2013, the eleven theses have
FEEDBACK 1: STADTWERKSTATT
Credti: Stadtwerkstatt Hamburg
Innovative and more efficient vehicle types will be promoted
On this evening, the participants of the Stadtwerkstatt event had the chance to get a closer look on the eleven theses, discuss them and express their personal opinion. This feedback was important for understanding the more appreciated topics and eventually reformulate or change the less appreciated ones. Indeed, starting from and thanks to the interventions and the questions during the event, the citizens could elaborate and articulate their suggestions and ideas, which were a positive contribution to the Nextmobility project.
Traffic will be more self-organized and selforganizing
9 27 22
Innercities will be almost free of big motor vehicles
Inner city streets will become liveable spaces
Bicycles will become the main mode of transport
13 28 8 26
Sharing will be the new owning
Everybody will be a mobility provider
8 7 25 10
Transport of goods will be mostly local
Freights and passengers will go together
The end of commuting: suburbia will be proper urban centers Our cities will offer mobility experimental zones
FEEDBACK 1: STADTWERKSTATT
21 28 6
your suggestions for new theses MULTIMODALITY AND INTERCHANGE SPACES
The mobility hubs offer a variety of transportation modes (especially bicycle and car sharing) with mobility infopoints next to it. BEST PRACTICE: Berliner Tor (Hamburg, Germany)
Credit: Helsinki Transport Region
SOCIAL INCLUSION IN TRAnSPORT SERVICES AND ACCESSIBILITY Public mobility services should be accessible and affordable for all the citizens, even if they have special needs. BEST PRACTICE: Helsinki region transport (Helsinki, Finland)
NEW INFORMATION TECHNOLOGIES
Credit: DB S-bahn Munich
An online real-time information, an app offered for smartphones and smart rechargeable cards should be common mobility services and could encourage the use of public transportation systems. BEST PRACTICE: Bavarian S-bahn (Munich, Germany)
VISION FOR COPENHAMBURG Based on all the inputs and feedbacks received in this first phase, a vision for the future mobility in the cities of Hamburg and Copenhagen has started to be elaborated. The vision shows strengthens and weaknesses, problematic and potential nodes and corridors of both territories. It is supported by best practice examples in order to give concrete references to possible projects. Comments by the citizens explain further punctual or general wishes.
OUTPUT 1: VISION FOR COPENHAMBURG
Credit: David Cockle
bIG BIcyclE GARAGE AT S-BAHN STATIONS goods transport by train from producers to cosumers
bicycle trolleys for trams
copenhamburg islands copenhagen will be car-free neighbourhood warehouses
Credit: Michael E. Arth
parks instead of carparks
collective bicycle commuting groups
streets hierarchy and separated flows
copenhagen will be car-free
nightbus between city and suburbs
Credit: Mikael Colville-Andersen Copenhagenize Design Company
Credit: Hรถweler + Yoon Architecture
bicycle and car sharing in suburbs
more experimental zones
Credit: Becky Warner of City Grown Seattle
Credit: David Cockle
district and regional markets in pinneberg
norderstedt decentralized hub
shared space zones
farmsen Pedestrian district
Credit: Ursula Bach for Cykelsuperstier
moving walkways at dammtor
berliner tor mobility hub
airport monorail connection
st. pauli wilhelmsburg cable car
Credit: Frank Murmann
smart prepaid cards for all mobility services
WHAT HAPPENS NEXT?
PARTICIPATION in THE NEXT STADTWERKStATT EVENTS
PARTICIPATION in THE NEXT SOCIAL MEDIA WEEK EVENTS
OTHER PUBLIC EVENTS TO DISCUSS THE THESeS SUPPORT TO PUBLIC CAMPAIGNS AND INITIATIVES for URBAN MOBILITY
ENLARGEMENT OF PUBLIC INVOLVEMENT
PRODUCTION OF NEXTMOBILITY REPORTS
SUPPORT TO ONLINE PARTICIPATION ORGANIZATION OF A WORKSHOP IN COPENHAGEN DEFINITION OF THE SHARED VISION FOR COPENHAMBURG IMPLEMENTATION AND UPDATES on OUR WEBSITE
THANK YOU ALL
TM EX V W ISI W T W .N
and the Environment and the State Ministry of Economy, Transport and Innovation for their approach to orientate their work to public participation in decisionmaking processes, their co-operation and the possibility to be involved in their events. We show gratitude to our partners Social Media Week (Hamburg and Copenhagen), hi-life, Sustainia, Roskilde Festival and Wonderful Copenhagen. Last, but not least, we are greatful to our sponsor, Hamburg Marketing GmbH, who supports our project and the realization of this report.
O JO BI o IN LI N TY FA NE .N C X ET EB TM O O O B FO K IL o L IT N LO Y TW W IT N TE EX R TM O O BI in R w LI fo r TY i @ t n e e x TO tm o bi li ty .n et
We would like to thank all the people, who took and still take part in the Nextmobility project personally and virtually, as a source of inspiration and ideas for the future of mobility in the cities of tomorrow. We are deeply grateful to all the people and private and public companies, which have developed, during the years, pilot projects and innovative concepts, used here as references; for their permission to use their material, pictures and information. They mean to Nextmobility an enormous contribution. We thank the Free and Hanseatic City of Hamburg, especially the State Ministry for Urban Development
TO BE CONTINUED ON WWW.NEXTMOBILITY.NET Nextmobility are: Felicia Baatz | Felix Blaß | Anna Blume | Peter Bollmeyer | Johannes Bouchain | Markus Ewald | Peter Fey | Simon Hansen | Winfried Koelsch | Malte Kramer | Johannes Lagemann | Stephan Landau | Eimantas Lindvinovicius | Sven Lohmeyer | Christoph Ludwig | Julian Petrin | Maria Scantamburlo | Michael Schäfer | Christian Scheler | Vanessa Schlüter | Marie Seifert | Renate Spiering | Thomas Prill | Cynthia Wagner | Stefan Warda | Renate Wegener | Lale Welker | Philipp Wetzel | Fabian Winkelhofer | Dagmar Winkelhofer-Bülow