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1、On behalf ofAll in One?“Developments and Perspectives for Mobility Stations in the Urban Space ImprintPublished by:Deutsche Gesellschaft frInternationale Zusammenarbeit(GIZ)GmbHRegistered offices:Bonn and EschbornGIZ in China:Tayuan Diplomatic Office Building 2-5 14 Liangmahe South Street,Chaoyang D

2、istrict 100600 Beijing,P.R.China P+86(0)10 8527 5589 F+86(0)10 8527 559E infogiz.de I www.giz.de I www.transition-china.org/mobility Project:Sino-German Cooperation on Mobility and Fuels Strategy(MFS)as a Contribution to the Mobility and Transport Transition Responsible:Alexander von Monschaw,GIZ in

3、 Chinaalexander.monschawgiz.deAuthors:Carolin Bernhard,GIZ in China Jelena Bcker,GIZ in ChinaReview und Editing:Dr.Markus Wagner,GIZ in China Design:Carla Khleis,GIZ in ChinaPhoto credits:Cover-Henrik Schmidt,GIZ in ChinaTranslation:Carla Khleis,GIZ in ChinaURL Links:This publication contains refere

4、nces to external websites.The respective provider is always responsible for the con-tent of the external pages listed.When it was first referred to,GIZ checked the third-party content to determine whet-her it might trigger civil or criminal liability.A permanent control of the content of the links t

5、o external sites is not reasonable without concrete evidence of an infringement.If GIZ determines or is informed by others that an exter-nal offer to which it has referred triggers civil or criminal liability,it will immediately remove the reference to this offer.GIZ expressly dissociates itself fro

6、m such content.On behalf of the German Federal Ministry for Transport and Digital Infrastructure(BMDV)GIZ is responsible for the content of this publication.Beijing,2022Developments and Perspectives for Mobility Stations in the Urban Space List of Figures.VList of Tables.VList of Abbreviations.VI1 I

7、ntroduction.12 From Conceptual Design to Implementation.3 2.1 Conception of Mobility Stations .3 2.2 Conceptual Design and Planning.6 2.3 Implementation.143 Findings.164 Conclusion.195 List of References.20 Table of ContentsIVTable 1 Definition of Mobility Stations by Location and Main Target GroupL

8、ist of Tables VList of Figures Figure 1 Overview of the Institutes and Projects Interviewed Figure 2 Mono-,Multi-and IntermodalityFigure 3 Added Values of Intermodal MobilityFigure 4 Overall Process of Mobility Station ImplementationFigure 5 The Mobility Station of the FutureVIList of AbbreviationsB

9、BSR Federal Institute for Research on Building,Urban Affairs and Spatial DevelopmentBIEK Federal Association of Parcel and Express LogisticsBMDV Federal Ministry of Transport and Digital InfrastructureFGVS Road and Transportation Research AssociationGIZ Deutsche Gesellschaft fr Internationale Zusamm

10、enarbeit(GIZ)GmbH GVFG Municipal Transport Financing ActMIV Motorised Private TransportPNV Local Public TransportV Public TransportPkw Passenger cars VCD German Transport Club 1The strengthening and diversification of pu-blic transport services play a central role in the implementation of sustainabl

11、e mobility concepts.While urban mobility behaviour in particular has increasingly reflected the trend of using instead of owning“1 in recent ye-ars,and specific mobility needs are beco-ming the focus of environmentally friend-ly and equitable transportation planning,so-called mobility stations“are e

12、merging in numerous German cities as corresponding infrastructures and transportation stations of a modern local public transport system.In supporting the environmentally friendly and local transport networks,mobility stations can exert significant relief effects for the en-vironment and traffic flo

13、w,whilst promoting the further expansion of electrified light and micro vehicles as well as passenger cars in car sharing operation.At the same time,the implementation of mobility station projects at the urban and municipal level is accom-panied by numerous challenges that require close coordination

14、 of relevant stakeholders,consideration of the specific local conditi-ons,and active citizen participation in order to generate the highest possible acceptance and use of the newly created mobility services.In this light,in the frame of the project Ger-man-Chinese Cooperation on Mobility and Fuel St

