Urban Mobility Living Labs: Hamburg by zealshah49

URBAN MOBILITY LIVING LABS STUDIO HAMBURG JULY 2021

RETHINKING LAST-MILE URBAN MOBILITY SOLUTIONS TU BERLIN - HABITAT UNIT - SOLUTIONSPLUS JULY 2021

SUPERVISORS Prof. Dr. Philipp Misselwitz Dr. Oliver Lah Abhijeet Chandel Ari Rizian Stephan Werland

PROJECT BY: Zeal Shah

00. CONTENTS

00. TERMINOLOGY……………………………………………………. 01 01. INTRODUCTION………………………………………………….. 04 02. PROJECT FRAME………………………………………………….. 12 03. LOCATIONS……………………………………………………….... 24 04. IDENTIFYING THE PROBLEMS……………………………… 36 05. DESIGN IDEAS…………………………………………………….. 42 06. DESIGN ADAPTATION………………………………………….. 50 07. REFERENCES……………………………………………………….. 96

00. TERMINOLOGY

Hochbahn - The company that operates the underground system and large parts of the bus system in Hamburg, Germany Last-mile - is a term used in transportation planning to describe the last leg of a journey comprising the movement of people and goods from a transportation hub to a final destination Mobility Hub – dedicated locations for switching modes of transport Moia - is a ride-sharing company in Hamburg focusing on combining several peoples’s requested trips into one route SWOT - An analysis method that examines the ‘strengths, weaknesses, opportunities and threats’ of a site 20ft Containers – A standardized shipping unit that is used to store products

Discovering urban mobility dynamics and SOLUTIONSplus project on the transition towards a sustainable system

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION

1.1 URBAN MOBILITY

The mobility demand continues to grow as our cities are getting larger in hectares and in population, threatening the global health by the greenhouse gas emissions it causes. Global emissions need to be drastically reduced and mobility has one of the largest shares in carbonization levels. More than 28% of GHG emissions come from transportation sector alone. Therefore, mobility landscape is an important topic when it comes to making significant and sustainable changes in the Urban environment. In order to manage future mobility demand and transit towards a more sustainable and low-carbon mobility vision, we need to achieve a more connected, seamless and multi-modal transport systems. Beyond the associated climate change impacts, current mobility options are also causing several problems and challenges in economics, in sociality, in health and many other fields.

FIG.01: HEAVY CARBON EMITTING MOBILITY SITUATION IN THE CURRENT CAR ORIENTED TRANSPORT PLANNING.

1.2 SOLUTIONSPLUS

In this studio, we worked in collaboration SOLUTIONSplus which is a project that aims to enable transformational change towards sustainable urban mobility through innovative and integrated electric mobility solutions. SOLUTIONSplus brings together highly committed cities together and establishes a global platform to support shared public e-mobility solutions. In this studio, we have worked on the city of Hamburg, in Germany which is one of the demonstration cities of the project. With this collaborative project, our studio team had the chance to be a part of the low-carbon urban mobility transition in Hamburg. The proposed design aims to be universal and come to life in collaboration with SOLUTIONSplus.

FIG.02: SOLUTIONSPLUS LOGO

1.3 HAMBURG

The Free Hanseatic city of Hamburg is the second largest city in Germany with a population of over 1.8 million people. The city, which is also a federal state, is located along the river Elbe in northern Germany surrounded by Schleswig-Holstein to the north and Lower Saxony to the south. The city is on an administrative level divided into 7 Districts (Bezirke) and 104 quarters (Stadtteile). The city has a well built out public transport network with 93 Ubahn stations and 68 S-bahn stations.

FIG.04: CONTAINER PORT; HAMBURG.

Hamburg has a long maritime history. The container port of Hamburg is the largest in Germany, and one of the largest ports in the world. The port is not only economically important to the city but is also deeply embedded in the culture of city.

FIG.03: PUBLIC TRANSPORT MAP; HAMBURG.

