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Item type:Publication, Access status: with files , How built environment factors shape demand for demand-responsive transport services: spatiotemporal patterns from a German case study(Elsevier, 2026-07-21); ; ; ; Demand-responsive transport (DRT) services are becoming increasingly important as a flexible supplement to fixed-route public transportation. However, many DRT services face challenges due to high operating costs. Spatially and temporally detailed insights into the influence of the built environment on DRT demand can provide a valuable basis for designing and operating DRT services cost-effectively. This study examines the impact of built environment characteristics on DRT demand using the example of a DRT service in southern Hamburg, Germany. We utilize DRT trip data from 2024 and spatial regression models at the level of small-scale grid cells. In addition to overall demand, we investigate five selected time-of-week periods to identify temporal differences in the significance of built environment factors. The results indicate that rail stations, hospitals, and population hotspots are key drivers of DRT demand across all periods considered. In contrast, factors such as dining establishments, cultural institutions, doctors’ offices, schools, and concentrations of workplaces were only significant during specific time periods. Grocery and retail stores negatively affected DRT demand outside their typical opening hours and had a strong impact not only on their own locations but also on neighboring areas. Access times to fixed-route public transportation increased DRT demand, but only during periods with comparatively weak public transit services, highlighting the role of DRT in addressing gaps in conventional public transportation. Based on these findings, we derive practical implications for operating DRT services in a more cost-effective and user-friendly manner.Publicationtype: Journal Article43 19 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Do mobility hubs boost the adoption and impact of carsharing in the urban periphery? Insights from a mixed-methods case studyMobility hubs represent an emerging instrument in transportation planning, with the potential to catalyze the uptake and effects of carsharing. However, extant research on the interplay between mobility hubs and carsharing is limited and has focused predominantly on highly urbanized areas. The question of how mobility hubs and carsharing interact in the urban periphery, where conditions for carsharing are considerably less favorable, remains largely unexplored in the literature. In this context, our paper seeks to answer whether mobility hubs enhance the adoption and impact of carsharing on the outskirts of a major city. Utilizing newly established mobility hubs in southern Hamburg, Germany, as a case study, our analysis draws on 14 interviews with residents living near these hubs and a survey of the local population (n = 310). Our findings indicate that peripheral mobility hubs have a positive influence on the adoption of carsharing and the willingness of carsharing users to forgo car ownership. This phenomenon can be attributed to the heightened visibility of carsharing services and the enhanced accessibility of carsharing vehicles and parking spaces. However, the efficacy of the mobility hubs was hindered by multiple factors, including hub-related issues (e.g., parking spaces occupied by unauthorized vehicles) and systemic deficiencies in carsharing services in peripheral areas (e.g., insufficient vehicle availability or unattractive pricing for trips across the city limits). Consequently, while mobility hubs in the urban periphery demonstrate capability in fostering carsharing, their impact remains constrained in the absence of comprehensive measures to improve carsharing offerings in these areas.Publicationtype: Journal Article87 21 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: without files , ULTRAS: Iterative Development of a Comprehensive Toolchain for Urban Air Mobility Simulation(Deutsche Gesellschaft für Luft- und Raumfahrt - Lilienthal-Oberth e.V. (DGLR), 2025-03-28); ; ; ; A modular urban air mobility (UAM) simulation toolchain was iteratively developed in the project ULTRAS (Urban Air Transportation Simulation). Twelve modules combined passenger demand, vertiports, routing, trajectories, sectorized capacities, costs, scheduling, and infrastructure scaling, communication, and control (GNC). Three iterations evolved modules from minimum viable products (MVP) to mature frameworks, adding and adapting assumptions, functionality, and interfaces. In each iteration, modules were integrated to a workflow, enabling comprehensive simulation and evaluation.Publicationtype: Conference Paper63 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: without files , Modeling Autonomous Delivery Robots Under Framework of Automated Driving System Using Dynamic Transport Assignment: A State-of-the-ArtThe integration of Autonomous Delivery Robot (ADR) into the current logistics system, widely viewed as a promising last-mile solution, represents a significant advancement in modern delivery methods. Before deployment in practical applications, Autonomous Delivery Robots (ADR) undergo comprehensive testing phases, including Modeling and Simulation (M&S), Closed-Track Testing, and Open-Road Testing. The microscopic transportation simulation is a reliable test among different M&S methods. The ADR lacks a dedicated framework aimed at the Operation Design Domain (ODD) of Automated Driving Systems (ADS), unlike standard Automated Vehicle (AV). To achieve improved and predictable road safety, effective management of traffic conditions, and ultimately secure broader acceptance, ADR modeling should align with the appropriate Operational Design Domain (ODD), particularly for microscopic transportation simulation. The Operational Design