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The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.
The organisation of parking is a key challenge to more sustainable mobility in urban areas, as its pricing and availability affect the rates of private car ownership and use. However, changing parking policies is a challenging issue for local politicians and planners because residents frequently oppose changes or restrictions to conditions they have taken for granted such as on-street parking in a public space. The aim of this paper is firstly to assess how the parking policy of an urban neighbourhood can be structured to contribute to more sustainable mobility and to increase liveability in the neighbourhood. The second aim is to apply the policies reviewed to an example neighbourhood. For this purpose, we systematically reviewed academic literature and identified five types of relevant parking policies: (i) maximum parking requirements, (ii) physical detachment of residence and parking space, (iii) residential parking permits and the limitation of available parking space, (iv) performance-based pricing and (v) parking as a demand management strategy. We discovered that most research focuses on econometric models about parking and that studies rarely address the effects of parking on the quality of life in neighbourhoods. Therefore, we need further research regarding the relationship of parking and liveability. We conclude that for the implementation of such parking policies in an example neighbourhood, the municipality needs to develop a mobility vision for its city. It has to understand parking as a tool for transportation demand management to increase the acceptance of parking policy concepts and to avoid spillover problems. Finally, in the German case, as in most other countries, states and municipalities need to redesign their legal frameworks to be able to manage parking supply better and to react to changes related to digital developments and parking. The findings have implications for other European neighbourhoods regarding the transfer from research to local circumstances and applications for the whole city.
Support for innovative on-street parking policies: empirical evidence from an urban neighborhood
(2020)
Municipalities and planners often hesitate to implement restrictive parking policies because residents regularly oppose any changes to on-street parking space. Residential parking is one key factor of parking management because its location and availability influence a household's car ownership and use. Moreover, as more residents regularly use other means of transportation that need space and infrastructure in the urban realm, and as parking takes up a vast amount of land, municipalities are considering the reuse of on-street parking space for other purposes. As public acceptability is a precondition for the successful implementation of a proposed policy, our empirical analysis investigates to what extent residents support restrictive and demand-oriented on-street parking policies in the dense, highly urbanized neighborhood of Frankfurt-Bornheim, Germany (N = 1027). Surprisingly, despite some variations, the majority of the residents in our survey are in favor of the policy options suggested. Support for the demand-oriented policies (extension of bicycle infrastructure, improved sharing supply and mobility hubs, neighborhood garages, and improved public transit supply) is higher than the acceptance of the restrictive policies, and of policies that are a combination of restrictive and demand-oriented policies. However, surprisingly, a majority is still in favor of many of these (extension of parking fees and parking restrictions, and reuse of parking space for better livability). Furthermore, we classify residents who live in a household with private cars into the stage model of self-regulated behavior change to analyze their intention towards a reduction in private car use. Results from linear regression analyses indicate that residents who have intentions to change their behavior towards car use reduction assess the policy options more similarly to car-free households and regular bike users, and not like the other car-owning households. The findings suggest that while the residents support financial-related policies the least, they are more receptive towards parking policies than policy makers and planners assume if the reuse of parking lots creates space for other users or if it increases the quality of life, for instance, by adding bike lanes, wider sidewalks or greenery. Hence, a combination of restrictive and demand-oriented on-street parking policies results in high acceptance among residents, and the communication from municipalities regarding the implementation of the different policies needs to vary depending on the kind of household.
Three fungi associated with living leaves of plants are new records for Panama: Annellophora phoenicis causing leaf spots of Cocos nucifera (Arecaceae), Cercospora corniculatae (C. apii s. lat.) on living leaves of Oxalis barrelieri (Oxalidaceae) with and without discoloration, and Sclerotium coffeicola on zonate leaf spots of Annona montana (Annonaceae) and Dioscorea alata (Dioscoreaceae). Some records of A. phoenicis and S. coffeicola relevant for known geographical distribution and available by literature are critically revised.