Understanding the global trends in transportation systems and defining the roadmap for urban designers towards better mobility planning

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION

2.1 BACKGROUND

Historically our cities have had a few clearly defined modes of transport. Our case city, Hamburg is no different. Our cities are however changing and so is our Planet. Climate change is real and in order to stop it we need to find ways to de-carbonize our transport sector. Promoting sustainable urban mobility solutions in our cities is therefore crucial for us to reach the Paris agreement. Adding more modes of transport, such as e-scooters, car sharing services and bike sharing to cities which are already filled with cars, buses, pedestrians etc. can however be challenging. Additionally, cities around the world are introducing new and shared sustainable modes of transport without clearly defined spaces which results in vandalism. Therefore, this project draws attention to the current problems and introduces potential solutions for a sustainable, equal, safe and innovative last-mile mobility planning.

FIG.05-06: Transition from the traditional mobility infrastructure to the innovative modes of transport. .

2.1 BACKGROUND The city of Hamburg has well distributed public transport stations. But when it comes to the last-mile accessibility, it lacks connections between various modes. Therefore, people prefer to use their cars instead of public transport.

The city owned public transport company in Hamburg, Hochbahn works together with the city actively and provides sustainable transport solutions. Their vision is summarized in their development goals: ► Positioning the HOCHBAHN as a sustainable mobility service provider ► Minimizing emissions from business activities ► Taking responsibility: locally and globally ► Using resources more efficiently and protecting the environment ► Promoting sustainable innovations

FIG.07: AVAILABLE MODES OF TRANSPORT IN HAMBURG

► The main goal of Hochbahn is to connect the lastmile with sustainable mobility solutions. ► In order to create alternatives for private car use, low emission kick back scooters are introduced. ► To expand and enhance the attraction of public transport, mobility hubs which provide seamless connection between modes are suggested.

FIG.08: THE CONCEPT OF LAST MILE MOBILITY

OBJECTIVES

FIG.09: OBJECTIVES FOR SHARED LAST-MILE MOBILITY

2.2 MOBILITY HUBS

In order to meet the current and future demands on mobility, we as urban designers need to think about bringing together a variety of transportation options. Making the public transport more preferable is only possible by making the journey safe, enjoyable and seamless. As an interchange between different modes of transport, Mobility Hubs take the scene. A mobility hub is a physical co-location of a variety of modes. It effectively integrates the existing transport systems and also opens up space for future solutions. One of the most important aspects of mobility hubs is their ability to cater to changing user needs and mobility trends. Mobility hubs are often public transport nodes such as train stations, airports, bike share points and park & ride facilities. In this project, the mobility hubs provide more than only being a physical location for bringing modes of transport. The main aim is to increase the overall efficiency of the transportation journey of people. Enabling access to additional services along with the mobility solutions is also a way to represent the importance given to the public transport systems.

FIG10: ILLUSTRATION OF A STANDARD MOBILITY HUB.

An example of Mobility Hubs: MaaS (Mobility as a Service) replaces car ownership with a combination of various modes of mobility. Mobility hubs are an essential element for the safe and convenient switch between transport modes.

2.2 MOBILITY HUBS Bremen’s mobility hub concept dates back to 2003. With ten larger (mobil.punkt) and 14 smaller hubs (mobil.pünktchen) spread across the city, Bremen was able to incorporate car-sharing as a transport mode, with 14.000 users in 2017. Next to the large fleet of shared (electronic) cars, the hubs connect buses, trains, private (e-)bikes, and bike sharing and also include a newsstand and other amenities.

FIG11: EXISTING MOBILITY HUB IN FREIBURG, GERMANY.

Freiburg, a forerunner in sustainable urban planning, installed mobility hubs in eight locations in its residential city districts.6 Thus, allowing for less privately-owned vehicles and easier intermodal changes. The hubs include boxes for bikes, bike sharing and carsharing, as well as connections to public transport modes. Furthermore, all hubs are designed barrier-free, with weather protection, have an integrated lighting system and security cameras, seating and often a small shop or newsstand, as well as an ATM and a letter box

FIG12: VIEW OF MOBILITY HUB IN BREMEN, GERMANY.