15、rategy as a Contribution to the Trans-port Transition“of the Deutsche Gesellschaft fr Internationale Zusammenarbeit(GIZ)GmbH this report examines different approa-ches and strategies to planning and imple-menting mobility stationstations in Germany.To gain insights into the status quo and the requir

16、ements of intermodal mobility of the future,interviews were conducted with re-presentatives of municipal administrations,research institutes,and spatial and transport planning offices from all over Germany(Figu-re 1).The findings of this expert exchange are directly incorporated into this report,whi

17、ch uses specific projects to highlight exemplary challenges and approaches to solutions for the implementation of mobility stationstations.1 Introduction1 Sustainable consumption and the approach of a collaborative economy“have increasingly become the focus of social debates,especially since the Par

18、is climate protection agreement COP21 in 2015(Umweltbundesamt 2015,p.20).With regard to shared vehicle use,PwC predicts in its report Five trends transforming the Automotive Industry“(2018,p.9)that by 2030 every third kilometer travelled will involve shared mobility concepts.2Based on a literature r

19、eview,the report first carves out the various definitions of mobili-ty stationstations in Germany,before indi-vidual measures are considered from their conceptualisation to their actual operation.The report concludes with a roundup and out-look on future developments.As a collection of existing stud

20、ies and current assessments,the document aims to provide interesting insights and new impulses not only for the sustainable design of intermodal mobility in Germany,but also for planning premises of mobility stations in other country contexts.Figure 1:Overview of the Interviewed Institutes and Proje

21、cts,Image Source:mixmaps.de 3Awareness of and the trend toward multimodal travel have risen sharply in recent years.While multimodal mobility behaviour was not expli-citly mentioned in the large-scale survey report Mobilitt in Deutschland“in 2008,the subse-quent surveyreport in 2017 provides a clear

22、er picture:Accordingly,the share of multimodal travel of all travel patterns among 30-60 year-olds is 37%on average,while the age group between 16-19 uses multimodal travel on 56%of their trips(Nobis and Kuminhof 2018,p.56).Although multimodality is often perceived as particularly sustainable due to

23、 its asso-ciation with local mobility,Nobis and Ku-minhof(2018,p.59)emphasise that the use of multiple modes of transport,on the other hand,says nothing about the en-vironmental imprint of the mode choice.2 From Conceptual Design to Implementation2.1 Conception of Mobility Stations Figure 2:Mono-,Mu

24、lti-und Intermodality,based on FGVS(2021)With intermodality,several different means of transport are used to cover a distance.For example,to get from the suburbs of a city to the city centre,first the bicycle is used to the S-Bahn stop and then public transport.For a multimodal behaviour,different m

25、eans of transport are used for the respective route within a certain period of time.For example,in the morning the bicycle could be used to get to work,whereas in the eve-ning the car is used for shopping.In the case of monomodal behaviour,only one means of transport is used to cover all journeys wi

26、thin a certain period of time.4There is no comprehensive und univer-sal definition of the term mobility sta-tionstation at hand.Respective infrastruc-tures are labelled differently according to the specific region or project of origin.The mobility stations in Bremen,which were the first to be set up

27、 in Germany in 2003,are part of the brand mobil.punkt/mobil.pnkt-chen“,while the expansion of MOBIpunkte“in Dresden and Jelbi-Stationen“in Berlin has been going ahead since 2018 and 2019 respecti-vely.In their discussion paper Mobilstationen im Stadt.Umland.Netzwerk-ein Versuch einer Begriffseinordn

28、ung,“Jung and Koldert(2019,p.4)emphasize the need for a uniform defini-tion of the term mobility station,especially in order to distinguish a mobility station from conventional transfer points.“When compa-ring different definitions of mobility stations,the following characteristics stand out most:A

29、mobility station represents the start-ing point,end point,or connection point of a route and enables transfers between different modes of transport(Landes-hauptstadt Kiel 2016,p.4;Stein and Bau-er 2019,pp.5-6).Some definitions spe-cify that at least two means of transport must be available(Zukunftsn

