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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.
Highlights
• Applies a biographically inspired practice-theoretical approach to understand everyday mobility from car-reduced neighborhoods.
• Investigates various ‘contexts’ and ‘practice bundles’ that shape car-(in)dependent mobility practices.
• Material, personal-temporal, and socio-cultural contexts of residents’ travel behavior in car-reduced neighborhoods stabilize and support car-independent mobility.
• The meanings (including emotions and feelings) of mobility practices determine their performance type.
• Calls for more car-reduced planning for the transition to low-carbon mobility.
Abstract
Lately, transport researchers and practitioners are showing renewed interest in car-reduced neighborhoods and their residents’ mobility to investigate possible factors influencing sustainable transport. With a biographically inspired practice-theoretical approach, this study considers the ‘context of travel behavior’ and, thus, focuses on mobility as a ‘practice’ in order to improve the understanding of everyday mobility as well as the potential and limitations of implementing car-reduced housing. Based on qualitative interviews with residents of two German car-reduced neighborhoods, we first identify different compositions of materials, competences, and meanings (including the feelings and emotions) of car-(in)dependent mobility practices. Second, we discover the personal, social, temporal, and socio-structural circumstances of the residents’ travel behavior alongside ‘practice bundles’ that interact with car-(in)dependent mobility. Finally, our findings indicate, on the one hand, that the car-centric material context outside car-reduced neighborhoods, the incorporation of private car driving with the practice of everyday life, and the affective satisfaction with car use and ownership negatively influence car independence. On the other hand, our results highlight that residential location and its materiality in the case of car-reduced housing developments, as well as the personal-temporal and socio-cultural contexts of their residents’ mobility practices stabilize and support car independence and low-carbon mobility.
Highlights
• Compares narratives and mobility-related practices of car-reduced neighborhoods.
• Identifies commonalities and differences between the ideal vision and the lived practice of car independency.
• The article concludes that a 'post-car system' requires continuous material and immaterial change.
• This can be fostered by political and planning readiness, as well as local willingness and public acceptability.
• Overall, this study reveals the exemplary role of car-reduced neighborhoods for mobility transition.
Abstract
In the pursuit of sustainability, the concept of ‘car-reduced neighborhoods’ promises to decrease car ownership and increase car-independent mobility. However, mobility is not only designed from ‘above’ by planners and policymakers, but also shaped from ‘below’ by its practitioners and their contexts. Only a few studies currently bring together the perspective from ‘above’ and ‘below’ regarding car-reduced neighborhoods. This article therefore combines both perspectives by contrasting the narratives and the mobility-related practices of two German car-reduced urban residential areas. Firstly, we conduct interviews with various actors involved in the planning and implementation of both neighborhoods to identify the narratives. Secondly, we interview the residents to determine the mobility-related practices. Finally, we compare both empirical investigations to analyze the commonalities and differences of the ‘planning vision’ and the ‘lived practice’ of car-free living, car-independent mobility, and restrictive car parking. Although this study identifies differences between the two perspectives, the discrepancy is smaller than evaluated in earlier studies. After relocating to a car-reduced neighborhood, residents tend to maintain, strengthen, and adapt car-independent mobility practices rather than weakening car-independent mobility practices and maintaining car-dependent ones. Thus, residents seem to be encouraged to drive less and to leave their cars parked for most of the time. However, relocating to a car-reduced neighborhood does not automatically initiate full demotorization. Furthermore, residents' parking practices also sometimes deviate from the planning vision. Consequently, the article concludes that overcoming the ‘system’ of automobility for a ‘post-car system’ requires continuous (i) material and (ii) immaterial change fostered by political and planning readiness, as well as local willingness and public acceptability. In this regard, car-reduced neighborhoods can be seen as blueprints for a mobility transition.
Highlights
• Explanation of mobility design and its practical, aesthetic and emblematic effects on travel behaviour.
• Review of recent studies on mobility design elements and the promotion of non-motorised travel.
• Discussion of research gaps and methodological challenges of data collection and comparability.