2.2 MOBILITY HUBS

FIG13: MOBILITY HUB ILLUSTRATION BY MOBI PUNT.

Mobility hubs provide numerous benefits to the environment around them. Economically, socially, and culturally they create an identity and make the area more attractive in all senses

2.3 MOBILITY TRENDS

Improved lastmile logistics

Increased bike and e-scooter use

Improved amenities for electric vehicles

Decreased private car ownership

As urban designers we play a crucial role in shaping our cities in ways which promote sustainable mobility solutions. The cities of tomorrow need to be able to incorporate future technology and adapt their physical structure accordingly. We have therefore identified some trends and drivers which will need to be included in our project.

The trends and drivers are: Improved amenities for electric vehicles, decreased private car ownership, increased bike and escooter use and improved last-mile logistics. Therefore, our aim in this project was to combine all these elements and include them in a mobility hub design.

FIG14: FUTURE MOBILITY TRENDS.

Increasing the connection and accessibility of the U Bahn stations. Hagenbeck Tierpark Langenhorn Nord

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION 24

03. LOCATIONS For the project, two stations in the city of Hamburg has worked as test sites. U-bahnhof Tierpark Hagenbeck located in the district of Lokstedt and Langenhorn Nord in the district of Langenhorn. The stations are located about 8km and 18km from the city center, respectively. Hagenbeck Tierpark is a moderately dense area and around the station, it is possible to find mixed use functions. The average footfall on a day is 19185. Langenhorn has a more suburban setting with a relatively low density. The area around the station is mostly residential. The average footfall on a day is 5314.

Moderately dense urban area Mixed-use Distance from city center: 8km Average footfall: 19 185 1.Zoo 2.NDR Radio House 3.Allotment Garden

The two stations are therefore very different in terms of size and footfall, whereas the footfall of Tierpark Hagenbeck is four times that of Langenhorn Nord.

Langenhorn 3452

N Suburban setting with a relatively less density Residential Distance from city center:18km Average footfall: 5 314 1.Residential 2.Allotment Garden FIG15: POPULATION DENSITY, HAMBURG. 25

3.1 LOKSTEDT HAGENBECK TIERPARK

Visuals from the site, showing; -Two entrances to the subway ( north entrance: barrier-free). -Wide car-oriented streets. -Large intersection. -Lack of safety for pedestrians and cyclists. -Inactive open spaces.

FIG16: LOCAL SCALE MAP FOR U BAHN HAGENBECK TIERPARK, LOKSTEDT.

FIG17:VISUALS FROM THE SITE 27

3.1 LOKSTEDT HAGENBECK TIERPARK

3.2 LANGENHORN NORD Visuals from the site, showing; -Two entrances to the subway ( north entrance: barrier-free). -Lack of public amenities around the U Bahn station. -128 car-parking lots. -Inactive paved open spaces.

FIG18: LOCAL SCALE MAP FOR U BAHN LANGENHORN NORD, LANGENHORN..

FIG19: VISUALS FROM THE SITE

3.2 LANGENHORN NORD

Identifying the prominent problems and challenges of these two sites in two scales, one on a local station scale and on one a neighborhood scale

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION 36

04. IDENTIFYING THE PROBLEMS NEIGHBORHOOD SCALE

For the neighborhood analysis a space syntax analysis, showing walking distance to public transport stops was conducted in order to identify areas which are currently badly connected to public transport. The result clearly shows that there are underserved areas, often with important points of interests which currently are relatively inaccessible without a private car.

FIG 20: SPACE SYNTAX STUDY FOR HAGENBECK TIERPARK U BAHN STATION IN LOKSTEDT. 37

FIG 21: SPACE SYNTAX STUDY FOR LANGENHORN NORD U BAHN STATION IN LANGENHORN. 38

04. IDENTIFYING THE PROBLEMS STATION SCALE

For the station scale analysis, photographs and aerial images were used to identify potential problems.

