Jahresbericht 2008
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Masterarbeit
MASTERARBEIT Titel der Masterarbeit The Social Benefits of Carfree Living Verfasserin Sabeth Tödtli angestrebter akademischer Grad Master of Arts (MA) Wien, 2011 Studienkennzahl lt. Studienblatt: A 066 664 Studienrichtung lt. Studienblatt: 664 DDP Urban Studies UG2002 Betreuer: Diego A. Barrado Timón ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !"#$%&'$(!"#$%&'(" Im Bestreben einer 'Nachhaltigen Entwicklung' plädiert diese Masterarbeit für den Schwerpunkt auf 'Soziale Nachhaltigkeit', namentlich auf Lebensqualität und soziale Gerechtigkeit. Diese Forschungsarbeit befasst sich mit den 'Sozialen Vorteilen' einer reduzierten Automobilität. Im theoretischen Teil werden die möglichen Vorteile von reduzierter Automobilität identifiziert. Nebst ökologischen und wirtschaftlichen Vorteilen liegt das Potential vor allem in den Bereichen Gesundheit, Sicherheit, Komfort, Freiheit, Identität, Kultur, Ästhetik, Demokratie und Bürgerbeteiligung und Gemeinschaft. Der empirische Teil der Arbeit besteht aus zwei Fallstudien – zwei autofreien Wohnsiedlungen – in welchen diese potentiellen sozialen Vorteile untersucht und evaluiert werden: das Quartier Vauban in Freiburg, Deutschland, und die Autofreie Mustersiedlung Floridsdorf in Wien, Österreich. Die sozialen Vorteile, die von den Bewohnern am stärksten wahrgenommen werden sind Gemeinschaftseinrichtungen, gemeinschaftliche Aktivitäten, und die Möglichkeit in die Entwicklung und die Organisation der Siedlung miteinbezogen zu werden. Dieses Konzept der Mitbestimmung, sowie das starke Gemeinschaftsempfinden, bilden -
View Its System of Classification of European Rail Gauges in the Light of Such Developments
ReportReport onon thethe CurrentCurrent StateState ofof CombinedCombined TransportTransport inin EuropeEurope EUROPEAN CONFERENCE OF MINISTERS TRANSPORT EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT REPORT ON THE CURRENT STATE OF COMBINED TRANSPORT IN EUROPE EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT (ECMT) The European Conference of Ministers of Transport (ECMT) is an inter-governmental organisation established by a Protocol signed in Brussels on 17 October 1953. It is a forum in which Ministers responsible for transport, and more speci®cally the inland transport sector, can co-operate on policy. Within this forum, Ministers can openly discuss current problems and agree upon joint approaches aimed at improving the utilisation and at ensuring the rational development of European transport systems of international importance. At present, the ECMT's role primarily consists of: ± helping to create an integrated transport system throughout the enlarged Europe that is economically and technically ef®cient, meets the highest possible safety and environmental standards and takes full account of the social dimension; ± helping also to build a bridge between the European Union and the rest of the continent at a political level. The Council of the Conference comprises the Ministers of Transport of 39 full Member countries: Albania, Austria, Azerbaijan, Belarus, Belgium, Bosnia-Herzegovina, Bulgaria, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, the Former Yugoslav Republic of Macedonia (F.Y.R.O.M.), Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Moldova, Netherlands, Norway, Poland, Portugal, Romania, the Russian Federation, the Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the United Kingdom. There are ®ve Associate member countries (Australia, Canada, Japan, New Zealand and the United States) and three Observer countries (Armenia, Liechtenstein and Morocco). -
Evaluierung Von Regelungen Für Den Gütertransitverkehr Durch Die Alpen
GÜTERTRANSITVERKEHR Wilfried Puwein Evaluierung von Regelungen für den Gütertransitverkehr durch die Alpen Der europäische Nord-Süd-Verkehr konzentriert sich in den Alpen auf einige wenige Verkehrsachsen. Die Bevölkerung der betroffenen Täler empfindet vor allem den Lärm und die Abgase des Lkw-Transit- verkehrs, die ständig ihren Lebensraum ausfüllen, als unerträgliche Belastung. Ihr Widerstand gegen die Zunahme des Transitverkehrs, etwa mit Straßenblockaden, zwingt die Verkehrspolitik zu Lösungen, die ei- nerseits die Umweltbelastung in den Alpen verringern sollen und andererseits den freien Warenverkehr nicht beeinträchtigen. Die Alpenländer verfolgen hier verschiedene Ansätze. Frankreich