Abstract
To promote non-motorised travel, many travel behaviour studies acknowledge the importance of the built environment to modal choice, for example with its density or mix of uses. From a mobility design theory perspective, however, objects and environments affect human perceptions, assessments and behaviour in at least three different ways: by their practical, aesthetic and emblematic functions. This review of existing evidence will argue that travel behaviour research has so far mainly focused on the practical function of the built environment. For that purpose, we systematically identified 56 relevant studies on the impacts of the built environment on non-motorised travel behaviour in the Web of Science database. The focus of research on the practical design function primary involves land use distribution, street network connectivity and the presence of walking and cycling facilities. Only a small number of papers address the aesthetic and emblematic functions. These show that the perceived attractiveness of an environment and evoked feelings of traffic safety increase the likelihood of walking and cycling. However, from a mobility design perspective, the results of the review indicate a gap regarding comprehensive research on the effects of the aesthetic and emblematic functions of the built environment. Further research involving these functions might contribute to a better understanding of how to promote non-motorised travel more effectively. Moreover, limitations related to survey techniques, regional distribution and the comparability of results were identified.
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.
Highlights
• Investigates the effect of a nearly fare-free public transport ticket.
• In-depth analysis of the 9-Euro-Ticket using qualitative empirical research.
• Low-income people's mobility and social participation benefits from affordable PT.
• This study reveals six main findings of interest for policy and practice.
From June to August 2022, the financial barrier to public transport use almost completely disappeared in Germany due to the 9-Euro-Ticket. It enabled anyone with access to public transport infrastructure across Germany to use public transport for 9 euros per person per month. As this completely changed the conditions for public transport use, especially for low-income households with children, the following research questions arise: (1) what effect does the 9-Euro-Ticket have on the travel practices and social participation of low-income households with children? (2) how and by what were the travel practices shaped by the 9-Euro-Ticket? and (3) what happened to the interviewees’ travel practices after the measure expired? To answer these questions, twelve qualitative interviews were conducted with low-income households with children in the Hanover region.
This study found that the 9-Euro-Ticket removed the financial constraint of public transport use, changed the travel practices of most interviewees and had a wide range of positive meanings. The respondents associate the 9-Euro-Ticket with freedom, joy at being able to offer their children something, along with financial and psychological relief. Additionally, the 9-Euro-Ticket enabled the interviewees to engage in leisure activities, to visit relatives, contributed to integration, had an empowering effect, especially for women and children, and thus represents a measure to increase social participation. After the three months of the 9-Euro-Ticket, financing public transport use challenges low-income households again and financial constraints prevent them from reaching certain places and engaging in out-of-home activities.
No more technology? A TPACK-survey for pre-service teachers with social media in the digital world
(2023)
In the digital age, social media are integrated into everyday life. To include corresponding topics of the digital world in the classroom, future teachers require specific knowledge and abilities. The extent to which these prerequisites are connected to technology, however, needs to be reevaluated in light of social media's ubiquitous nature. Through adopting the TPACK model for an exemplary topic of the digital world, constructions of space in Geography education, a self-evaluation survey instrument for pre-service teachers is compiled and validated (n = 364); social media are conceptualized as an aspect of technological knowledge. Confirmatory factor analysis confirms that the TPACK model is appropriate for the data, as fit-indices show favorable results. A transformative view of the model is supported. Correlations among all constructs exist, endorsing previous studies’ findings on the difficulties in distinguishing the TPACK knowledge constructs. Technological knowledge, noticeably, displays comparatively low correlations with the other knowledge constructs. This result is contrary to previous studies on TPACK and social media, as well as the relation of TPACK to technological knowledge. Albeit these results are not generalizable for all digital world content in pre-service teacher education, this study, by way of example, contributes to a debate on the conceptualization of technological knowledge when introducing phenomena of the digital world that are related to social media through the TPACK model. Additionally, this study advances research in the area of embedding pre-service teacher education with social media in domain-specific pedagogies.
