Spatial mobility

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A resident of a retirement home moves around in a senior citizen's mobile home

The spatial mobility or territorial mobility describes the mobility of persons and goods in the geographical space . Spatial mobility is therefore mobility in the narrower sense of the word. In order to use metaphorical terms such as B. To delimit social mobility , the terms spatial or territorial mobility have established themselves.

Mobility includes the ability and willingness to move. In transport , the realized mobility shows. Both terms cannot be equated, since mobility emphasizes individual motives and backgrounds. Traffic education and mobility education deal with different aspects of traffic life.

With regard to the place of residence of people, spatial mobility can be divided into residential mobility and circular mobility . With circular mobility you return to a fixed place. With residential mobility, the place of residence is permanently changed. Moving within an area is just as much a part of residential mobility as multilocal ways of life and migration between nations. Circular mobility includes tourism and everyday trips.

Need for mobility

Modern societies are characterized by ever greater differentiation . Social activities such as living, working, education and recreation are often spatially separated from one another. Since humans cannot be in several places at the same time, they have to overcome spatial distances if participation in certain events is desired. Mobility so falls to the function people to re- integrate that were disembedded by the differentiation. At the same time, mobility is necessary for inclusion in important social systems such as education and work. However, mobility does not only arise from the compulsion to perceive spatially separate activities. There is also an intrinsic need for mobility. Being on the move then serves to establish identity and is an expression of a lifestyle . While avoiding traffic would make sense for ecological reasons , other (e.g. structural policy) considerations can provide incentives for more traffic:

“Home ownership and commuter allowances continue to encourage citizens to move to the countryside, where only one means of transport guarantees mobility: the car. In the meantime, its use has become, in relative terms, cheaper and cheaper: While petrol costs 3.3 times as much today as it did in 1960, the prices for public transport have increased more than tenfold over the same period, reports the Federal Environment Agency. "

Measurement

A characteristic value for describing mobility is the distance or the number of trips that are covered daily on average.

One speaks of high mobility when many traffic movements can be carried out. The type of means of transport used does not matter. Mobility can be increased if there is a choice between several means of transport, there is a high connection frequency and / or the time required to cover a distance is relatively low. This also includes, for example, improving the situation of people with reduced mobility by creating barrier-free footpath networks .

On the other hand, the number of journeys that are made daily cannot be assessed as an indicator of mobility. The motorization has simplified the path patterns. If, for example, two separate journeys were made by car to get bread and wine (including the drive home), one would speak of a high degree of mobility. Ultimately, the decisive factor is the activities that are carried out on the trails. Changes in the settlement structure and local supply also change these activity patterns. If, in a traffic survey, the journeys of a day are split up, for example the way home from work is divided into the main route, a stop at the grocery store, a stop at the gas station, picking up clothes from the cleaning department and finally picking up a child from school, this can be lead to systematic errors due to a misleading interpretation, "more than 50% of our journeys that we cover by car are less than 2 kilometers" ( anchor heuristic ).

The term mobility is sometimes used in short for the mere availability of cars, measured by the degree of motorization .

Mobility in Germany

The distances per day were relatively constant over a long period of time. Studies since the 1970s in the GDR ( system of representative traffic surveys  - SrV) as well as a little later in the FRG ( Kontiv , today "Mobility in Germany") show that around 3.3 journeys are made per day. Different degrees of motorization (GDR - FRG) played no role.

Some of the main results of the study "Mobility in Germany 2002" were:

  • On a weekly average, 86% of people leave their home for at least a short walk (proportion of people away from home). On Sunday this percentage drops to 75%.
  • On average, 3.3 journeys are made every day. In 1976 this value was 3.4 journeys per day. However, the number of trips per day is not a quality criterion. For example, people who consciously use their bicycles only cover 3.1 trips per day, while those who drive only do 3.7.
  • 23% of all journeys are made exclusively on foot (the other means of transport naturally also include footpaths).
  • 9% are done by bike,
  • 8% with local public transport (ÖPNV),
  • 45% of all trips are covered by the motor vehicle as the driver,
  • 16% as a passenger.
  • 53% of the journeys made by children up to and including 9 years of age are taken as passengers in the car. The proportion of journeys on foot is 34%.
  • 31% of all trips are leisure time traffic , 19% are trips to shopping and 15% are trips to work .
  • 25% of all car journeys are shorter than 3 km.
  • The average length of the footpaths is 1.4 km.
  • The average speed when driving by car is 32.8 km / h.
  • On average, every German citizen who leaves the house covers 43 km a day and spends 93 minutes in traffic.
  • In total, 20% of all households do not have a car, in large cities the figure goes up to 33%.

