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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 Article83 106 - 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 32 - 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 Report134 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: without files , Pkw-Besitzmodell zur Abschätzung des zu erwartenden Stellplatzbedarfs für WohnbauprojekteWhen determining the parking requirements for new housing construction projects and for the revision of parking requirement statutes, there are often local political controversies about the appropriate dimensions. In the research project described here, a car ownership atlas was first deeloped for the cities of Hamburg and Osnabrück and, based on this, a car ownership model was derived that is suitable as a manageable procedure for estimating parking requirements. The paper describes the data basis, the methodical procedure for the development of the model and the derivation of an estimation procedure for the number of cars to be expected per household in dependence on built environment, transport and demographic parameters that is suitable for planning practice. Finally, the framework for the application as well as the significance of the parking space estimation for the overall development of residential location-based mobility concepts for neighborhoods and individual projects are discussed.Publicationtype: Journal Article193 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Studie zur Machbarkeit einer Westquerung der Elbe in der Freien und Hansestadt Hamburg und deren Auswirkungen auf den DeutschlandtaktIm Rahmen dieser Studie wird die betriebliche, technische und wirtschaftliche Machbarkeit einer neuen schienengebundenen Querung der Elbe westlich der bestehenden Elbbrücken untersucht. Motivation der Untersuchung ist die Prüfung zusätzlicher infrastruktureller Maßnahmen zur Stärkung des Bahnangebots im Knoten Hamburg ausgehend vom Zielfahrplan Deutschlandtakt. Dabei soll auch der Effekt der Erschließung zusätzlicher Potenziale einer neuen Westquerung abgeschätzt werden. In der vorliegenden Machbarkeitsuntersuchung werden technische und betriebliche Lösungen einer Westquerung der Elbe identifiziert, bezüglich ihrer Realisierbarkeit eingeschätzt und hinsichtlich der damit erzielbaren Nutzen und der erforderlichen Kosten bewertet. Die Bewertung basiert auf aktuellen Verkehrsprognosen, die auch dem BVWP 2030 zu Grunde liegen. Die Angebotsplanung erfolgt in Abstimmung mit den Stakeholdern. Für jede Verkehrsart (Fernverkehr, Regionalverkehr, S-Bahn, Güterverkehr) werden die relevanten Verkehrsrelationen identifiziert und Grobvarianten geprüft. Durch eine Bewertung der Grobvarianten können die vielversprechendsten Lösungsansätze bestimmt werden. Im Rahmen zweier Kombinationsvarianten erfolgt eine Vertiefung der technischen und betrieblichen Machbarkeit. Die beiden vertieften Varianten lassen sich wie folgt zusammenfassen: – Kombinationsvariante K1: Regionalverkehr auf der Relation Hamburg-Harburg – Westquerung – Hamburg-Altona Nord – Elmshorn ergänzt mit der passenden Fernverkehrsrelation – Kombinationsvariante K2: Regional- und S-Bahnverkehr Stade/Buxtehude–Westquerung – Hamburg-Altona Süd – Hamburg Hbf In beiden Kombinationsvarianten ergibt sich die Vorgabe, dass eine Längsneigung von 40 ‰ notwendig ist, um mit der neuen Trasse die Elbe zu queren und an verkehrlich relevanten Verknüpfungspunkten in Hamburg anzuschließen. Als Konsequenz werden in den Kombinationsvarianten bestimmte Züge von der Nutzung einer neuen Elbquerung ausgeschlossen. Dies betrifft insbesondere den Güterverkehr, dessen Potenzial auf den betrachteten Verkehrsrelationen jedoch auch ohne diese Vorgabe vergleichsweise gering ist. Die im Zielfahrplan Deutschlandtakt vorgesehenen Fern- und Regionalverkehrsangebote befriedigen die in der vorliegenden Fahrgastprognose entstehende Nachfrage, die sich auf den Hamburger Hauptbahnhof fokussiert. Das mit der zusätzlichen westlichen Elbquerung mögliche ergänzende Angebot generiert einen klar erkennbaren verkehrlichen Nutzen. Insbesondere im Schienenpersonennahverkehr ergibt sich mit