30、etz Mobilitt NRW 2017,p.1)and a direct connection to local public transport(PNV),e.g.,a connection to a stop,is necessary(Stein and Bauer 2019,p.16;Kassel 2014,p.2).A mobility station is characterized by the spatial integration and concentration of different mobility offers(Kliesow et al.2020,p.10;L

31、andeshauptstadt Kiel 2016,p.3)and is identified by a uniform design with the objective of high user-friendli-ness(Bundesinstitut fr Bau-,Stadt-und Raumforschung(BBSR)2015,p.6;Zu-kunftsnetz Mobilitt NRW 2017,p.1).The establishment of mobility stati-ons is often perceived as a promotion of sustainable

32、 mobility services,which benefits the Umweltverbund(Landes-hauptstadt Kiel 2016,p.3),and environ-mentally friendly urban development(Zu-kunftsnetz Mobilitt NRW 2017,p.6).2 Mobility stations consequently serve to pro-mote multi-and intermodal(Landeshaupt-stadt Kiel 2016,p.3;Stein and Bauer 2019,p.6)a

33、s well as local mobility(Zukunftsnetz Mobilitt NRW 2017,p.9).By providing va-rious mobility services pooled at one loca-tion,mobility stations promote alternatives to individual transport by strengthening their accessibility,which,according to Zukunfts-netz Mobilitt NRW(2017,p.2),can ensure 2 The fu

34、rther development of mobility stations into“smart stations”that offer users greater added value with the help of digitalisation and networking of information technology.The aspects of expanding a mobility station to include information and communication technologies are not beyond the scope of this

35、report.5cost-effective and flexible mobility in urban areas.“The establishment of mobility stati-ons also entails the potential to have a posi-tive impact on road safety,as infrastructures can be rearranged and made safer.Based on this,further added values of mobility stations can be classified into

36、 the following categories according to Kliesow et al.(2020,p.12)(Figure 3).In sum,this report defines the term mobili-ty station as a starting point,transfer point,or end point of a route that provides a diverse range of mobility services in a uniform design.Figure 3:Added Values of Intermodal Mobil

37、ity,based on Kliesow et al.(2020,p.12)62.2 Conceptual Design and PlanningThe conceptualisation,planning and imple-mentation of mobility stations are highly dependent on the specific local conditions.Therefore,local expertise through active dia-logue with local partners should be streng-thened and pr

38、omoted to adjust the mobility services to local demands.The following sec-tion presents individual aspects of the over-all process based on the action plan of Klie-sow et al.(2020,pp.26-27)(see Figure 4).3 Coordination of ActorsBased on the planning premise of a municipal infrastructure,it is recomm

39、ended to establish a central coordination and administration office.This can help to support efficient implemen-tation and clearly define uniform contact per-sons for all involved actors(Stein and Bauer 2019,p.28).In addition to the early identifi-cation and process integration of all relevant actor

40、s,challenges such as a potential shorta-ge of skilled workers for the construction or maintenance of special infrastructures(e.g.,the construction of a photovoltaic system)should also be considered from the outset.During the conception phase of the MOBI-punkte“in Dresden,a task force was initiated,w

41、hich accelerated the planning and approval processes.Simultaneously,possible delays due to a lack of construction capacity should al-ways be considered(Fiedler,personal inter-view,09.03.2022).Moreover,close communi-cation with companies and service partners of the mobility station is crucial,as thei

42、r co-operation is indispensable for the traffic tran-sition(Kassel,personal interview,04.02.2022).In principle,long-term cooperation should be sought in order to provide customers with a reliable service and thus ensure a perma-nent switch to sustainable mobility services.In addition,a uniform opera

43、tor of the sta-tions should be defined for the maintenan-ce of the areas and coordination of the ser-vice providers(IGES Institut GmbH 2021,p.18),in particular to carry out any repairs or replacements promptly,and thus ensure the consistent attractiveness of the station(Zukunftsnetz Mobilitt NRW 201

44、7,p.48).3 The report“Mobility Station Guidance”by CoMoUK(2019)presents further guidance and recommended actions for setting up mobility stations,based on several examples of mobility stations in Europe.7Figure 4:Overall process of implementing mobility stations,based on Kliesow et al.(2020,pp.26-27)

