Die Mobilitätslandschaft in Deutschland unterliegt einem tiefgreifenden Wandel. Digitalisierung, Vernetzung und Automatisierung finden immer stärker Einzug in die Lebenswelten der Menschen und steigern damit auch die Erwartungen und Anforderungen der Bevölkerung an die Mobilität der Zukunft. Bürgerinnen und Bürger wünschen sich eine einfache, jederzeit verfügbare, bezahlbare und komfortable Mobilität „aus einer Hand“. Eine Lösung kann eine plattformbasierte intermodale Mobilität schaffen, die die Verfügbarkeit und Nutzung unterschiedlicher Verkehrsmittel nachfrageorientiert, zu beliebiger Zeit und gegebenenfalls in Kombination innerhalb einer Route ermöglicht. Damit wird das Verkehrsangebot vielfältiger, die Mobilitätsversorgung wird besser und der Anreiz zum Umstieg auf umwelt- und klimafreundliche Alternativen wird gefördert. Digitalisierung und Vernetzung sind wesentliche Treiber des Wandels und bieten große Chancen, die Mobilität der Zukunft mit neuen Mobilitätsdienstleistungen kundenfreundlich zu gestalten. Dieser Zwischenbericht fokussiert sich auf die Chancen und Herausforderungen einer plattformbasierten intermodalen Mobilität. Er beleuchtet den Status quo mit Blick auf eine möglichst zügige Umsetzung eines vernetzten Mobilitätssystems und analysiert wesentliche Voraussetzungen und Bedarfe aus der Perspektive der am Mobilitätssystem beteiligten Akteure und deren Nutzerinnen und Nutzer. Daran anknüpfend identifiziert die AG 3 der Nationalen Plattform Zukunft der Mobilität in diesem Bericht zentrale Handlungsfelder und adressiert zukunftsweisende Handlungsempfehlungen an Politik und Wirtschaft zur raschen Implementierung eines digitalen multi- und intermodalen Mobilitätssystems. Klar ist: Für eine Flexibilisierung der individuellen Mobilität muss digitalisierte Mobilität ganzheitlich betrachtet werden. Neben der verkehrsmittelübergreifenden Vernetzung sollten auch weitere Dienste wie beispielsweise eine digitalisierte Parkraumbewirtschaftung ermöglicht und in ein übergreifendes Plattformangebot integriert werden, um Wegeketten optimal für die Kundinnen und Kunden zu gestalten. Für eine effiziente Mobilitätsorganisation ist ein Mobilitätsdatenökosystem erforderlich, das einen offenen und sicheren Datenaustausch zwischen Fahrzeugherstellern, Mobilitätsanbietern und Infrastrukturbereitstellern ermöglicht, um den aktuellen „Flickenteppich“ aus Insellösungen in ein nutzerfreundliches Mobilitätserlebnis zu überführen. Die AG 3 empfiehlt, eine diskriminierungsfreie Partizipation aller Transportdienstleister am Plattformdienst sowie die Bereitstellung von Basisdiensten für Mobilitätsservices zu ermöglichen und übergreifende Governance-Grundsätze für Datenaustausch, ID-Management, Sicherheitsarchitektur und Interoperabilität sowie Haftungs- und Schlichtungsfragen möglichst zügig zu definieren. Die Umsetzung eines durchgängigen Diensteangebots soll im Reallabor Hamburg, dem Testraum für Innovationen im Bereich digitalisierter Mobilität der AG 3, erprobt werden.:1 Executive Summary 2 Zielbild: Durchgängiges Diensteangebot der Intermodalen Mobilitätskette 3 Status Quo und Problemstellung: Wie kann eine Intermodale Dienstewelt umgesetzt werden? 4 Handlungsfelder 4.1 Handlungsfelder für die Bereitstellung von Basisdiensten für Mobilitätsservices bzw. für die Nutzung von Verkehrsmitteln 4.2 Governance-Grundsätze für die Bereitstellung von Basisdiensten der Mobilitätsdienstleister 5 Handlungsempfehlungen 5.1 Bereitstellung von Basisdiensten für Mobilitätsservices bzw. für die Nutzung von Verkehrsmitteln 5.2 Governance-Grundsätze für die Bereitstellung von Basisdiensten der Mobilitätsdienstleister 6 Ausblick 7 Anhang Glossar 18 Abkürzungsverzeichnis Impressum

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No / Which is better, a visual or an auditory warning signal? Initial findings suggested that an auditory signal was more effective, speeding reaction to a target more than a visual warning signal, particularly at brief foreperiods [Bertelson, P., & Tisseyre, F. (1969). The time-course of preparation: confirmatory results with visual and auditory warning signals. Acta Psychologica, 30. In W.G. Koster (Ed.), Attention and Performance II (pp. 145-154); Davis, R., & Green, F. A. (1969). Intersensory differences in the effect of warning signals on reaction time. Acta Psychologica, 30. In W.G. Koster (Ed.), Attention and Performance II (pp. 155-167)]. This led to the hypothesis that an auditory signal is more alerting than a visual warning signal [Sanders, A. F. (1975). The foreperiod effect revisited. Quarterly Journal of Experimental Psychology, 27, 591-598; Posner, M. I., Nissen. M. J., & Klein, R. M. (1976). Visual dominance: an information-processing account of its origins and significance. Psychological Review, 83, 157-171]. Recently [Turatto, M., Benso, F., Galfano, G., & Umilta, C. (2002). Nonspatial attentional shifts between audition and vision. Journal of Experimental Psychology; Human Perception and Performance, 28, 628-639] found no evidence for an auditory warning signal advantage and showed that at brief foreperiods a signal in the same modality as the target facilitated responding more than a signal in a different modality. They accounted for this result in terms of the modality shift effect, with the signal exogenously recruiting attention to its modality, and thereby facilitating responding to targets arriving in the modality to which attention had been recruited. The present study conducted six experiments to understand the cause of these conflicting findings. The results suggest that an auditory warning signal is not more effective than a visual warning signal. Previous reports of an auditory superiority appear to have been caused by using different locations for the visual warning signal and visual target, resulting in the target arriving at an unattended location when the foreperiod was brief. Turatto et al.'s results were replicated with a modality shift effect at brief foreperiods. However, it is also suggested that previous measures of the modality shift effect may still have been confounded by a location cuing effect.

Presently, the United States has yet to achieve the 1991 Intermodal Surface Transportation Efficiency Act's (ISTEA) goal of creating a seamless intermodal transportation system. In addition to the dearth of connections, the nation's poor transportation information systems limit intercity intermodal transportation. Travelers lack awareness of available transportation options and face too many separate portals for trip planning that both consume time and present inadequate information. This paper posits that the creation of an efficient and extensive web-based door-to-door intermodal trip planner can solve these problems. The proposed system will present travelers with a single portal to meet all their trip planning needs. Upon selecting specific trips, travelers can then decide to be directed to operators to make a purchase. The system will include operators from the major modal groups including intercity buses, intercity rail, commuter rail, transit, and airlines. It will also include taxis due to the disjointed nature of the US public transportation system and the need to connect users who are far from stations. The requirements to create this trip planner are explored, including the support systems, potential legal issues, and suitable entities for administration and management. A survey of 39 transportation system users revealed the existence of redundant and inadequate trip planners and that the lack of sufficient information on public transportation options is driving travelers to private vehicles for shorter distances even for those who prefer public means of transportation. Analysis of the costs and benefits of implementing the proposed system is drawn from interviews with key personnel within the transportation industry, and a review of nationwide trip planners in European countries. Finally, a roadmap is presented on how best to implement the system with inputs from both the public and private sector. Recommendations include the establishment of an industry-wide data standard, a national interagency database, and a cooperative structure that entices major players within each mode to participate in the system. Also suggested are incentives from the DOT and interested private sector members to encourage more operators to participate in the system. / Master of Science

The Swedish railway industry faces a predicted increase in demand, a demand shift in each railway product, new noise regulation, and the problem with attaining the right personnel. This creates new operating conditions that railway operators must adapt to. The planning process for allocating empty-wagons from one geographical area to another to fulfill customer demand is manually performed by three experienced Wagon Managers after the discontinuation of a fully automatic system called New VADIS. Green Cargo needs to streamline operations through a standardized empty-wagon allocation process to increase delivery precision, the utilization of the wagon fleet, and to promote cost-efficiency. The thesis will evaluate Green Cargo’s usage of wagons, provide a framework for how to standardize the allocation process, discuss benefits of wagon fleet rationalization, and expand upon the current method to eliminate flaws and internal waste. Literature reviews relating to the New VADIS project, intermodal load unit assignment, and transport fleet standardization were reviewed to provide the theoretical basis of the study. An evaluation of current KPIs resulted in the introduction of the Wagon Fleet Scorecard. Interviews