Mobility Management


Best Practice in Mobility Management


In fact, discussions on Alpine traffic are dominated by transit traffic issues, although internal traffic represents a higher percentage of total Alpine traffic: whereas the traffic volume (vehicle-kilometres) of transit traffic is only 8%, tourism and leisure traffic covers 20% and inner alpine traffic 72% of the total Alpine traffic volume. Therefore “the home-made” leisure and tourism mobility as well as commuter mobility should be a focus of the discussion as well.

Total Alpine Traffic (in % of the traffic volume, vehicle kilometres)(Source: ACKERMANN et al. 2006).
Future in the Alps is to gather examples of good practice within and outside the Alps involving leisure, tourism and commuter mobility. What do successful formulars for 'a slower pace' look like? How can key players and the general public be made more aware of sustainable mobility solutions? The project aims to use this knowledge to bring about changes in behaviour among key players in politics and administration, planners and the general public, and to contribute towards improving the significance of sustainable forms of mobility in the Alps.

Situation and Challenges

The graph here shows that in the Alpine traffic the lion’s share of 92% arises from the internal and the tourist traffic whereas the often discussed transit traffic counts for only 8%. So, for once, the team of experts commissioned for the CIPRA study concentrated not on transit traffic but on the repercussions of tourist and commuter traffic in its attempt to highlight prospects for traffic problems in the Alps.
Further Readings & Links

"Future in the Alps Workshop"
Workshop on traffic and visitor management in mountainous areas (various languages).

Best Practices – Requirements for Nomination

The Best Practices should meet the following objectives:
  1. Reduce the use of private car in tourism, leisure and commuter transport
  2. Reduce emissions
  3. Save natural resources
  4. Change public awareness
They had to full fill the following requirements:
  1. Successfully realised
  2. Innovative
  3. Effective regarding regional development or environmental impact
  4. Implemented
  5. Survivable without public subsidies

Best Practices – Types of Projects and Traffic Purpose

This graph show the number of CIPRA mobility projects, their types, and their traffic purpose (Source: HIESS H. (2007): Mobility in the Alps: Problems and Solutions. Workshop "Visitor and Traffic Management in Mountains Areas", 10 – 11 May 2007, Gozd Martuljek)

Best Practices – Types of Projects and Country

These two graphs show the number of CIPRA mobility projects, their types, and the country in which they were realised. (Source: HIESS H. (2007)

Best Practices – Lessons Learned

Mobility is an essential element for organising personal daily routines. It is not easy to change accepted or traditional mobility patterns. But Good and Best Practice examples prove that there is a potential to make mobility more sustainable. The key messages are:

  • To change travel behaviour and mobility patterns need a strong political will.
  • Public awareness is a key element for the implementation of new solutions. It is crucial that the benefits are perceived and understood.
  • Participation and self-organisation are success factors for sustainable mobility solutions in particular in rural areas.
Other important success factors are:
  • Keep it simple as possible.
  • Look for low effort of maintenance costs.
  • Use the experience of Good and Best Practice-examples, but develop your own tailor-made solutions.

Dorfmobil Klaus Project


They call it "our Klaus". Not because it’s a popular name, but because it’s the village transport set up by the Municipality of Klaus in Upper Austria. It could also have been named Steyrling or Kniewas, after the names of the widely scattered localities around Klaus. The six-seater minibus has been operating like a village taxi since 2003, except that the car pool is run by a group of volunteers. People had realised that at some point every inhabitant has to go to the doctor's, the church, the town council, the kindergarten or even the supermarket. All they have to do is call up, arrange a time and the minibus picks them up, either at home or at the nearest bus stop.

As flexible as a taxi, but affordable for everyone
The journey costs €1.50, a highly subsidised price. Each passenger should actually be paying around five euros to the Dorfmobil association, but donations and contributions are made, and the federal province of Upper Austria also subsidises the municipal project. The project got off the ground thanks to the Institute for Transportation at "Universität für Bodenkultur Wien", with funding from the EU. Unfortunately Klaus has remained something of an oddity in the complicated world of statutory rules and regulations. While it is a public utility, it cannot be insured in the same way as a private taxi or transport company. Liability issues in the event of an accident have yet to be clarified. All this red tape can cause a project such as this to fail. So far the Federal Province has not been able to bring itself to support the Dorfmobil project further. The residents, for their part, hope that good old Klaus will continue to run and run.
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