45、.8Financing In principle,financing mechanisms,e.g.access to federal,state or local government funding,vary greatly depending on the project and regi-on.While the first stations in Offenburg recei-ved funding from the Ministry for Rural Areas of Baden-Wrttemberg and the Federal Minis-try for Building

46、 and the Environment(under the Concept for Climate Protection),the city of Bremen was able to receive financial sup-port from funds from the Public Transport Financing Act(GVFG)and municipal invest-ment funds,according to the Federal Office for Building and Regional Planning(BBSR)(2015,p.31).Specifi

47、c funding that is direc-ted at researching a subject matter is another example.According to IGES Institut GmbH(2021,p.8),a project to investigate mobility stations in peripheral locations in Berlin was carried out with the help of the funding gui-deline Mobilitts-WerkStadt 2025“from the Federal Mini

48、stry of Education and Research.The milestones and funding measures listed in Figure 4 entail the call for proposals for the planning service,the application for funding,the decision on the development plan,the call for proposals for the construction service,and the financing model.Due to high depend

49、en-cy local conditions,they are not discussed in-depth in this report.As a reference,the BBSR report(2015,pp.26-33)provides a detailed overview of selected mobility stations with in-formation on implementation,financing mo-dels,as well as spatial and tariff integration.Choice of Location Essentially

50、,public transport is the basis for pu-blic mobility services,hence locations where the bundling of several mobility services coin-cides with a high demand are suitable for the establishment of mobility stations(Landes-hauptstadt Kiel 2016,p.5).Further prerequi-sites for determining a location are co

51、vered by the following criteria(Landeshauptstadt Kiel 2016,p.6;Zukunftsnetz Mobilitt NRW 2017,p.46;Kliesow et al.2020,p.25):Barrier-free accessibility and good visibili-ty of the station Stations with transfer function must be reliably connected to public transport Availability of space Availability

52、 of a power and communica-tion network(e.g.for charging stations,lighting,Internet,etc.)9There is no single blueprint that can simply be adapted everywhere.Close co-ordination with local actors,exchange on individual elements,and local expertise are indispensable for advancing mobility projects and

53、accelerating planning and implementation processes.“Markus Bednarek,Planersociett The construction of a mobility station also allows the affected public space to be reor-ganised.Current standards for the safety of road users(e.g.accessibility,safety)can thus be directly taken into account and the pu

54、blic space can be upgraded through social inter-action and attractive design(Landeshaupt-stadt Kiel 2016,p.9).According to Jung and Koldert(2019,p.10),locations near densely populated residential areas,workplaces,and places heavily frequented by tourists are par-ticularly relevant for mobility stati

55、ons,as the-se have a high demand for various mobility services.During the planning phase of new neighbourhoods,areas can already be designa-ted the construction of mobility stations(Ver-kehrsclub Deutschland e.V.(VCD)2019,p.2).Fundamentally,the function to be fulfilled by the station should be analy

56、sed and evaluated in the respective context during the planning process.The function of the mobility station can be based on both the spatial location and the main target group,as shown in Table 1.LocationMain Target GroupUrban,dense AreaRural AreaFunctionRegionally important transport stationsCommu

57、ters and employees as well as tourists and business travellersResidential station in the areaResidentsWork site-related station in industrial parks Employees Table 1:Definition of Mobility Options according to Location and Main Target GroupSource:Jung and Koldert(2019,p.6)10Until a few years ago,mob

58、ility stations were often classified as small,medium,or large sta-tions depending on the amount of equipment(Stein and Bauer 2019,p.18),but a trend rever-sal toward classification according to different spatial categories has now become established.Sonja Rube,representative of the planning office US

59、P Projekte GmbH,described in an interview on the research project City2Sha-re“and the construction of mobility stations in Munich that,irrespective of the size of a station,the equipment requirement depends in particular on whether the station is a starting point,connection point or destination.A mo

60、-bility station located in a residential area thus faces different requirements than a station in a commercial area.Especially in residential areas,mobility stations are not only conside-red to have a functional purpose,but also a role in the spatial evaluation.Sufficient par-king space for larger b