Zielsetzung: Untersuchung der Auswirkungen der Covid-19-Pandemie auf Angebote der vor allem niedrigschwelligen Drogenhilfe und Reaktionen der Klientel auf geänderte Angebote. Methodik: Verwendet wurden in erster Linie Daten aus einer asynchronen qualitativen Onlinebefragung für Mitarbeiter_innen der ambulanten Drogenhilfe, ergänzt durch Zahlen aus einer quantitativen Onlinebefragung für dieselbe Zielgruppe. Ergebnisse: Während übliche Infektionsschutzmaßnahmen nahezu überall angewendet wurden, reichte die Spanne der tatsächlichen Auswirkungen von Komplettschließungen bis zu eher geringen Einschränkungen. Schwerpunkte wurden zumeist auf Überlebenshilfe und Straßensozialarbeit gelegt. Beratung wurde oft per Telefon durchgeführt, was für viele Anliegen als sinnvoll erachtet wurde, Beziehungsarbeit aber erschwerte. Vor allem stark verelendete Klient_innen nutzten weiterhin häufig Hilfsangebote. Schlussfolgerungen: Es zeigen sich unterschiedliche Umgangsweisen der Drogenhilfe mit den pandemiebedingten Maßnahmen. Oft entwickelte man kreative Lösungen zur Umsetzung, mit Schwerpunktsetzung auf Existenzsicherung. Sowohl Mitarbeiter_innen als auch Klientel waren durch die Pandemie zahlreichen Belastungen ausgesetzt.
Aim: Recent studies in southern Africa identified past biome stability as an important predictor of biodiversity. We aimed to assess the extent to which past biome stability predicts present global biodiversity patterns, and the extent to which projected climatic changes may lead to eventual biome changes in areas with constant past biome.
Location: Global.
Taxon: Spermatophyta; terrestrial vertebrates.
Methods: Biome constancy was assessed and mapped using results from 89 dynamic global vegetation model simulations, driven by outputs of palaeoclimate experiments spanning the past 140 ka. We tested the hypothesis that terrestrial vertebrate diversity is predicted by biome constancy. We also simulated potential future vegetation, and hence potential future biome patterns, and quantified and mapped the extent of projected eventual future biome change in areas of past constant biome.
Results: Approximately 11% of global ice-free land had a constant biome since 140 ka. Apart from areas of constant Desert, many areas with constant biome support high species diversity. All terrestrial vertebrate groups show a strong positive relationship between biome constancy and vertebrate diversity in areas of greater diversity, but no relationship in less diverse areas. Climatic change projected by 2100 commits 46%–66% of global ice-free land, and 34%–52% of areas of past constant biome (excluding areas of constant Desert) to eventual biome change.
Main conclusions: Past biome stability strongly predicts vertebrate diversity in areas of higher diversity. Future climatic changes will lead to biome changes in many areas of past constant biome, with profound implications for biodiversity conservation. Some projected biome changes will result in substantial reductions in biospheric carbon sequestration and other ecosystem services.
Global water models (GWMs) simulate the terrestrial water cycle on the global scale and are used to assess the impacts of climate change on freshwater systems. GWMs are developed within different modelling frameworks and consider different underlying hydrological processes, leading to varied model structures. Furthermore, the equations used to describe various processes take different forms and are generally accessible only from within the individual model codes. These factors have hindered a holistic and detailed understanding of how different models operate, yet such an understanding is crucial for explaining the results of model evaluation studies, understanding inter-model differences in their simulations, and identifying areas for future model development. This study provides a comprehensive overview of how 16 state-of-the-art GWMs are designed. We analyse water storage compartments, water flows, and human water use sectors included in models that provide simulations for the Inter-Sectoral Impact Model Intercomparison Project phase 2b (ISIMIP2b). We develop a standard writing style for the model equations to enhance model intercomparison, improvement, and communication. In this study, WaterGAP2 used the highest number of water storage compartments, 11, and CWatM used 10 compartments. Six models used six compartments, while four models (DBH, JULES-W1, Mac-PDM.20, and VIC) used the lowest number, three compartments. WaterGAP2 simulates five human water use sectors, while four models (CLM4.5, CLM5.0, LPJmL, and MPI-HM) simulate only water for the irrigation sector. We conclude that, even though hydrological processes are often based on similar equations for various processes, in the end these equations have been adjusted or models have used different values for specific parameters or specific variables. The similarities and differences found among the models analysed in this study are expected to enable us to reduce the uncertainty in multi-model ensembles, improve existing hydrological processes, and integrate new processes.