The result from the analysis showed; •That there is also a lot of paved underutilized space. •That various last mile connectivity options are randomly introduced without any synchronization. Free floating E-scooters are found randomly lying anywhere around the stations creating traffic nuisance and sometimes leading to vandalism. •There is a lack of open public space that can be used by the community

FIG22: VISUALS FROM THE SITE

FIG23: VISUALS FROM THE SITE 39

Finding ways to utilize efficiently and improve the areas around the station in order to create more lively, better connected mobility hubs

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION

5.1 PRE-DESIGN DECISIONS GENERAL LEVEL

Creating a design solution which is easier and faster to build and change, without the need for building permits

Reusing old materials with limited environmental impact

Irrespective of the scale, the problems in both the sites are very similar. Also, looking broadly, one can see that many cities are encountering similar last mile connectivity problems.

Adapting to the changing demand in different locations and in time

Based on this understanding we derived three general pre-design decisions to help us guide us towards a universal design which considers the economical, social and ecological aspects of sustainability.

5.1 PRE-DESIGN DECISIONS LOCAL LEVEL From the three decisions made on a general level, six more concrete pre-design decisions were made for a local level. These are based on the site specific problems which were identified during the location study. These six context specific aspects guide the design towards its goal of becoming socially, economically and ecologically sustainable.

Making last-mile mobility solutions accessible for all, irrespective of age, gender, physical abilities or proximity to public transport.

Providing public spaces where the community can come together and find activities.

Changing the car-oriented design of the stations and the streets around focusing more on pedestrians and cyclists.

Benefiting local entrepreneurs as an incentive to attract more people to the hub.

Integrating several user-oriented modes of transport.

Limiting the reduction of existing green spaces when possible.

5.1 PRE-DESIGN DECISIONS ELEMENT LEVEL The elements of the hub need to be in line with the general and local pre-design decisions. The elements need to be modular, circular and scalable while at the same time provide the hub with social functions as mentioned in the local level of predesign decisions. 20ft shipping containers available in abundance are therefore an excellent element which fit well into the current discourse on design principles within urban design companies and institutions.

FIG 25: RECONFIGURATION OF ELEMENTS OF A CONTAINER.

FIG 24: RECONFIGURATION OF ELEMENTS

Also, with their color code, they create a landmark. Replicating this modular model universally will create a unique identity representing the leading role of Hamburg in mobility hubs.

Developing a universal solution, and implementing it in two pilot case sites

01. INTRODUCTION 02. PROJECT FRAME 03. LOCATIONS 04. IDENTIFYING THE PROBLEMS 05. DESIGN IDEAS 06. DESIGN ADAPTATION 50

6.1 DESIGN ADAPTATION LOKSTEDT HAGENBECK TIERPARK

USER GROUP AND MOBILITY MODES

FIG 26: OVERLAPPING USER GROUP AND MOBILITY MODES.

An important vision of Solution 20 feet plus has been to focus on our islands of badly connected points of interests from our space syntax analysis and integrate them into a seamlessly interconnected network of last mile solutions with a variety of modes to choose from. 51

While one is free to choose any mode of transport, we have mapped the most likely one for each target group considering the comfort and convenience of the potential user. For example, an employee at the NDR Radio house, can be anticipated to use an E scooter, whereas a parent taking his or her kids to school can be anticipated to use a cargo bike.

6.1 DESIGN ADAPTATION LOKSTEDT HAGENBECK TIERPARK

FIG 27: VIEW OF THE PROPOSED MOBILITY HUB AT HAGENBECK TIERPARK, LOKSTEDT.

6.1 DESIGN ADAPTATION LOKSTEDT HAGENBECK TIERPARK Our vision for a simple yet futuristic and easily adaptable mobility hub focusing on last mile connectivity is expressed in our design solution for U Bahn Hagenbeck Tierpark. The different elements correspond to our user group analysis as well as our target to create a leisure and service hub. The hub elements are therefore divided into two main categories, mobility functions and leisure and service functions. In addition to these categories, we´ve also implemented traffic calming measures to optimally connect the two sides of the station. Keeping in mind all the users and their potential requirements, and the concept of adaptability and modularity, a site-specific design layout for a mobility hub near Hagenbeck Tierpark U bahn station was formulated.