61、icycles(e.g.,cargo bikes)as well as baby carriages,walkers,and other mobility aids should be provided for mobility stations in residential neighbourhoods in order to accommodate the diverse needs of residents(VCD 2019,p.3).With regard to spatial re-quirements and equipment features,mobility stations

62、 in rural areas or urban peripheries face particular challenges,as confirmed by the exchange with stakeholders from different projects(Klein-Hitpa,personal interview,21.02.2022).In this context,park&ride func-tions and the linking of individual and public transport are becoming increasingly relevant

63、(Jung and Koldert 2019,p.14).In contrast to the lucrative sharing offer in densely po-pulated areas,the use of on-demand services and a stronger electrification of individual transport instead of the expansion of public mobility stations might be more suitable in rural areas with potentially lower d

64、emand.EquipmentVarious methods are possible for categorising the equipment features of mobility stations.This report distinguishes between physical in-frastructure features and elements for linking mobility services.The following primarily phy-sical infrastructure features represent possible compone

65、nts of a mobility station(Landes-hauptstadt Kiel 2016,pp.9-10;Jung and Kol-dert 2019,pp.8-9;Kassel 2014,p.8):Bicycle parking facilities(weather-pro-tected and specially secured facilities can provide further incentives)Free services to increase the attractiveness,awareness,and comfort of the station

66、:WIFI,equipment for bicycle repair,toilet,seating options(possibly charging options for pedelecs,e-bikes and other electrified 4 In their discussion paper,Jung and Koldert(2019,p.8),for example,make a classification according to transport-relevant characteristics,which are closely linked to the mobi

67、lity offer,and transport-independent characteristics.Other institutions choose a classification based on mobility needs such as private transport,local mobility or service offers(Landeshauptstadt Kiel 2016,p.7-10).11 5 According to Jung and Koldert(2019,p.9),the integration of a kiosk represents a s

68、ocial meeting point in addition to the pure shopping opportunity and can contribute positively to the perception of safety.Such offers,which aim to increase the quality of stay,are relevant if longer waiting times at the station are expected or a high passenger volume is predicted(Jung and Koldert 2

69、019,p.13).small vehicles E-charging station for electrified cars Ticket vending machine Service point with mobility advice and ticket sales Lockers Kiosk or snack vending machines5 Parcel station Digital information terminals(integration of information on connection options,tourist information,etc.)

70、Elements for linking means of transport and mobility offers can include(Landeshauptstadt Kiel 2016,p.7-9):Taxi stand Long-distance bus stop Stop for public transport(or supra-regio-nal transport)Park&Ride spaces(particularly import-ant as an interface for mobility stations in urban peripheral locati

71、ons)Short-term parking spaces for carpooling(also known as Kiss&Ride)Parking spaces for car sharing Parking spaces for bike sharing(including pedelecs and cargo bikes)Integration of Parcel StationsBy integrating parcel lockers into a mobility station,daily trips can be combined with the collection o

72、f parcels and thus bundled.Due to the COVID-19 pandemic,the parcel vol-ume of the courier,express and parcel services industry increased by 10.9%in 2020 com-pared to 2019,which corresponds to an average shipment volume of around 13 million par-cels daily(Bundesverband Paket&Express Logistik(BIEK)202

73、1,p.6).By 2025,the BIEKs“CEP Study 2021”(2021,p.7)expects a shipment growth of 7%per year to 5.68 billion shipments.Image Source:Henrik Schmidt,GIZ ChinaIn particular,business-to-consumer deliveries are the main driver of growth and recorded a rise of 19.7%in 2020 due to the increase in online retai

74、ling(BIEK 2021,p.6).In addition to the opportunity of contactless deliveries,parcel stations would especially counteract the growing number of second or third delivery at-tempts and thus have a positive impact on traffic vo-lumes,especially in residential areas(VCD 2019,p.3).12A modular structure of

75、 the mobility station enables a cost-effective design that can be fle-xibly adapted to local requirements and can also be expanded progressively.Individual ele-ments can thus similarly be reduced with little effort(Kassel 2014,p.6;Stein and Bauer 2019,p.32).In addition,modular kits do not require ex