The paper presents two case studies from Nigeria and Burkina Faso, that differ in many respects, but show also some significant similarities. In both cases, previously existing claims on land were not recognised by the national authorities who implemented development projects. But as a contrast, in the Nigerian case people had to move out of the territories that were now claimed by the state, whereas in the Burkina case people were brought into an area that was declared state property. As a result in both cases, this had specific implications for the inter-ethnic relations in the respective regions. In Nigeria, Kanuri farmers moved to new fertile areas that incidentally emerged parallel to the development efforts of the state.
Background: Previous experimental research on testosterone (T) and psychological traits is inconclusive. Thus, we performed the first large-scale observational study of the association between T and dispositional optimism / pessimism.
Methods: We used prospective data from 6,493 primary-care patients (3,840 women) of the DETECT study (Diabetes Cardiovascular Risk-Evaluation: Targets and Essential Data for Commitment of Treatment), including repeated immunoassay-based measurement of serum T and optimism / pessimism assessed by the revised Life-Orientation Test (LOT-R). Cross-sectional and longitudinal associations of baseline T and one-year change in T with optimism and pessimism were investigated using age- and multivariable-adjusted regression models.
Results: Cross-sectional analyses showed no association of T with optimism or pessimism in both sexes. Longitudinal analyses also showed no association of baseline T with optimism or pessimism at four-year follow-up. Multivariable analyses of total LOT-R score yielded similarly non-significant results (β-coefficient per unit change in T for men: -0.01 (95% CI: -0.24–0.22), women: 0.08 (-0.03–0.20)). Furthermore, change in T was not related to optimism or pessimism at four-year follow-up.
Conclusions: The present observational study of a large-scale prospective sample showed no association of T with optimism or pessimism. Integrating further experimental and interventional evidence from alternative methodological approaches would strengthen this conclusion and establish stronger evidence about the potential hormonal basis of psychological traits.
The future heavy-ion experiment CBM (FAIR/GSI, Darmstadt, Germany) will focus on measurement of very rare probes at interaction rates up to 10 MHz with data flow of up to 1 TB/s. The beam will provide free stream of beam particles without bunch structure. That requires full online event reconstruction and selection not only in space, but also in time, so-called 4D event building and selection.
The FLES (First-Level Event Selection) reconstruction and selection package consists of several modules: track finding, track fitting, short-lived particles finding, event building and event selection. A time-slice is reconstructed in parallel between cores within a same CPU, thus minimizing the communication between CPUs. After all tracks are found and fitted in 4D, they are collected into clusters of tracks originated from common primary vertices, which then are fitted, thus identifying 4D interaction points registered within the time-slice. Secondary tracks are associated with primary vertices according to their estimated production time. After that, short-lived particles are found and the full event building process is finished. The last stage of the FLES package is the selection of events according to the requested trigger signatures.
Future FAIR experiments have to deal with very high input rates, large track multiplicities, make full event reconstruction and selection on-line on a large dedicated computer farm equipped with heterogeneous many-core CPU/GPU compute nodes. To develop efficient and fast algorithms, which are optimized for parallel computations, is a challenge for the groups of experts dealing with the HPC computing. Here we present and discuss the status and perspectives of the data reconstruction and physics analysis software of one of the future FAIR experiments, namely, the CBM experiment.
The main goal of modern heavy-ion experiments is a comprehensive study of the QCD phase diagram, in a region of Quark-Gluon Plasma (QGP) and possible phase transition to QGP phase.
Strange particles produced in the collision are sensitive probes of the created media. Reconstruction of Σ particles together with other strange particles completes the picture of strangeness production. Σ+ and Σ− have all decay modes with at least one neutral daughter, which can not be registered by the CBM detector.
For their identification the missing mass method is proposed: a) tracks of the mother (Σ−) and the charged daughter (π−) particles are reconstructed in the tracking system; b) the neutral daughter particle (n) is reconstructed from these tracks; c) a mass constraint is set on the reconstructed neutral daughter; d) the mother particle is constructed of the charged and reconstructed neutral daughter particles and the mass spectrum is obtained, by which the particle can be identified.
The method can be applied for other strange particles too. In total 18 particle decays with neutral daughter are now included into physics analysis.