FIG 28: PLAN OF THE PROPOSED MOBILITY HUB AT HAGENBECK TIERPARK, LOKSTEDT.

HUB ELEMENETS | Mobility 1. Shared E-scooters, Bikes, E-Bikes and Cargo Bike

The first zone is designated for e-scooters which are protected against the weather under the existing roof of the underground station. The second and third zone consists of e-bikes and cargo bikes which are strategically located besides the subway entrance in order to promote these modes of transport.

U Bahn Entrance/ Exit

FIG 30: VIEW OF THE SHARED MOBILITY MODES.

20 Shared E-Scooters

15 Shared E-Bikes

20 Shared Bikes

8 Cargo Bikes

FIG 29: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

HUB ELEMENETS | Mobility 2. Private & Protected Bike Parking The fourth zone consists of a large unsheltered bike parking for commuters and visitors. The fifth zone fulfills a similar function with bike parking but is protected from weather and theft inside containers.

FIG 31: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

FIG 32: BIRD EYE VIEW SHOWING THE SHELTERED AND UNSELTERED BIKE PARKING FOR VISITORS.

HUB ELEMENETS | Mobility 3. Moia Cars and E-cars The last mobility zone which we propose in our hub, zone six, is located in the eastern part of our site. It will function as a pick-up and drop-off zone for shared taxis and shuttles like Moia. It also has 3 E-chargers for private E-car owners, to attract them to the hub. The shuttles offered here could be very beneficial for residents and the nearby old age homes and patients visiting the nearby medical premises. The shuttle/ car zone is specifically located away from both the u Bahn station entrances. This is to discourage citizens from using cars and in turn encourage the use of bikes and kick-start scooters.

FIG 33: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

FIG 34: BIRD EYE VIEW SHOWING SHUTTLE AND THE COMMUNITY SPACE AROUND IT.

HUB ELEMENETS | Leisure & Service

The placement of the functions is based on the expected flow of people in the area. Functions which are attractions in their own right, such as the gym and bike repair are therefore located further away from the road.

FIG 35: KEY PLAN HIGHLIGHTING THE LEISURE AND SERVICE ZONE OF THE PROPOSED HUB.

Our hub also consists of Leisure & Service elements which are meant to activate the area and make the entire hub more attractive and livelier. We therefore propose six different leisure & service elements which can be seen in the plan. 63

HUB ELEMENETS | Leisure & Service

Functions which are more dependent on spontaneous visitors, such as the library, the café and the packet station are located closer to the main flow of people which are passing by on the street.

FIG 36: KEY PLAN HIGHLIGHTING THE LEISURE AND SERVICE ZONE OF THE PROPOSED HUB.

HUB ELEMENETS |Street Rearrangement

FIG 37: KEY PLAN HIGHLIGHTING THE PROPOSED STREET REARRANGEMENT.

FIG 38: STREET REARRANGEMENT ALT 01.

In our design, two different street rearangements are proposed in order to connect both the entrances of the ubahn station optimally. The goal here is to shift from car-oriented to a pedestrian and cyclistfriendly street planning. Currently, Koppelstrasse has a six lane wide road. Two lanes on each side are car lanes and one lane acts as an exclusive bus lane. In the proposed design alternate 1, we remove one car lane and use that spaces by widening the sidewalks. In doing so, now leaving space only for one car lane and one bus lane on each side. In the proposed design alternate 2, we remove both the car lanes, leaving room for a single lane of buses and shared modes of mobility. The space saved here facilitates in widening the sidewalks and dividers, thus increasing the open green ground cover. 67

FIG 39: STREET REARRANGEMENT ALT 02. 68

FIG 40: View from Koppel Strasse overlooking the Barrier-free U Bahn entrance and the shared mobility zone. Strategic location of these shared kick-start scooters and bikes would encourage their usage and protect them from vandalism.

