Table Of ContentAdvances in Information Systems
and Business Engineering
Tomasz Janasz
Paradigm Shift
in Urban Mobility
Towards Factor 10 of Automobility
Advances in Information Systems
and Business Engineering
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U. Baumöl, Hagen, Germany
J. vom Brocke, Vaduz, Principality of Liechtenstein
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FernUniversität Hagen, Germany Universität St. Gallen, Switzerland
Prof. Dr. Jan vom Brocke
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Principality of Liechtenstein
More information about this series at http://www.springer.com/series/11032
Tomasz Janasz
Paradigm Shift
in Urban Mobility
Towards Factor 10 of Automobility
With forewords by Prof. Dr. Uwe Schneidewind,
Simon Kettner and Alain Groff
Tomasz Janasz
Basel, Switzerland
Dissertation at Schumpeter School of Business and Economics, University of
Wuppertal, 2016
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Foreword
by Professor Dr. Uwe Schneidewind
The global environmental and development issues have induced essential transforma-
tional processes in the society. This is a major challenge for science, economy and pol-
itics to organize this transformation in a sustainable manner. In that matter, not only
production, but also consumption patterns and people’s lifestyles need to be adjusted to
decrease greenhouse gas emissions to an absolute minimum in the next decades.
In the course of rapid urbanization, urban areas are in the spotlight. They are both the
source and the victims of global change. Therefore, the challenges and potentials for
sustainability seem to reside also in the cities. In this respect, transportation and mobility
are core issues for tackling sustainability in urban areas.
Today's personal mobility relies mainly on the motorized private transport that is based
on fossil and non-renewable energy sources such as oil and gas. Latest since the Paris
Agreement it has become clear that fossil fuels have no future. Hence, in the recent years
an interpretative and normative framework has been developed: the paradigm of sus-
tainable mobility. On the one hand, it refers to decarbonizing cars. A post-fossil mobility
must be based on new mobility patterns, improved energy efficiency and renewable en-
ergy sources. Electromobility and synthetic fuels play a key role here. It is not enough,
however, to simply replace an internal combustion engine with an electric or fuel cell-
powered motor. There is a need for a holistic strategy for mobility, if the energy transi-
tion is to succeed and the negative externalities of the transportation sector are to de-
crease in the foreseeable future.
Another and often ignored aspect of sustainable mobility is the massive resource con-
sumption. The current depletion of resources is enormous: the ´ecological rucksack´ of
a single car is about 70 tones of input of natural resources and one car requires approx-
imately 140 qm of space in a city. Only through an absolute reduction of the number of
automobiles and of the resulting resource and space wastage, there is a chance for a
holistic mobility transition in cities.
The digitalization and automation of cars, new forms of mobility and a change of values,
especially within the young generation of digital natives, allow for new urban mobility
concepts to emerge. The vision of ´Factor 10 of Automobility´ represents such a new
concept, in which people's mobility needs are met with only one-tenth of current number
of vehicles.
VI Foreword
The idea of radically increasing the intensity of car usage, which currently amounts to
only 5-10%, seems quite realistic. For some years now, the digitalization strategies of
automotive and many IT companies have been aiming at implementing autonomous
taxis, which could be used efficiently in urban areas. These Internet-connected ‘robot
taxis’ are dispatched automatically at the push of a button by matching algorithms of
ride-hailing apps. The highly capitalized digital business models from the Silicon Valley
are already trying to implement such concepts for commercial use and hence to deter-
mine the future of urban mobility.
The focus on innovative technologies and digital business models is appealing in many
respects. However, the underlying cultural change needs to be kept in mind likewise. It
needs to be investigated and answered how these emerging efficiency boosts in mobility
can be integrated into the local cultural and socio-political context in consistent manner.
The overall aim should be the social wealth and prosperity in the cities, and not yet
another business model.
This book focuses on the challenges of a holistic transition towards sustainable mobility
and offers a multifaceted analysis of the resulting transformational processes. By draw-
ing on the concept of ´Factor 10´, this work dares a look that reaches beyond just incre-
mental improvements. Considering the technological and digital business model up-
heaval, such a radical change perspective is justified.
The investigation does not only focus on a knowledgeable analysis of the efficiency
potentials for car usage, but is also embedded in the existing institutional and social
strategies for sustainable mobility. In that regard, multimodality, integrated infrastruc-
ture and spatial planning, parking management, mobility management as well as city
logistics play a key role. This multidimensional perspective offers an impressive and
integrative view, and a convincing framework for the current discussion about the new
paradigm and business models for urban mobility.
Professor Dr. Uwe Schneidewind
Wuppertal Institute for Climate,
Environment and Energy,
Germany
Foreword
by Simon Kettner and Alain Groff
Cities suited for cars are characterized by wide roads which need a lot of space. There-
fore you have to drive long ways to your job or to the next shopping centre, while cross-
ing a street as a pedestrian becomes a hassle and cyclists live a dangerous life. There are
no attractive destinations in walking distance and public transport cannot be operated in
an efficient way, due to the low density. A sustainable city on the other hand, is liveable.