76、tensive civil engineering work,so that a fast and cost-effective construction can be guaran-teed(Kliesow et al.2020,p.29).The uniform design of a mobility station(and,if applica-ble,of a corresponding brand)within a certain spatial area is decisive for the recognition value of the stations.Furthermo

77、re,a uniform design creates attention for the new mobility offer and facilitates a connection of the users with the product,which promotes multiplier effects in favour of a climate-friendly mobility service provi(Zukunftsnetz Mobilitt NRW 2017,p.9).Holistic marketing campaigns,in the case of the Dre

78、sden MOBIpunkte combined with a uniform design on numerous channels,can significantly strengthen brand awaren-ess(Escher,personal interview,09.03.2022).Mobility doesnt stop at the municipal boundary;traffic flows in the region must be viewed holistically.”Matthias Kassel,City OffenburgThe marketing

79、of local transport infrastructu-res in cities and municipalities is associated with very different formats,narratives and challen-ges.While a strong focus on urban identity can promote the recognition value of mobility sta-tions and their use,this makes the marketing integration into a broader mobil

80、ity network and the connection of the core city and sur-rounding areas more difficult.(Zukunftsnetz Mobilitt NRW 2017,p.43).At this point,the case study of Offenburg shows the added va-lue of a neutral brand name:When the first mobility stations were set up in Offenburg,it was not yet foreseeable th

81、at the network would be extended to surrounding districts.However,the neutral brand name Einfach mobil“(“Sim-ply mobile”)made it possible to expand the network without changing the brand identity.CarsharingAs a potential equipment feature,the offer of car sharing can be differentiated into two types

82、:While station-based systems allow the vehicle to be returned only at certain loca-tions,a free-floating system allows a vehicle to be parked freely within a delimited zone(Jung and Koldert 2019,p.10).Depending on the spread of a car-sharing system,consi-derable savings potential can become visible.

83、13 6 The final report on the construction of an“intelligent mobility station”at Sdkreuz station in Berlin by DB Sta-tion&Service AG et al.(2016)highlights various aspects and findings on the topic of sector coupling at mobility stations.Zukunftsnetz Mobilitt NRW(2017,p.10)states that a carsharing ve

84、hicle used by 48 people can replace up to 20 private cars and thus significantly reduce parking pressure.In a study on carsharing at decentralized mobili-ty stations in connection with the elimination of private cars,Czarnetzki and Siek(2021,p.77)found that especially permanent,re-served parking spa

85、ces for carsharing in neig-hbourhoods with high parking pressure have a positive effect on user perception.For a detailed practical report on the effects of car-sharing in Bremen,see Schreier et al.(2017).Integration of Renewable EnergiesThe construction of mobility stations also offers the opportun

86、ity to create interfaces between the energy supply of the stations,charging stations and their(renewable)energy generation.Approaches to sector coupling can be found,for example,in the installation of photovoltaic systems on the roofs of bus stops(VCD 2019,p.4),as has been tested at Berlin Sdkreuz s

87、tation as part of DB Station&Service AGs intelligent mobility stations.6 In the future,the research and development of mobility stations as energy supply interfaces offers the potential to relieve the electricity grid through load shifting and to promote solutions for the intermediate storage of ene

88、rgy(Pieniak,personal interview,07.02.2022).147 Specific cases and tips for the implementation of citizen participation can be found in the discussion paper“Brgerinnen und Brger an der Verkehrswende beteiligen”(Citizens participation in the transport transition)in the course of the project“City2Share

89、 of Stein and Bauer(2020)”.2.3 ImplementationFollowing the planning and conceptu-al design of a mobility station,next steps are depicted by the construction and acti-ve communication of multimodal mobi-lity.The subsequent points highlight key aspects of the implementation process.Civic Participation

90、7 The participation of citizens in the design of public space can make a decisive contribution to the acceptance of mobility stations.Parti-cularly in areas with high parking pressure and challenging space acquisition,residents should already be involved in the conceptual design of the stations(Zuku

