380 Handel, Kommunikation, Verkehr
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Highlights:
• Evaluation of three cycle street designs by means of visualisation assessments.
• Shared space is evaluated as the safest and most attractive cycle street design.
• The conventional urban street design is perceived as the most clearly structured.
• Affinity towards walking and cycling favours a positive evaluation of shared space.
Abstract
Cycle streets have been implemented in many urban areas around the world in recent years to make cycling safer and more attractive. In these streets, cyclists have priority over motorised traffic. They are allowed to use the entire roadway and determine traffic speed. However, there have been no standardised design guidelines for cycle streets to date. Moreover, there is limited understanding of the individual perception of different cycle street designs. Yet, positive evaluations of safety and attractiveness are especially important for pleasant travel in public spaces. Therefore, this study examines the individual perceptions of three cycle street designs: conventional, flow and shared space. Visualisations of these designs were implemented in a written household survey conducted in the urban Rhine-Main metropolitan region in Germany (n = 701). Participants were asked to assess the different designs in terms of safety, clarity, attractiveness and fun. Furthermore, bivariate analyses and regression models were performed to investigate whether individual travel preferences and attitudes, regular mode use and socio-demographic characteristics affect assessments of the designs. The results show that the shared space design is rated as the safest, most attractive and most fun. The conventional cycle street is evaluated as the most clearly structured. Individual affinity towards cycling and walking favours a good evaluation of the shared space design, while a high car affinity and having a migrant background positively affect the assessment of the conventional design. In addition, younger participants and members of households without a car assess the flow design more favourably.
During the 1990s, as the Internet in general and e-mail in particular grew in popularity as a means of communication, a number of Cameroonians residing in various parts of the world established a vibrant and lively electronic forum for the discussion of various issues related to their native land. The forum, known as Camnet, demonstrated that Cameroonians living abroad could actively participate in the political, economic and social processes taking place at home. This ability to remain actively engaged in the development of one's nation through the Internet is what Endeley calls 'virtual activism.' Camnet thus distinguished itself as the first and most influential breeding ground for Cameroonian 'virtual activism.' Although Camnet appeared to be dominated by political discussions, it was a truly multi-dimensional forum. No topic was explicitly forbidden and on some occasions the participants conducted extensive debates on issues that had nothing to do with Cameroon or with politics. In this publication, however, the author has chosen to present only a representative sample of his own contributions from the late 1990s with a direct bearing on Cameroon's development. Some of the contributions are in French and in order to reflect the bilingual nature of the debates that took place on Camnet, these have not been translated into English. The informed reader will be struck by the issues which were being debated over 15 years ago as well as by the fact that some of the predictions the author made in the 1990s are a reality today.
The sketch map tool facilitates the assessment of OpenStreetMap data for participatory mapping
(2021)
A worldwide increase in the number of people and areas affected by disasters has led to more and more approaches that focus on the integration of local knowledge into disaster risk reduction processes. The research at hand shows a method for formalizing this local knowledge via sketch maps in the context of flooding. The Sketch Map Tool enables not only the visualization of this local knowledge and analyses of OpenStreetMap data quality but also the communication of the results of these analyses in an understandable way. Since the tool will be open-source and several analyses are made automatically, the tool also offers a method for local governments in areas where historic data or financial means for flood mitigation are limited. Example analyses for two cities in Brazil show the functionalities of the tool and allow the evaluation of its applicability. Results depict that the fitness-for-purpose analysis of the OpenStreetMap data reveals promising results to identify whether the sketch map approach can be used in a certain area or if citizens might have problems with marking their flood experiences. In this way, an intrinsic quality analysis is incorporated into a participatory mapping approach. Additionally, different paper formats offered for printing enable not only individual mapping but also group mapping. Future work will focus on advancing the automation of all steps of the tool to allow members of local governments without specific technical knowledge to apply the Sketch Map Tool for their own study areas.
In this article, I analyse the street market in the Osnabrück city quarter of Schinkel as a multifunctional place and an important component in the physical as well as the imaginary construction of both the immediate surroundings and the environment on a global level. Schinkel is located in the east of the city and is known as being very diverse. It is home to 14,412 inhabitants, including Poles, Portuguese, Italians, Turks, Bulgarians, and people from various countries of the former USSR as well as Germans...
The prize-collecting vehicle routing problem with single and multiple depots and non-linear cost
(2013)
In this paper, we propose a new routing problem to model a highly relevant planning task in small package shipping. We consider the Prize-Collecting Vehicle Routing Problem with Non-Linear cost in its single and multi-depot version, which integrates the option of outsourcing customers to subcontractors instead of serving them with the private fleet. Thereby, a lower bound on the total customer demand to be served by the private fleet guarantees a high utilization of the fleet capacity. To represent the practical situation, where a discount is given by a subcontractor if larger amounts of packages are outsourced, subcontracting costs follow a non-linear function. The considered problem is NP-hard and we propose an Adaptive Variable Neighborhood Search algorithm to solve instances of realistic size. We propose new benchmark sets for the single and the multi-depot problem, which are adapted from test instances of the capacitated VRP and the closely related Multi-Depot VRP with Private fleet and Common carrier. In numerical studies, we investigate the performance of our algorithm on the newly generated test instances and on standard benchmark problems of related problems. Moreover, we study the effect of different cost functions and different values of the minimal demand to be served by the private fleet on the routing solutions obtained.