FIG 41: View from Koppel Strasse overlooking proposed open community space.

FIG 42: View of the Shuttle/car zone and community areas from the proposed marketplace.

6.2 DESIGN ADAPTATION LANGENHORN NORD

USER GROUP AND MOBILITY MODES

FIG 43: OVERLAPPING USER GROUP AND MOBILITY MODES.

Like the user-group analysis for Lokstedt, a similar user group analysis was carried on for Langenhorn in order to identify islands of badly connected points of interests. Langenhorn with its more peripheral points of interest is more car dependent which shows, that the dynamic of the area is different than Lokstedt. 75

While one is free to choose any mode of transport, we have mapped the most likely one for each target group considering the comfort and convenience of the potential user. For example, a person travelling to the sports club would prefer using an E-scooter or a Bike. Whereas a Retirement home resident would prefer Moia Shuttle service. 76

6.2 DESIGN ADAPTATION LANGENHORN NORD

Similar to Lokstedt, the same set of elements and typology is used in Langenhorn, strenghtening the modular capabilities of the design.

FIG 44: VIEW OF THE PROPOSED MOBILITY HUB AT LANGENHORN NORD, LANGENHORN.

Langenhorn being more underserved by public transport than Lokstedt, has ist own peculiarities. To make the area more pedestrian and cyclist safe, a traffic calming measures have been introduced here too. As visible in the image, there is a narrowing of the car lanes with a pinch point, making it more suitable to cross the street. The narrowed-down street then opens up to a drop off zone for shuttle Taxis.

6.2 DESIGN ADAPTATION LANGENHORN NORD This hub is a relatively smaller hub that serves a smaller amount of people daily. Therefore, this design adaptation is a good representation to show how our design principle on scalability works. Accordingly, we have adjusted the number of vehicles and the variety of service functions. To change the car-dominating design of the site, one of the most important decisions was to keep the eastern part of the plan car-free. In the future, we estimate that the number of cars to be used to reach the U Bahn station will decrease. Therefore, we half the amount of the existing parking lots and move them away from the entrance.

FIG 45: PLAN OF THE PROPOSED MOBILITY HUB AT LANGENHORN NORD, LANGENHORN.

HUB ELEMENETS | Mobility 1. Shared E-scooters, Bikes, E-Bikes and Cargo Bike

The decision to keep the site car-free, guided our design to place the bikes, scooters and cargo bikes very close to the southern, barrier-free entrance of the U Bahn station. Thus, the shuttle and car zones were shifted across the street to the western part of the existing parking lot. The idea behind is that the first thing one sees when they come out of the station is not cars. This is also a way to represent our approach towards the emphasis on sustainable modes of transport.

U Bahn Entrance/ Exit

FIG 47: VIEW OF THE SHARED MOBILITY MODES.

15 Shared E-Scooters

7 Shared E-Bikes

15 Shared Bikes

7 Cargo Bikes

FIG 46: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

HUB ELEMENETS | Mobility 2. Private & Protected Bike Parking

FIG 49: VIEW OF THE SHELTERED AND UNSELTERED BIKE PARKING FOR VISITORS AND COMMUTERS.

The fourth zone consists of a large unsheltered bike parking for commuters and visitors and the fifth zone fulfills a similar function but is protected from weather and theft inside proposed containers.

FIG 48: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

FIG 50: BIRD EYE VIEW SHOWING THE SHELTERED AND UNSELTERED BIKE PARKING AND REPAIR FOR VISITORS.

HUB ELEMENETS | Mobility 2. Moia Cars and E-cars A design decision was made to keep the proposed mobility hub highly car free. Thus, car and moia shuttle parking is located on the western part of the plan, across the street. No cars are allowed in the eastern part of the mobility hub, near the U bahn station entry/exit.

FIG 51: KEY PLAN HIGHLIGHTING THE MOBILITY ZONE OF THE PROPOSED HUB.