with representatives from the Customer Service and Operations Center departments at Green Cargo formed the basis for necessary operative conditions needed to ensure the success of a future automatic allocation system. An attempt at solving the intermodal demand translation flaw of New VADIS was done through a new mixed-integer-linear programming optimization model for optimal loading of load units on ten intermodal wagon types. The model was evaluated on real-life production data from three intermodal terminals resulting in a significantly better assignment compared to the manual process, with an 11.26% shorter cumulative train length and 10.44% less loaded wagons. An indirect effect was the reduction of the cumulative tare weight of the departing loaded wagons with 11.49%. A new standardized process is presented that includes an operative implementation of the mathematical model using a common Visual Loading Plan. Furthermore, new allocation principles were formulated to maximize wagon capacity and fleet utilization as well as minimize allocation costs. The results indicate benefits towards Green Cargo’s continuous work with sustainable business practices. The proposed process results in a 1.5% reduction of Green Cargo’s total annual Scope 2 CO2 emissions through reduced energy consumption. It gives potential for extra revenue and reduces lean wastes from overproduction, unnecessary transports, extra processing, and waiting by providing better utilization of train capacities. It also results in enhanced social sustainability during loading operations at terminals by decreasing risk of human error, decreasing risks of wagon derailment, and by providing better conditions for terminal personnel to ensure proper load safety. / Den svenska järnvägsindustrin står inför en förutspådd efterfrågansökning, en efterfrågeförskjutning av varje järnvägsprodukt, ny bullerreglering och problem med att anställa personal med rätt kompetens. Detta skapar nya operativa förutsättningar som svenska järnvägsoperatörer måste anpassa sig till. Planeringsprocessen för att allokera tomma vagnar från ett överskottsområde till ett underskottsområde för att realisera kunders transportbehov utförs manuellt av tre erfarna Vagnledare, efter att det automatiserade systemet Nya VADIS avvecklades. Green Cargo behöver effektivisera verksamheten genom en standardiserad vagnförsörjningsprocess för att öka leveransprecisionen, nyttjandet av vagnsflottan och för att främja kostnadseffektivitet. Examensarbetet utvärderar Green Cargos användning av vagnar, tillhandahåller ett ramverk för hur vagnförsörjningsprocessen kan standardiseras, diskuterar fördelarna med en rationalisering av vagnflottan samt utökar den nuvarande metoden för att eliminera brister och internt slöseri. Litteraturgenomgångar relaterade till Nya VADIS-projektet, optimal lastning av intermodala lastbärare och standardisering av vagnflottan utfördes för att ge den teoretiska grunden för examensarbetet. En utvärdering av aktuella nyckeltal resulterade i skapandet av ett Wagon Fleet Scorecard. Intervjuer med representanter från avdelningarna Kundservice och Driftcenter på Green Cargo utgjorde grunden för nödvändiga operativa förutsättningar för att säkerställa framgången för ett framtida automatiskt vagnförsörjningssystem. Ett försök att lösa bristerna i den intermodal efterfrågeöversättningen i Nya VADIS genomfördes genom en ny linjär heltalsoptimeringsmodell för optimal lastning av lastbärare på tio intermodala vagntyper. Modellen utvärderades på verkliga produktionsdata från tre intermodala terminaler vilket resulterade i en betydligt mer optimal lastning jämfört med den manuella processen, med 11,26 % kortare ackumulerad tåglängd och 10,44 % färre lastade vagnar. En indirekt effekt var minskningen av den ackumulerade egenvikten av de avgående lastade vagnarna med 11,49 %. En ny standardiserad process presenteras som inkluderar en operativ implementering av den matematiska modellen med hjälp av en gemensam Visual Loading Plan. Vidare formulerades nya vagnstyrningsprinciper för att maximera nyttjandet av vagnars kapacitet, hela vagnflottans nyttjande samt minimera allokeringskostnaderna. Resultaten indikerar fördelar för Green Cargos kontinuerliga arbete med hållbara affärsmetoder. Den föreslagna processen innebär en 1,5 % minskning av Green Cargos totala årliga Scope 2 CO2 utsläpp genom minskad energiförbrukning. Det ger potential för extra intäkter och minskar lean slöserierna överproduktion, onödiga transporter, överarbete och väntan genom bättre nyttjande av tågkapaciteten. Det resulterar även i förbättrad social hållbarhet under lastning vid terminaler genom att minska risken för mänskliga fel, minska riskerna för urspårning av vagnar samt skapa bättre förutsättningar för terminalpersonal att säkerställa god lastsäkring.