Highlights
• Typology of low-income families by their daily travel practices.
• The competence to finance, organise or borrow materials needed for travel enhance low-income families' mobility options.
• Low-income families' social networks can compensate transport disadvantages through direct and indirect financial support.
• Low-income families experience transport-related social exclusion.
Abstract
Being mobile is essential to participate in social life. However, as transport involves costs, this is a particular challenge for people on low incomes. Households with children are, especially, at an increased risk of poverty. To provide a deeper understanding of how financial poverty affects the daily travel practices of low-income families and how they cope with their limited financial resources, we conducted 16 qualitative problem-centred interviews with low-income families in Ronnenberg (Hanover Region, Germany). Although all the interviewees have to cope with limited financial resources, their daily travel practices differ. We identify four types of daily travel practices for these families: (1) car-centred, (2) car-reduced, (3) public transport oriented and (4) non-motorised. For a more detailed analysis on how poverty affects transport and participation, we use the practice theory perspective (Shove et al., 2012). Our analysis highlights that the car plays a significant role despite poverty for some families. However, other low-income families manage their daily life with public transport and non-motorised modes only. Our results show that low-income households with children have several strategies for organising and financing their daily travel practices. One strategy is direct and indirect support for travel from their social network. Furthermore, some families forgo leisure activities with entrance fees or higher travel costs.
The "Suma de tratos y contratos" (1569-1571) by Tomás de Mercado is the first legal treatise on trade that explicitly takes into account the specificities of Spanish trade with the Indias. Tomás de Mercado was faced with very profound changes in trade: long distances, large convoy sizes, the need for large amounts of funding, high risk, variations in prices and the value of money...
From a theological-legal point of view, these upheavals posed new and complex questions.
Mercado, advisor to the merchants of Seville and an excellent knowledge of New Spain, analyses the sudden transformation of economic and juridical practice with finesse and realism. The 'Suma' is thus an extraordinary real-time testimony to the profound transformations taking place in 16th century commerce.
Moreover, faced with fundamental questions of moral order and juridical legitimacy, Mercado proposes legal solutions of high equilibrium in which theological imperatives are masterfully reconciled with the needs of transatlantic commercial practice.
Contemporary information systems make widespread use of artificial intelligence (AI). While AI offers various benefits, it can also be subject to systematic errors, whereby people from certain groups (defined by gender, age, or other sensitive attributes) experience disparate outcomes. In many AI applications, disparate outcomes confront businesses and organizations with legal and reputational risks. To address these, technologies for so-called “AI fairness” have been developed, by which AI is adapted such that mathematical constraints for fairness are fulfilled. However, the financial costs of AI fairness are unclear. Therefore, the authors develop AI fairness for a real-world use case from e-commerce, where coupons are allocated according to clickstream sessions. In their setting, the authors find that AI fairness successfully manages to adhere to fairness requirements, while reducing the overall prediction performance only slightly. However, they find that AI fairness also results in an increase in financial cost. Thus, in this way the paper’s findings contribute to designing information systems on the basis of AI fairness.
This paper gives an account of the unmaking of Soviet workers at the Vernissage in Armenia. I argue that the unmaking of Soviet workers, first, is the irrelevance of Soviet workers as workers once they lost their jobs after the collapse of the Soviet Union and came to the Vernissage to trade. During the Soviet period, private trade was forbidden, and the Soviet government persecuted people who dared to engage in it. Consequently, many people grew up thinking of trade as a criminal activity that was non-productive and parasitic, as opposed to productive work that facilitated the modernization of the USSR. After the dissolution of the USSR, when trade was liberalized and many former Soviet workers were pushed into trade as they lost their jobs, it still retained its quality of not being “real” work, to borrow Roberman’s (2013) wording. Even 25 years after the dissolution of the USSR, former Soviet workers at the Vernissage still want to be identified with their former Soviet occupations and not with trade. However, now engaged in trade, former Soviet workers came up with a “new” way of establishing identity and hierarchy—through production. I describe this “new” way as “the identification game”; employing it, I demonstrate how former Soviet workers at the Vernissage identify and represent themselves as masters, whose work is productive and intellectual. In doing so, they single out resellers, people who resell the work of other masters, by implying that their work is parasitic and selfish. However, this “identification game” is reified only by the older generation of traders, former Soviet workers. The younger generation of traders at the Vernissage, which does not have any experience of being Soviet workers, is disengaged from it, thus undermining the Soviet view of trade as not “real” work and making it irrelevant in the postsocialist era. Thus, I contend that the unmaking of Soviet workers consists in, first, their irrelevance as workers in a postsocialist period, and second, the irrelevance of their ideas about trade as not “real” work. Furthermore, to support my depiction of a master who engages in “the identification game” and a younger-generation trader who is disengaged from it, I give two ethnographic portraits of traders at the Vernissage. I assert that the disengagement of a younger generation of traders at the Vernissage signals a change in the perception of trade as “real” work and runs parallel to the unmaking of Soviet workers.