91、nftsnetz Mobilitt NRW 2017,p.46).The early inclusion of citizens in the implementation process not only ensures them that there will be a guaranteed future mobility offer,but further increases the popu-larity of the project as well as provides the op-portunity to clarify any questions in advance.Usa

92、ge ImpedimentsWhereas the general awareness of citizens with regard to land-use competition in public space has grown in recent years(Klein-Hitpa,personal interview,21 February 2022),there are further hurdles to be overcome with regard to the supply and demand of public transport.Multimodal offers a

93、re a product in need of further awareness-raising.”Maximilian Escher,Dresdner Verkehrsbetriebe AG To further reduce barriers to utilisation,Zu-kunftsnetz Mobilitt NRW(2017,p.50)re-commends permanently ensuring the simple and easy usage of the services“.Above all,the large number of tariff areas and

94、price levels continues to be a major hurdle for the imple-mentation of stations integrated into a broa-der mobility system(Korte,personal interview,08.02.2022).Meanwhile,aspects of accessibi-lity should be considered from the beginning.On the one hand,mobility services must be accessible to non-tech

95、-savvy users,so that the possession of a smartphone is not a basic pre-requisite for using them.On the other hand,the implementation of the mobility station re-quires a constant exchange with organisations for barrier-free accessibility and other interest groups,since the stations often extend into

96、pe-destrian areas and thus represent potential dan-gers for vulnerable user groups,such as visually impaired people and people with walking diffi-culties(Fiedler,personal interview,09.03.2022).15Communication and MarketingWhen communicating about the conceptual planning up to the construction of a m

97、obility station,it is crucial to use the chosen narrative to not emphasise losses,such as the elimination of parking spaces,but rather capitalise on the advantages gained,including the attractiveness of the location and the availability of a versati-le mobility offer.Especially in discussions with r

98、epresentatives from densely populated muni-cipalities it became clear that advantages must not only be communicated quickly,but also be visible to the citizens(Klein-Hitpa,personal interview,21.02.2022).In addition,mobility stations should be promoted within the exis-ting mobility offer in order to

99、increase their vi-sibility.Kliesow et al.(2020,p.32)recommend advertising the mobility station at three points in time:before the start of operation,to show the added value for the users;at the opening,to make the station known and,if necessary,to provide additional incentives through dis-counts and

100、 finally,during the operation of the station,to strengthen the visualisation of the mobility offer for the users.In order to create easy access to the mobility offers,the services should be made available on one joint platform through integrated plan-ning and coordination,that acts as an interface b

101、etween customers and the numerous provi-ders.EvaluationOnce the mobility stations have been set up and put into operation,data collection and evaluation offer great added value in order to analyse the effect and uptake of the offer,and to make appropriate adjustments to the equip-ment if necessary.W

102、hile an evaluation wit-hin the first year can mainly contribute to the publicity of the concept,an assessment after two to three years enables the investigation of actual effects and changes in mobility beha-viour(Kassel,personal interview,04.02.2022;Fiedler,personal interview,09.03.2022).Meanwhile,

103、the expert exchange revealed that in most previous mobility station pro-jects in Germany,evaluation after their cons-truction still does not represent an integral part of the implementation phase.On the contrary,there is often a lack of concre-te usage data and clear potential for impro-vement of co

104、mprehensive impact analyses.16Based on the tangible project experiences and participation in the establishment of mobility stations,the exchange with representatives of various urban and transport planning institutions provided important insights into the current challenges and perspectives of inter

105、modal mobili-ty.In the following,the most important findings are presented in thematic clusters.Conceptual Design and Implementation of Construction Projects:In the future,mobility stations should be active-ly considered in urban and transport planning and,in particular,included in the planning of n

106、ew neighbourhoods as regardsparking space and mobility management.In this context,the expert exchange has shown the trend shift to-wards planning according to spatial categories.Accordingly,mobility stations are no longer designed in station sizes(small/medium/large),but functionally according to ne

107、eds in the local context.The findings of the Munich City2Share project illustrate:A critical mass of vehicles and stations is needed to even presuppose the idea of switching.“Sonja Rube,USP Projects GmbHHow can we develop new financing models for public transport and pro-mote the development of mobi