A lot of attractive activities are close by and it is easy to walk and bike. In short, you get
a lot of mobility with a minimum of traffic. In this sustainable city a reasonable amount
of cars are still needed, but they drive at low speed and they park mostly underground
instead of consuming valuable public space.
It is quite easy to demonstrate the inefficiency of cars: The average car is parked 90 to
95% of the day, 1,5 out of 5 seats are occupied and the land use per person is 10-times
bigger than with public transport. These inefficiencies are the main reasons that cars do
not suit to sustainable cities. Should we believe that autonomous cars in the future really
improve the efficiency of automobility, as the announcements of the automobile indus-
try or from Silicon Valley suggest? Here my first answer is a clear “No”. Driverless cars
need the same amount of space as normal cars. Furthermore children or handicapped
people, who cannot drive a car by themselves today, will be able to use cars instead of
bikes or public transport and even empty trips will occur and increase the number of
total car trips.
But driverless cars are also a big opportunity for car sharing and ride-sharing schemes.
It is much more comfortable to order a driverless car, which will pick you up, wherever
your are, with a few clicks on your smartphone, than to make a reservation call far in
advance and walk all the way to the next car sharing station. Shared autonomous cars or
shuttles, which are used most of the day with a high occupancy, are much more efficient
than today’s privately owned cars. They can become an attractive part of the future mo-
bility offer in a sustainable city. But it cannot be the only offer: a high share of walking
and biking and an attractive and rapid mass transit system will still be needed as well.
It is one of the big upcoming challenges for the traffic and transportation planner, to
assure, that autonomous vehicles are used in an efficient way. To achieve this, public
authorities must support car- and ridesharing by suitable incentives. On the other hand
pricing schemes and traffic regulation measures are needed, which reduce the private
ownership and the single use of cars. In order to tackle the main problem of the dense
VIII Foreword
urban areas, a fair charge for occupying valuable public space should play an important
role in future mobility pricing schemes.
A car is a nice and practical invention, which used to promise his owner freedom, fun
and prestige. But their current way of use, is just too inefficient and cities can only be-
come liveable if smarter mobility patterns take over which reduce the number of re-
quired vehicles.
Simon Kettner and Alain Groff
Office of Mobility,
Municipal Construction and Transportation
Department of the Canton Basel-City,
Switzerland
Acknowledgments
First and foremost, I would like to express my special appreciation and thanks to my
supervisor Professor Dr. Uwe Schneidewind, who oversaw me as a PhD-student at the
Wuppertal Institute for Climate, Environment and Energy, Germany. I would like to
thank you for encouraging me as a researcher and for fully supporting my research en-
deavor throughout the doctoral studies. I have appreciated your comments and sugges-
tions during our countless meetings, one of which took even place during a train ride.
Thanks to your brilliant ideas it has been possible not only to revitalize the notion of
‘Factor 10’ and to apply it to the system of automobility and urban mobility, but also to
establish ‘Transformative Literacy’ as a resilient research framework.
I am very obliged to SAP SE for providing me with the unique opportunity to pursue
the PhD degree during my employment as a business consultant. SAP has served as an
exceptional thought leadership platform which has helped me to explore state of the art
digital technologies, platforms and innovative business models. Moreover, the entitle-
ment of the sabbatical leave has given me the opportunity to successfully finish my the-
sis. In particular I want to thank Tim Teinzer.
I am also deeply grateful to Mr. Simon Kettner from the Office of Mobility from the
administration of the City of Basel, Switzerland. He provided me with the extraordinary
opportunity to explore the forward-looking mobility system of the City of Basel in-
depth. I am extremely thankful for the access to all mobility experts who have shaped
my understanding about the paradigm of sustainable mobility in modern cities. At this
point, I also want to express my true recognition to all the mobility experts, politicians,
municipal policy makers, mobility lobbyists and entrepreneurs I have had the honor to
meet. You have helped me grow as a researcher and substantially influenced the body
of knowledge that I present in this thesis.
Special thanks go also to Swiss Forum Electromobility, BRUSA Elektronik AG and
Touring Club Suisse (TCS) for awarding me with the Swiss Electric Mobility Award
back in 2012. The award helped me in two respects (i) prepare, conduct, transcribe and
analyze all expert interviews, of which almost all were onsite meetings, and (ii) develop
the innovative idea of ‘Smart Ways’. I truly hope that with both results I have commem-
orated the Swiss electromobility visionary Arno Mathoy in a most appropriate way.
I also want to thank the team of Adroit Research from Brisbane, Australia, in particular
Dr. Jenine Beekhuyzen and Dr. Sue Nielsen. You equipped me with ‘special weapons
and tactics’ to effectively conduct qualitative research in the field. Additionally, Sue