Domain (ODD) ensures safe and reliable operation by considering factors such as physical infrastructure, operational limits, objects, connectivity, environmental conditions, and zones, though not all are applicable in microscopic transportation simulations. Implying the intermodal transportation for the ADR in commercially available Graphical User Interface (GUI) based simulators is not yet in practice. Therefore, there is a notable absence of implementation method. Dynamic Public Transport Assignment (formerly known as Dynamic Transit Assignment) is one of the few methods that addresses overlapping traffic agents and road users in the widely used microscopic simulator, Aimsun. This study proposed a set of ODD when utilizing Dynamic Public Transport Assignment to establish a logistics system that facilitates intermodal transportation of ADR. The results show ADR based network coverage require longer travel time for delivery than intermodal transport added scenario. This paper improves how ADR is modeled in suggested ODD and looks at how Dynamic Public Transport Assignment affects intermodal logistics, giving a foundation for modelers and researchers, making it state-of-the-art.Publicationtype: Conference Paper66 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Endbericht des Forschungsvorhabens TaBuLa-LOGplus(Technische Universität Hamburg, 2025); ; ; ; The TaBuLa-LOGplus project was based on the results of the two previous projects TaBuLa and TaBuLa-LOG in order to significantly advance automation in the interaction between passenger and freight transport. A central goal of the project was the development of a manufacturer- and vehicle-independent smart control centre, which integrates both the automated transport robots further developed by TUHH and the conventional buses used by vhh.mobility. This offers the added value of optimal use of resources by bundling transport and transportation tasks. The control centre also meets the legal requirement that the automated vehicle can be shut down by a human at any time. Data protection and security were always considered and taken into account. In tests, the control centre could be used by both experienced and non-experienced users for order creation and vehicle monitoring. To achieve this high level of automation, the transport robots were further developed to the point where they can get in and out of a conventional bus independently in order to carry out transport tasks transmitted by the control centre. Additionally, the topic of artificial intelligence (AI) was included into the TaBuLa-LOGplus project. To ensure safe operation of the transport robots in complex and dynamic environments, advanced AI methods for environment detection and situational awareness were investigated. The aim was to automatically detect anomalies and potential hazards and respond appropriately. The impact of the transport robots was investigated through accompanying analyses, simulations and assessments regarding traffic, ecological, economic and social effects. The analysis of traffic effects according to Vester showed that the system can be consciously controlled via highly active and active variables and certain causal relationships (e. g. supply and demand) must be considered. Parcel delivery using transport robots on the last mile can offer ecological and economic advantages if they are transported by an electrically powered bus. The additional simulations also lead to the conclusion that the integration of autonomous transport robots into public transport can be safe and cost-efficient. Overall, the TaBuLa-LOGplus project was the successful next step of the previous projects, as it continued, further developed and incorporated new frame-work conditions.Publicationtype: Research Report75 67 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Measuring transport poverty with a mixed-methods approach. A comparative case study of the German cities Berlin and HamburgThis mixed-methods study examines transport poverty in Berlin and Hamburg, combining GIS-based spatial analysis of public transport (PT) service levels with qualitative interviews of 40 welfare recipients about their transport experiences. The research reveals that low-income residents do not have worse absolute access to PT, but per-capita service is poorer due to high population density. This highlights inequities where crowded transport systems diminish service quality. The interviews also show that high PT fares, before the introduction of the €58 “Deutschlandticket,” had been a major barrier, forcing individuals to choose between transport and other essential needs like food and housing. This financial constraint limits mobility, employment, and social interaction. The study’s integration of GIS analysis and personal interviews provides a comprehensive view of transport poverty, capturing both systemic issues and individual coping strategies. The findings suggest a typology of seven mobility types among low-income residents, offering policymakers a framework for targeted interventions. Recommendations include fare reductions, improved per-capita services in dense areas, and enhanced support for vulnerable groups to address both systemic inequalities and financial barriers, advancing a transport equity agenda that promotes social inclusion.Publicationtype: Journal Article81 105 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , On-Demand Transport Services as a Supplement to Public Transport in Suburban Areas: A Comparison of Traditional and Modern Demand Responsive Transport Services in a Household Survey in the Suburban Area of HamburgApp-based ridepooling offers the chance to provide a high-quality public transportation service in areas that have been inadequately served so far. One of the main strengths of ridepooling services is their ability to offer direct access to the public transport system and thus provide an attractive service on the first and last