Geographic mobility

The territorial mobility or spatial mobility indicates the mobility of people and goods in a geographical space. But part of mobility and the ability and willingness to move. In the transport shows the realized mobility. However, both terms can not be equated, since mobility individual motives and backgrounds emphasized. Traffic education and mobility education appropriately dealt with different aspects of commercial life.

The geographical mobility can be divided into a residenzielle mobility and circular mobility. In the circular mobility to return home. In contrast, published by the mobility residenziellen his residence permanently. Removals within an area are also included as residenziellen mobility as multi-local ways of life and migration between nations. For circular mobility are the tourism and daily journeys.

Need for mobility

Modern societies are characterized by ever-greater differentiation. Social activities such as housing, work, education and recreation are often separated from each other spatially. Since man can not be in several places at once, he must overcome geographical distances, provided that participation is desired at certain events. The mobility shall fall to the function people to re-integrate that were disembedded by differentiation. At the same time, mobility is necessary for inclusion in important social systems such as education and employment. Mobility arises not only from the compulsion to perceive spatially separated activities. There is also an intrinsic need for mobility. The itinerancy is then the identity and is an expression of a lifestyle.

Measurements

From a high mobility is when many traffic movements can be performed. The type of transportation used, it does not matter. The mobility can be enhanced when a choice between several transport is a high connection frequency is given and / or the time required for overcoming a distance is relatively low. This includes, for example, to improve the situation of disabled people mobility, accessible by footpath networks are realized.

But on the other hand, has the number of paths which are completed every day, are not necessarily considered to quality. Due to the engine, the way patterns are simplified. For example, if the bread and wine bring two separate routes by car traveled (including journey home ), one would speak of a high mobility. The pedestrian, who worried these two errands on a path that would result in a lower mobility. The decisive factors are ultimately the activities that are carried out on the trails. The activity patterns were more diverse in the case of the pedestrian. The change in the settlement pattern and in the local supply change this pattern of activity.

Various occasions, the term is also used reduced mobility for the mere availability of cars, measured at the level of motorization. When considering the mobility of the foot traffic was often disregarded. By changed spatial structure, the shape, such that mobility is reacted strongly influenced.

Mobility in Germany 2002

A characteristic value to describe the mobility are the pathways that are covered daily on average. Another characteristic is the distance between the place of birth and the place of family formation.

The paths per day are relatively constant. Show how a little later in the FRG ( KONTIV, today "Mobility in Germany " ) that approximately 3.3 paths per day to be covered - Both studies since the 1970s in the GDR ( SIV system of representative traffic surveys). This has not changed significantly over this period. This play different degree of motorization (DDR - Germany) do not matter.

Some essential and selected results of the study "Mobility in Germany 2002 " are these:

• The weekly average 86 % of people leave, at least for a short walk to the house ( take-away portion). On Sunday, this proportion decreased to 75%.
• On average 3.3 trips are made daily. In 1976 this figure was 3.4 Because per day. However, the number of trips per day is not a quality criterion. For example, lay people, consciously use the bike paths only 3.1 per day back, exclusive motorist 3.7. Here, the organization of the channels is important.

• 23% of all trips are made entirely on foot ( with the other transport are of course also included footpaths ).
• 9% are done by bike,
• 8% with the local public transport ( public transport )
• 45% of all trips are made to the motor vehicle as a driver,
• 16 % as a passenger.

• The footpath proportion was in 1976 in the FRG still at 34 %.
• For recreational trails is 2002, the proportion of footpaths at 30 %, while shopping at 27 %. Even on days with heavy rain, the sidewalks proportion increased to 30 %.

• 53% of the way of children up to 9 years to be covered as a passenger in the car, the proportion of footpaths is 34 %.
• ( Eg children bring to school ) On the main journey purpose " accompaniment ", accounting for 9 % of all trips.

• 31 % of all trips are leisure traffic, 19 % for shopping and 15 % are ways to work.
• The majority of the walk ways are leisure trips (34%) and ways for shopping ( 32%).

• 25 % of all car journeys are less than 3 km.
• The length of the paths is on average at 1.4 km.
• The average speed of the car trips is 32.8 km / h
• On average, puts every citizen who leaves the house, 43 km back in the day and spends 93 minutes in traffic.
• Overall, 20 % of households have no car, in large cities, the value goes up to 33%.

In summary, inter alia, the investigation that:

• The share of passenger car roads is increasingly.
• The necessary time budget for the daily mobility increases with increasing path length.

Other studies are to migration of young people from up to start a family.

Studies in selected cities

2003, the so-called city - SIV was in select cities carried out in 2003 ( SIV = system of representative traffic surveys ). Results are shown in the adjacent table.

Although not all cities are compared with each other, but show some very large differences in mobility behavior. The respective highest (blue) and lowest (yellow) values ​​in a column are highlighted. The conditions that lead to these different values ​​are varied, such as:

• Settlement structure
• Structure of retail trade
• Expansion level of public transport
• Number of parking spaces in downtown
• Qualities for the foot or bicycle traffic
• Image of means of transport (public transport, pedestrian traffic, bicycle traffic )
• Well-developed road networks in the surrounding area

Monocausal contexts it certainly will not give. These figures show clearly, however, the municipal discretion to control the mode choice and thus the traffic in the cities.

Mobility Management

There exist in the mobility management approaches to influence the impact of mobility as a potential of the use of transport to overcome distances, to reduce the adverse consequences of this mobility. The term Sustainable Mobility stands for sustainable, environmentally sound and socially acceptable modes of travel such as walking, cycling and public transport.