A pesquisa tem como objeto de análise os hubs de mobilidade, estações intermodais classificadas como os nós principais de uma rede de transporte público. Em função dos diversos modais articulados, são pontos privilegiados de acessibilidade e conectividade em escala local e metropolitana, superando a definição técnica e funcional exclusiva de equipamentos de transporte e posicionando-se como fortes indutores de transformações urbanas. O contexto de estudo é a metrópole de São Paulo, considerando suas problemáticas urbanas atuais e as alternativas planejadas para o sistema de transporte público. Procuramos debater as principais questões que envolvem a interação das redes de mobilidade e a urbanização na metrópole, incluindo temas como dispersão urbana, os desequilíbrios derivados da forma de expansão da área urbanizada e planos que pretendem vincular mobilidade, uso e ocupação do solo. Abordamos esses temas por meio da revisão bibliográfica, da análise de planos urbanísticos (Plano Diretor Estratégico de 2002 e 2014) e de mobilidade (Plano Integrado de Transportes Urbanos de 2020 e 2025), além de uma etapa propositiva, na qual identificamos e hierarquizamos os hubs de mobilidade da rede de alta e média capacidade planejada para São Paulo e, a partir deles, elegemos estudos de caso para o ensaio de suas áreas de influência. Elaboramos esta etapa, ademais, na tentativa de fornecer parâmetros para projeto urbano, sendo este definido, ao final, como ferramenta fundamental de atuação na realidade urbana contemporânea e de viabilização das propostas comprometidas com o adensamento urbano e a redução dos extensivos deslocamentos diários na metrópole. / The subject of this study is the mobility hubs, intermodal stations classified as the main nodes of a public transportation network. Because of the variety of transportation modes that these points articulate, they are privileged areas of accessibility and connectivity in both local and metropolitan scale, overcoming the exclusive functional and technical definition as transportation equipment and being considered powerful inductors of urban transformations. The study context is the São Paulo metropolitan area, involving its current urban issues and the alternatives planned for public transportation system. We seek to discuss key points related to the interaction between mobility networks and urbanization in the metropolis, including topics such as the urban sprawl, the instability derived from the expansion pattern of the urbanized area and plans that intends to link mobility and land use. We deal with these themes through literature review, the analysis of urban master plans (PDE 2002 and 2014) and the metropolitan mobility plans (PITU 2020 and 2025), as well as a purposeful step in which we identify and classify the mobility hubs in São Paulo planned transportation network. From this last level, we selected some case studies to investigate their influence areas. Furthermore, this step tries to provide parameters for urban design scale, which is defined at the end of the study, as an essential tool to work in the contemporary urban reality and to enable proposals compromised to the urban density intensification and the reduction of the

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A pesquisa tem como objeto de análise os hubs de mobilidade, estações intermodais classificadas como os nós principais de uma rede de transporte público. Em função dos diversos modais articulados, são pontos privilegiados de acessibilidade e conectividade em escala local e metropolitana, superando a definição técnica e funcional exclusiva de equipamentos de transporte e posicionando-se como fortes indutores de transformações urbanas. O contexto de estudo é a metrópole de São Paulo, considerando suas problemáticas urbanas atuais e as alternativas planejadas para o sistema de transporte público. Procuramos debater as principais questões que envolvem a interação das redes de mobilidade e a urbanização na metrópole, incluindo temas como dispersão urbana, os desequilíbrios derivados da forma de expansão da área urbanizada e planos que pretendem vincular mobilidade, uso e ocupação do solo. Abordamos esses temas por meio da revisão bibliográfica, da análise de planos urbanísticos (Plano Diretor Estratégico de 2002 e 2014) e de mobilidade (Plano Integrado de Transportes Urbanos de 2020 e 2025), além de uma etapa propositiva, na qual identificamos