mile. While traditional on-demand services have so far been quite inflexible, due to having a fixed timetable, needing to be ordered in advance of the trip via a call centre, app-based ridepooling promises a true on-demand service for the user. This study is based on a household survey carried out in June/July 2022 in suburban areas of Hamburg, Germany's second-largest city. We investigated one area with a modern app-based on-demand service, as well as one area with traditional dial-a-ride transport with telephone booking options. Similarities as well as differences in the perception of these different services were investigated. The results show that the modern on-demand services are significantly better known and more frequently used than the traditional dial-a-ride transport services. At the same time, the same features of demand responsive transport (DRT) service are shown to be important to people, regardless of the type of DRT service offered. In particular, flexible booking options should be highlighted, which modern demand responsive transport is better able to fulfil.Publicationtype: Book Part85 43 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Does a short journey get me to the food bank? An empirical study on fare-based public transport accessibility and its implications for social equityFares are a critical barrier for low-income earners towards using public transport (PT). While most literature focuses only on travel time and distance, we introduce the novel indicator of ‘fare accessibility’. Fare accessibility extends Hansen Accessibility by incorporating pay-as-you-go costs as impedance, counting the amenity destinations reachable within a €2.30 ticket. To assess distributional equity of fare accessibility in the Greater Hamburg region (HVV) we use Lorenz curves. Furthermore, we employ spatial regression models to predict its variation based on eight factors, including PT service level, purchasing power and car availability. We calculate models at three spatial levels (municipality/PT stop/500 m grid) to discuss the influence of the Modifiable Area Unit Problem. In doing so, we assess the sensitivity and suitability of this indicator beyond established metrics. Fare accessibility shows a significant relationship with centrality at all spatial levels. A single ticket offers the highest accessibility in densely-populated regions with a high PT service index, short travel times, low purchasing power and low car availability. While this hints towards using existing indicators at a regional level, fare accessibility helps to identify local deficits e.g. by quantifying the population without access to a food bank (which we understand as exemplary for any kind of destination). Overall, fare accessibility is less equally distributed than PT service and car availability; the HVV residents holding around half of the purchasing power are not able to reach any destination on a €2.30 budget, which is supposed to connect everyone to the next shopping centre. The share is dependent on spatial resolution, while a finer level improves sensitivity to inequity. With the Modifiable Area Unit Problem in mind, the stop level offers a suitable compromise between precision and computational capacity. Moreover, stop level analysis is compatible with practical PT planning. Overall, fare accessibility emerges as an informative indicator for planners and policymakers. It can be expressed for numerous amenity destinations, offer insights into the daily struggles faced by low-income earners, and provide a tool to assess and improve accessibility for those most in need.Publicationtype: Journal Article46 31 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: without files , KoGoMo Phase II Schlussbericht. Stärkung der kommunalen Governance für die Umsetzung von neuen Mobilitätsangeboten in Kooperation mit privaten Anbietern(2025); ; The KoGoMo project aims to strengthen municipal governance capabilities in relation to private-sector sharing and mobility providers, and to foster cooperation in order to establish sustainable mobility services in urban areas. Within the framework of a real-world laboratory in the Hamburg district of Harburg, various new mobility products were successfully implemented. This includes the expansion of carsharing services in collaboration with Hochbahn, with 13 hvv switch mobility points established that also accommodate free-floating carsharing providers. In addition, pilot projects with the providers Cambio and Dorfstromer were initiated for station-based carsharing with a minimum revenue guarantee to ensure economic viability during the initial phase. Furthermore, a cargo bike rental service with hourly rentals was established in Harburg’s city center, with its user structure evaluated by TUHH. An on-demand service by hvv hop was also introduced, while simulations for a MOIA ridepooling service demonstrated that such a service is not feasible in the area. Close cooperation between the Harburg District Office, TUHH, and the Authority for Transport and Mobility Transition enabled structured and accelerated site planning and the gradual expansion of mobility services. The offerings developed within the project will be continued beyond the project duration and have received positive feedback from the population, although mobility behavior has not yet changed significantly. The insights gained are being incorporated into a governance strategy that is intended to serve as a guideline for other districts and municipalities to facilitate the introduction of sustainable mobility services and to transfer the project’s successes.Publicationtype: Research Report133 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Welche Angebote sollten Mobilitätsstationen in Stadtrandlagen bieten? Ergebnisse einer Fokusgruppen-Studie in Hamburg(nexus Institut für Kooperationsmanagement und interdisziplinäre Forschung, 2024-12-03); ; Publicationtype: Book part78 77