FIG 52: BIRD EYE VIEW SHOWING THE STREET REARRANGEMENT, SHUTTLE ZONE AND THE EXCHANGE CABIN.

HUB ELEMENETS | Leisure & Service The café is therefore situated between the U Bahn entrance and the main road, making it highly visible and easily accessible. This would help in attracting a large amount of people to the proposed hub site and in turn promote the shared mobility modes offered here. A skatepark has also been added to the area to increase the public life around the station. A bike repair station is also included in the southern parts of the hub to give the 170 private bikes in the hub a place for service.

FIG 53: KEY PLAN HIGHLIGHTING THE LEISURE AND SERVICE ZONE OF THE PROPOSED HUB.

Adapting from the design proposal for Hagenbeck Tierpark in Lokstedt, leisure & service elements have been added to the hub in order to attract more citizens to the hub by providing them with a community space to hang-out and celebrate.

FIG 54: View of the community space from the street.

FIG 55: View of the Shuttle/car zone and the rearranged street set –up from the proposed community area across the street.

ECONOMIC FEASABILITY & ADDED VALUES A major selling point for our design is: its relatively low cost for implementation. Thanks to proposed public-private partnerships, where business owners can use the containers and in return, they offer services and install solar panels. By following such a business model, we believe that we can keep the project costs relatively low.

The combined cost for both of our locations is estimated to be around 140 000 Euros which we believe is relatively reasonable considering the benefits of our design. Some of the major benefits can be listed as: improved last mile connectivity, increased public life around stations and an equal and inclusive transport network.

Improving Last Mile Connectivity

Increasing Public Life Around Stations

Contributing to an Equal, Inclusive Transport Network

CONTRIBUTIONS TO THE URBAN ENVIRONMENT

TABLE 01: ESTIMATED COST OF THE PROPOSED MOBILITY HUBS

REFERENCES

Literature: ARUP, Mobility Hubs of the Future, 2020, Towards a New Mobility Behavior. Hickman, R., Hall, P., Banister, D., Planning for more Sustainable Mobility, 2013. Journal of Transport Geography, Exploring the Linkages Between Transportation, Urban Form, and Energy, 2013. Kenworthy, J., The Eco-city:Ten Key Transport and Planning Dimensions for Sustainable City Development, 2006. UN Habitat, Planning and Design for Sustainable Urban Mobility, Global Report on Human Settlements, 2013. Sims R., Schaeffer, R. 2014: Transport. In: Climate Change, 2014: Mitigation of Climate Change. GeoSpatial Data: Google Earth Google Maps OpenStreetMap GeoPortal Hamburg Figures: FIG.01: https://stock.adobe.com/tr/search/free?filters FIG.02: http://www.solutionsplus.eu/ FIG.03: Hamburger Verkehrsverbund, https://www.hvv.de/en/plans FIG.04: Dirtsc, https://commons.wikimedia.org/wiki/File:Phb_dt_8107_CTA.jpg FIG.05: http://www.vertuschen.eu/fotografie#17 FIG.06: http://www.vertuschen.eu/fotografie#17 FIG.07: http://www.solutionsplus.eu/uploads/4/8/9/5/48950199/200611_kick-off_uemi_final.pdf FIG.08: http://www.solutionsplus.eu/uploads/4/8/9/5/48950199/200611_kick-off_uemi_final.pdf FIG.09: http://www.solutionsplus.eu/uploads/4/8/9/5/48950199/200611_kick-off_uemi_final.pdf FIG.10: https://maas-alliance.eu/homepage/what-is-maas/ FIG.11: ARUP Mobility Hubs of the Future FIG.12: ARUP Mobility Hubs of the Future FIG.13: https://northsearegion.eu/share-north/news/new-concept-in-flanders-mobihubs/ FIG.17: Google Earth FIG.19: Google Earth FIG.22: Google Earth FIG.23: Google Earth FIG.24: ARUP Mobility Hubs of the Future 95

URBAN MOBILITY LIVING LABS STUDIO HAMBURG 2021

DAVID SVENSSON YAGMUR DURAK ZEAL SHAH