108、lity sta-tions,even at the expense of private motorised transport?.Individual factors alone cannot determine the transport transition;it must be the overall construct that can ultimately achieve and shape it.“Gregor Korte,PlanersociettAvailability and Attractiveness:The mere existence of a mobility

109、station is not sufficient to significantly change the modal split.In order to motivate people to use sustainable mobility services,a critical mass of stations and shared vehicles is necessary.In addition,further measures need to be taken to advance the modal shift.Besides the creation of a diverse m

110、obility offer,this also includes the de-attractivisation of private transport.3 Findings17Of course,the question is whether every single mobility station or vehicle has to be profitable,or whether ser-vice providers should subsidise less profitable ones with more cost-effec-tive locations.“Norman Pi

111、eniak,Reiner Lemoine Institute gGmbHUtilisation and Evaluation:An early and high-profile evaluation of the proj-ect can have a positive effect on the perception and intensity of use,and provide a better over-view of the demand for certain mobility offers.Aspects of infrastructural and digital access

112、ibil-ity should be considered from the beginning of the planning,and the(tariff-based)integration of the station offers into existing public trans-port networks should be strived for.The ideal mobility station is tailored to the space,so it looks different in the city centre than in the country-side

113、.It is oriented towards the users and less towards the ideas of the planners.Its about creating a mobil-ity offer that actually makes people more mobile,and not just generates profit.“Victoria Langer,German Institute of Urban Affairs gGmbH Profitability:When taking a holistic view of the transport s

114、it-uation,it should also be discussed to what ex-tent each individual mobility station has to be economically profitable or whether the network of different locations should rather be evaluated from a macroeconomic point of view.Besides,rural areas in particular,and subsequently also mobility statio

115、ns in peripheral urban areas,will play an important role as reliable connection points to urban areas,which,however,will be accompanied by spatially specific challenges.18Intermodal mobility of the future:In the course of the interviews,all represen-tatives were asked for their assessment of the ide

116、al mobility station of the future“.The di-verse answers reflect a varied mood.While on the one hand,existing mobility offers were de-scribed as already sufficient,on the other hand,the existence of a singular ideal“mobility sta-tion was completely denied.In contrast,inter-viewees rather pointed at t

117、he importance of integration into specific cityscapes with con-text-dependent functions.At the same time,the respondents named a number of equipment modules and features that can be considered criteria for accessible,sustainable and attracti-ve mobility stations.In addition to the physi-cal infrastr

118、ucture,aspects of digital integration were also mentioned,e.g.the usage of smart technologies to automatically recognise usage patterns and increase the corresponding supply for vehicles.Some key terms used in the discus-sions are illustrated in the following diagram.Figure 5:The Mobility Station of

119、 the Future,Source:Own illustration194 ConclusionThe increased expansion of intermodal mobi-lity offers is not only reflected in the projects and initiatives from all over Germany on which this report is based,but also reflects a dimen-sion of the transport transition in a global context.Although th

120、e concept or terminology of the mobility station“has not yet establis-hed itself in some countries,similar offers of intermodal mobility already exist under a diffe-rent guise.The explicit marketing of mobility stations in a uniform design can undoubtedly contribute to increasing their recognition v

121、a-lue and to a higher frequency of use.At the same time,the added value and effects of new-ly built mobility stations,according to the ex-pert exchange,depend directly on sustainable change of behaviour and greater awareness of the implications of individualised transport patterns.Inclusive planning

122、,participation of relevant actors and conceptualisation accor-ding to local needs represent important steps to generate a high acceptance of new mobility concepts.In the meantime,there is a demand for even more evaluation and data collection in order to assess the emerging infrastructu-res with rega

123、rd to their economic efficiency,use and need for improvement and to develop them further accordingly.In the future,the fo-cus of development will go beyond the indi-vidual mobility station as the object of study to its integration into an overall transport concept.Both the handling of land use com-p

124、etition,particularly relevant for urban areas,and the linking of urban and suburban areas as well as the implementation of intermodal mobility in rural areas require further in-depth accompanying research and public discussion.In this context,the commitment and the exis-ting initiatives for a divers

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