e hierarquizamos os hubs de mobilidade da rede de alta e média capacidade planejada para São Paulo e, a partir deles, elegemos estudos de caso para o ensaio de suas áreas de influência. Elaboramos esta etapa, ademais, na tentativa de fornecer parâmetros para projeto urbano, sendo este definido, ao final, como ferramenta fundamental de atuação na realidade urbana contemporânea e de viabilização das propostas comprometidas com o adensamento urbano e a redução dos extensivos deslocamentos diários na metrópole. / The subject of this study is the mobility hubs, intermodal stations classified as the main nodes of a public transportation network. Because of the variety of transportation modes that these points articulate, they are privileged areas of accessibility and connectivity in both local and metropolitan scale, overcoming the exclusive functional and technical definition as transportation equipment and being considered powerful inductors of urban transformations. The study context is the São Paulo metropolitan area, involving its current urban issues and the alternatives planned for public transportation system. We seek to discuss key points related to the interaction between mobility networks and urbanization in the metropolis, including topics such as the urban sprawl, the instability derived from the expansion pattern of the urbanized area and plans that intends to link mobility and land use. We deal with these themes through literature review, the analysis of urban master plans (PDE 2002 and 2014) and the metropolitan mobility plans (PITU 2020 and 2025), as well as a purposeful step in which we identify and classify the mobility hubs in São Paulo planned transportation network. From this last level, we selected some case studies to investigate their influence areas. Furthermore, this step tries to provide parameters for urban design scale, which is defined at the end of the study, as an essential tool to work in the contemporary urban reality and to enable proposals compromised to the urban density intensification and the reduction of the

Le travail présenté dans ce mémoire contribue au domaine de l’entreprise étendue et le développement des systèmes d’informations distribués. et le développement des systèmes d’informations distribués. C’est bien évidemment un sujet d’étude important pour la communauté Logistique (chaîne logistique), mais aussi pour la communauté Génie logiciel. C’est dans cette perspective que se situent les objectifs de proposer une modélisation de la chaîne logistique globale dans un environnement de transport intermodal de porte à porte en vue de résoudre les problèmes : (i) d’interfaces entre les différents acteurs intervenants le long de la chaîne et (ii) de rupture des charges engendrés par les opérations de transfert de marchandises d’un mode de transport à l’autre. Ainsi, l’amélioration de performance de la chaine logistique dépend fortement du niveau de coopération et de coordination, et surtout du partage et de la validité des informations et des connaissances, entre ces différents acteurs de la chaîne (organisateur du transport, transitaire, fournisseur, etc.). L’applicatif se situe dans le corridor de la vallée de Seine. Le travail s’inscrit dans le projet APLOG (Amélioration et Performance de la LOgistique Globale) financé par la région Haute Normandie. / The work presented in this thesis contributes to the field of the extended enterprise and the development of distributed information systems. This is obviously an important subject of study for the logistics community (supply chain), but also for the software engineering community. It is in this context that the objectives are to provide a model of global supply chain in an intermodal environment door to door service to solve the problems: (i) interfaces between the different actors involved along the chain and (ii) trans-loading operations generated by the goods transfer operations from one mode of transport to another. Thus, improved performance of the supply chain depends heavily on the level of cooperation and coordination, and especially sharing and validity of information and knowledge between the different actors in the chain (transport organizer, forwarding, Supplier, etc.). The application is located in the corridor of the Seine valley. The work is part of the project APLOG (Performance Improvement and global logistics) financed by the Haute Normandie region.

