Die SGKV stellt für sie die wichtigsten amtlichen Statistiken und Kennzahlen rund um den Kombinierten Verkehr zusammen. Die Berichte sollen Sie bei Ihrer täglichen Arbeit und Ihren Entscheidungen unterstützen. Gleichermaßen bieten Sie auf kompakte Weise wichtige, aktuelle Informationen für die Analyse multimodaler Verkehre.

Die SGKV stellt für sie die wichtigsten amtlichen Statistiken und Kennzahlen rund um den Kombinierten Verkehr zusammen. Die Berichte sollen Sie bei Ihrer täglichen Arbeit und Ihren Entscheidungen unterstützen. Gleichermaßen bieten Sie auf kompakte Weise wichtige, aktuelle Informationen für die Analyse multimodaler Verkehre. Als Mitglied haben Sie immer Zugriff auf den neusten Bericht.

Die gesamte Tätigkeit des VDV fasst der Jahresbericht in anschaulicher Form zusammen. Aus allen Fachbereichen des Verbandes, aus den VDV-Landesgruppen sowie den VDV-Geschäftsstellen Berlin und Brüssel werden die Schwerpunktthemen vorgestellt und diskutiert. Dabei ist die lückenlose Aufzählung der Verbandsarbeit nicht das Ziel der Ausführungen, sondern eine Konzentration auf die aktuellen Fragestellungen in den Sektoren Öffentlicher Personennahverkehr und Eisenbahngüterverkehr im Verkehrsmarkt.

Die Nationale Plattform Elektromobilität (NPE) orchestriert die Entwicklung der Elektromobilität in Deutschland. Das Beratungsgremium der Bundesregierung bringt 150 Vertreter aus Industrie, Wissenschaft, Politik, Gewerkschaften und Verbänden zum strategischen Dialog zusammen. Gemeinsam ergründen sie die wirtschaftlichen, sozialen und ökologischen Potenziale der Elektromobilität und sprechen Handlungsempfehlungen für Politik und Wirtschaft aus.

Die Nationale Plattform Zukunft der Mobilität (NPM) ist der zentrale Ort zur Diskussion strategischer Weichenstellungen im Mobilitätsbereich. Der Wandel im Mobilitätssektor geht mit tiefgreifenden technischen, rechtlichen und gesellschaftlichen Veränderungen einher. Daher betreibt die NPM zu komplexen Themen Faktenklärung und bindet relevante Stakeholder, sowie Fachexpertise und Politik ein. Aufbauend auf den Diskussionsergebnissen in der NPM werden Handlungsempfehlungen an Politik, Wirtschaft und Gesellschaft ausgesprochen.

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Automobility refers to the continued, self-perpetuating dominance of privately-owned, gasoline-powered vehicles used primarily by single occupants—a system which clearly has broad environmental and societal impacts. Despite increasing societal interest in transitions to more sustainable transportation technologies, there has been little consideration of how such innovations might challenge, maintain or support different aspects of automobility, and what that means for technology deployment, transport policy, and user practices. To bring attention to the complexity and apparent durability of the automobility system, in this paper we develop a conceptual framework that explores automobility through a categorization of frames, or shared cultural meanings. This framework moves beyond the typical focus on private, functional considerations of user choice, financial costs and time use to also consider symbolic and societal frames of automobility that exist among users, non-users, industry, policymakers and other relevant social groups. We illustrate this framework with eight particular frames of automobility that fall into four broad categories: private-functional frames such as (1) cocooning and fortressing and (2) mobile digital offices; private-symbolic frames such as (3) gender identity and (4) social status; societal-functional frames such as (5) environmental stewardship and (6) suburbanization; and societal-symbolic frames such as (7) self-sufficiency and (8) innovativeness. Finally, we start the process of discussing several transportation innovations in light of these automobility frames, namely electrified, autonomous and shared mobility—examining early evidence for which frames would be challenged or supported by such transitions. We believe that appreciation of the complex and varied frames of automobility can enrich discussion of transitions and policy relating to sustainable transportation.

Quantitative risk analysis (QRA) is widely applied in several industries as a tool to improve safety, as part of design, licensing or operational processes. Nevertheless, there is much less academic research on the validity and validation of QRA, despite their importance both for the science of risk analysis and with respect to its practical implication for decision-making and improving system safety. In light of this, this paper presents a review focusing on the validity and validation of QRA in a safety context. Theoretical, methodological and empirical contributions in the scientific literature are reviewed, focusing on three questions. Which theoretical views on validity and validation of QRA can be found? Which features of QRA are useful to validate a particular QRA, and which frameworks are proposed to this effect? What kinds of claims are made about QRA, and what evidence is available for QRA being valid for the stated purposes? A discussion follows the review, focusing on the available evidence for the validity of QRA and the effectiveness of validation methods.

Contact formation with silver (Ag) thick film pastes on boron emitters of n-type crystalline silicon (Si) solar cells is a nontrivial technological task. Low contact resistances are up to present only achieved with the addition of aluminium (Al) to the paste. During contact formation, Al assisted spiking from the paste into the silicon emitter and bulk occurs, thus leading to a low contact resistance but also to a deterioration of other cell parameters. Both effects are coupled and can be adjusted by choosing proper Al contents of the paste and temperatures for contact formation. In this work the microscopic electric properties of single spikes are presented. These microscopic results, i.e. alterations of the local emitter doping density, the pronounced local recombination activity at the interface between spikes and Si and its influence on the charge collection efficiency, are used to explain the observed dependencies of global cell parameters on the Al content of contact pastes.

This study analyzes how, in a possible electrification of the car fleet through plug-in hybrid electric vehicles (PHEV), the choice of objective function, which potentially reflects different stakeholders’ interests, may influence the resulting optimal PHEV battery range, the PHEV share in the vehicle fleet, the fleet total cost of ownership (TCO) savings, and the fleet electric drive fraction under various economic conditions and policy options. The optimal battery range can differ considerably among objective functions, especially between the objectives of maximizing the number of PHEVs and maximizing driving on electricity. Increased viability of the PHEV, for instance, through lower battery costs, higher running cost savings, or PHEV-promoting subsidies, will strengthen this effect. Therefore, a high share of viable PHEVs in the vehicle fleet does not necessarily result in a high share of electric driving. When designing policies to promote PHEVs, both the short- and long-term policy objectives and their potential effects need to be considered explicitly.