In summary, the investigation u. a. the following:

  • The proportion of journeys by car is increasing.
  • The time budget required for daily mobility increases with increasing distances.

Other studies are available on migratory movements from young people to starting families.

The situation has changed a lot since 2000. Between 2000 and 2014, according to a study by the Institute for Employment Research (IAB), the mean commute distance for employees subject to social security contributions rose from 8.7 to 10.5 kilometers (according to ADAC data, to around 17 km). Employees with a university degree commute the furthest at 14.5 kilometers. People without school-leaving qualifications have, at 8.8 kilometers (however, the increase in commuting distance is very clear, which points to a lack of simple jobs), employees with vocational qualifications, at 10.5 kilometers, are significantly shorter journeys. The reason is an increased need for flexibility in the job. In addition, rents in large cities have risen so much that employees tend to live in suburbs. Instead, the frequency of moves has decreased.

Investigations in selected cities

Mobility characteristics of selected cities

In 2003 the so-called City SrV 2003 was carried out in selected cities (SrV = system of representative traffic surveys). The results are shown in the table below.

Although not all cities are comparable with one another, there are in some cases very large differences in mobility behavior. The highest (blue) and lowest (yellow) values ​​in a column are marked in color. The framework conditions that lead to these different values ​​are diverse, e. B .:

  • Settlement structure
  • Structure of retail
  • Expansion status of the public transport system
  • Number of parking spaces in the city center
  • Qualities for walking or cycling
  • Image of the means of transport (public transport, foot traffic, bicycle traffic)
  • well-developed road networks in the surrounding area

These figures clearly show the municipal scope of action to control the choice of means of transport and thus also the traffic in the cities.

Mobility management

There are approaches in mobility management to influence the consequences of mobility as the potential of using means of transport to cover distances in order to reduce the undesirable consequences of this mobility. The term soft mobility stands for sustainable, environmentally friendly and socially acceptable modes of transport such as walking, cycling and public transport .

Web links

Individual evidence

  1. ↑ Partly also horizontal mobility. See Hasso Spode : Mobility, Travel, Tourism. Transformations of terminology between tourism education and mobility turn. In: Harald Pechlaner, Michael Volgger (Hrsg.): Society on trips - a journey into society. Wiesbaden 2017, ISBN 978-3-658-14113-4 , p. 24ff.
  2. ^ Helmut Nuhn, Markus Hesse: Verkehrsgeographie . Schöningh, Paderborn u. a. 2006, ISBN 3-8252-2687-5 , p. 19.
  3. ↑ Claus J. Tully, Dirk Baier: Mobile everyday life: Mobility between option and compulsion: On the interplay of biographical motives and social requirements . VS Verlag für Sozialwissenschaften, Wiesbaden 2006, ISBN 3-531-15103-7 , p. 34f.
  4. ↑ Small canon of terms. (PDF) (No longer available online.) Archived from the original on May 11, 2016 ; accessed on May 11, 2016 .
  5. ^ Hasso Spode: Mobility, Travel, Tourism. Transformations of terminology between tourism education and mobility turn. In: Harald Pechlaner, Michael Volgger (Hrsg.): Society on trips - a journey into society. Wiesbaden 2017, ISBN 978-3-658-14113-4 , p. 26f. (one-way and two-way travel).
  6. ↑ Claus J. Tully, Dirk Baier: Mobile everyday life: Mobility between option and compulsion: On the interplay of biographical motives and social requirements . VS Verlag für Sozialwissenschaften, Wiesbaden 2006, ISBN 3-531-15103-7 , pp. 35ff.
  7. ↑ Claus J. Tully, Dirk Baier: Mobile everyday life: Mobility between option and compulsion: On the interplay of biographical motives and social requirements . VS Verlag für Sozialwissenschaften, Wiesbaden 2006, ISBN 3-531-15103-7 , pp. 70ff.
  8. ↑ Expansion of the congestion zone at zeit-online
  9. ^ Demography report ( Memento from October 29, 2013 in the Internet Archive )
  10. ↑ Commuters cover ever greater distances. In: Wirtschaftswoche. 17th April 2018.