einem neuen S-Bahn-Angebot und zusätzlichen Haltepunkten eine Steigerung der Fahrgastzahlen. Die hohen Erstellungskosten einer neuen Westquerung können damit allerdings bei Weitem nicht gerechtfertigt werden. Beide Kombinationsvarianten erreichen ein unzureichendes Nutzen-Kosten-Verhältnis von ca. 0,3 bzw. 0,4. Die Realisierung einer westlichen Elbquerung kann unter Berücksichtigung der vorhandenen Grundlagen und der getroffenen Randbedingungen nicht empfohlen werden. Die im Bedarfsplan des Bundesverkehrswegeplans unter Berücksichtigung des Zielfahrplans Deutschlandtakt vorgesehen Ausbaumaßnahmen im Knoten Hamburg decken die derzeit für den untersuchten Zeithorizont bekannten Bedürfnisse ab. Die untersuchte zusätzliche Verkehrsachse, deren Fokus nicht auf die Stärkung der größten Verkehrsbeziehungen ausgerichtet ist, ist wirtschaftlich nicht abbildbar.Publicationtype: Project Deliverable367 803 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Studie zur Machbarkeit einer Westquerung der Elbe in der Freien und Hansestadt Hamburg und deren Auswirkungen auf den Deutschlandtakt - AnlagenbandAnlagenband zur Studie zur Machbarkeit einer Westquerung der Elbe in der Freien und Hansestadt Hamburg und deren Auswirkungen auf den DeutschlandtaktPublicationtype: Project Deliverable198 239 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: without files , How much Freedom does a Single Ticket offer? Measuring Public Transport Accessibility by the Fare SystemTraditionally, spatial accessibility has been assessed by modelling travel time and/or distance. By introducing fare accessibility, we present an indicator based on the single fare for public transport. Based on short journey and local journey tickets, we calculate fare accessibility for the regional transport associations of Ham-burg/Germany and Helsinki/Finland, focusing on the needs of low-income populations. Based on the compari-son, we discuss the practical value of the indicator for regional and transport planners. The Helsinki transport association has a higher overall fare accessibility than Hamburg. Due to the characteris-tics of the PT network, the ticket structure and the location of the destinations, more destinations can be reached with a regular single ticket. In both cases, areas with a high population density and a high level of pub-lic transport service are characterised by high fare accessibility. The practical value for planners at a regional level is therefore limited. At a local level, however, the indicator can help to identify gaps by highlighting facili-ties that are not accessible enough by a single ticket, or by identifying populations that have to pay high fares to meet their daily needs.Publicationtype: Conference Paper115 3 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Mobilität und soziale Exklusion : Alltag – Strategien – MaßnahmenFinal report of the MobileInclusion project, which was funded by German Research Foundation (DFG) and focused on transport disadvantage in Berlin and Hamburg. Project duration: 2018-2021Publicationtype: Book514 2767 - Some of the metrics are blocked by yourconsent settings
Item type:Publication, Access status: with files , Mobilitätsbezogene soziale Exklusion in Großstädten : empirische Bestandsaufnahme und Strategieentwicklung für Berlin und Hamburg(Deutsche Verkehrswissenschaftliche Gesellschaft e.V., 2022-09); ; ; Economic pressure and spatial displacement constrain income-poor urbanites' inclusion, also and especially with regard to their mobility. This article describes the results of the MobileInclusion project, which was funded by German Research Foundation. Based on an analysis of public transport services and a survey among 40 welfare recipients, we diagnose inequity in transport provision and identify seven types of low-income mobility. From the findings, we derive three strategies to combat transport disadvantage. Furthermore, we evaluate the potential of the "9-Euro-Ticket" for this purpose. The "9-Euro-Ticket" was a special offer that allowed anyone to use public transport within whole Germany for 9 Euro per month in summer 2022.Publicationtype: Journal Article226 333