Addis-Abeba, qui s’étend sur 540 km2 et compte 3,1 millions d’habitants, connait aujourd’hui des transformations socio-économiques et spatiales rapides. Elle n’est pas seulement le coeur politique, commercial, économique et financier du pays mais aussi une ville internationale accueillant le siège de l’Union africaine et d’autres institutions internationales. Comme d’autres villes africaines, elle connait un rythme élevé d’urbanisation. Ce processus a impliqué la croissance du nombre d’habitants mais aussi une extension spatiale accrue. En conséquence, la demande de déplacements et la longueur des parcours ont augmenté. Le transport joue ainsi un rôle clé, pesant sur le développement socio-économique et la configuration de l’espace urbain. Tout aussi important, en tant que demande dérivée, il joue sur la capacité des citadins à accomplir leurs diverses activités. La motorisation des ménages restant faible en dépit d’une lente progression, le transport public constitue le principal moyen d’accès à une mobilité motorisée pour la majorité de la population. L’offre est constituée d’une multitude d’opérateurs formels et informels, travaillant selon un schéma artisanal. On estime à plus de 18 000 les véhicules de transport public, la plupart de faible capacité, qui parcourent chaque jour les rues d’Addis-Abeba. En dépit de son importance, le transport public souffre de capacités d’investissement insuffisantes ainsi que, jusqu’à récemment, du manque d’une politique publique claire et affirmée. Il pâtit également de l’absence d’une approche intégrée, pour sa planification, sa gestion et sa mise en oeuvre. De nombreuses villes du Nord, parfois depuis près d’un demi-siècle, ont choisi de construire un service intégré de transport public. L’intégration y est vue comme un outil viable pour offrir un transport urbain de haute qualité et « sans couture », permettant un développement urbain durable. Par contre, les villes africaines, caractérisées par une urbanisation rapide, des taux d’équipement automobile faibles, un système de transport public déficient et des contraintes financières majeures manquent de telles expériences d’intégration du transport public. Notre question est donc : « Comment les villes africaines peuvent-elles reproduire et mettre en oeuvre des politiques d’intégration du transport public ? », originellement développées dans les villes du Nord. La thèse essaie d’apporter des éléments de réponse à cette question. Elle s’appuie sur une analyse des différentes formes d’intégration du transport public. Puis elle propose un schéma de conception et de mise en oeuvre d’un système de transport public intégré, appréhendé comme un outil de mobilité urbaine durable pour Addis-Abeba. / Addis Ababa, with an area of 540 km2 and with population of 3.1 million people is experiencing a rapid pace of socio-economic and physical transformation. The city is not only the political, commercial, economic and financial hub of the country but also an international city serving as the seat of the African Union and various international organizations. Alike many African Cities, Addis Ababa has been undergoing a high rate of urbanization. This process of rapid urbanization has resulted in the increase in the size of the population and the physical expansion of the city. As a consequence, travel demand and length of the trip are increasing. Transportation plays a key role in determining the socioeconomic development and shaping the spatial development framework of the city. Equally important, transportation as derived demand is also a fundamental means for residents to fulfill their various activities. In Addis Ababa motorization, although on the increase, is low and public transportation is the most important mode of motorized mobility for the large majority of the city’s population. There are various formal and informal operators of the public transport mainly operating on individual basis. It is estimated that there are over 18,000 public transport vehicles that are daily running in Addis Ababa, most of them low capacity vehicles. Despite its importance, the public transport sector not only suffers from shortage, insufficient capital investment, and until recently lack of clear governmental policy and leadership but also from the absence of integrated approach to its operation, planning and management.Many cities in the North have embarked on integrating the provision of public transportation for nearly half a century now. In these cities, integration in public transportation has been recommended as a viable instrument for providing high quality and seamless urban transport and enhancing sustainable urban development. African cities which are characterized by their high urbanization rate, low level of private car ownership, deficient public transportation system and significant financial constraints lack public transportation integration experiences. The question is then ‘how do African cities replicate and implement public transport integration practices?’ that have been originally developed for the Cities of the North. The thesis attempts to answer this question and analyses the different forms of public transport integration. It then proposes a framework for implementing integrated public transport as a sustainable means of urban mobility in Addis Ababa.