bleibt bei einer liberalen Verkehrspolitik; das Autobahnnetz war aber von Anfang an bemautet, die Gebühren für die Be- nutzung der Alpentunnel wurden sehr hoch angesetzt. In der Schweiz wurde die Lkw-Gewichtsbeschrän- kung von einer Schwerverkehrsabgabe abgelöst. Österreich sah eine "Ökopunkteregelung" vor, diese Form der Kontingentierung der Transitfahrten wurde aber de facto 2003 aufgegeben. Anhand der Ent- wicklung des Transitverkehrs in den letzten Jahrzehnten lässt sich die Effektivität der Maßnahmen über- prüfen. Die Verkehrsminister der EU-Mitgliedsländer unterzeichneten am 12. Oktober 2006 das Protokoll "Verkehr" der Alpenkonvention. Damit können neue Maßnahmen gesetzt werden, die helfen sollen, das Problem des Lkw-Transitverkehrs im Alpenraum zu lösen. Dieser Beitrag ist eine aktualisierte und überarbeitete Fassung eines Artikels in der Zeitschrift -
Ruling of Austria's Federal Administrative Court
Ruling of Austria’s Federal Administrative Court (Bundesverwaltungsgericht) on the planned third runway for Vienna International Airport (Schwechat). 2 February 2017 (Original in German) Executive Summary (from Climate Blog of Columbia Law School1) Plans for a third runway at the Vienna-Schwechat airport were first submitted for review by the government of Lower Austria (one of Austria’s 9 regions) in March 2007. (In early February) the Lower Austrian government’s approval of those plans was struck down by Austria’s Federal Administrative Court (Bundesverwaltungsgericht) because authorizing the runway would do more harm to the public interest than good, primarily because it would be contrary to Austria’s national and international obligations to mitigate the causes of climate change. Before arriving at its decision, the court examined expected changes in future air traffic, the emissions impacts of those changes, and the extent to which it would be possible for the airport to control or otherwise limit various sources of emissions. It also considered the economic benefits of the additional runway, the adverse impacts of climate change on Austria, and the state of Austria and Europe’s effort to reduce emissions generally and from air traffic. After reviewing several estimates, the court concluded that a third runway would increase Austria’s annual CO2 emissions by between 1.79 and 2.02% by 2025. This is at odds, the court noted, with Austria’s 2020 transport sector emissions reduction target of 2.25%. The court also observed that short-term gains in the form of commerce or jobs were easily outweighed by the likely economic consequences of a destabilized climate. -
Vienna's Path to Sustainable Transport, International Journal of Sustainable Transportation, 11:4, 257- 271, DOI: 10.1080/15568318.2016.1251997
Vienna’s Path to Sustainable Transport by Ralph Buehler, John Pucher, and Alan Altshuler Abstract Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna’s success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993. Implementation of sustainable transport policies in Vienna has been a long-term, multi- staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities. The continuity of Social Democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system. Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence. -
Labor, War, and Revolution in a Habsburg Industrial District, 1906-1919
CALAMITOUS METHODS OF COMPULSION: LABOR, WAR, AND REVOLUTION IN A HABSBURG INDUSTRIAL DISTRICT, 1906-1919 John Robertson A dissertation submitted to the faculty at the University of North Carolina at Chapel Hill in partial fulfillment of the requirements for the decree of Doctor of Philosophy in the Department of History. Chapel Hill 2014 Approved by: Chad Bryant Konrad Jarausch Wayne Lee Louise McReynolds Donald Reid © 2014 John Robertson ALL RIGHTS RESERVED ii ABSTRACT John Robertson: Calamitous Methods of Compulsion: Labor, War, and Revolution in a Habsburg Industrial District, 1906-1919 (Under the direction of Chad Bryant) This investigation re-centers violence in the domestic experience of the First World War in order to explain the collapse of the Habsburg Monarchy, arguing that the First World War revolutionized the experience of Habsburg governance in the Ostrava-Karviná industrial district. Before the outbreak of war, the state acted as judge and arbiter; afterwards it acted as tyrant, according to plans laid out before the war. The tyrannical character of war-time Habsburg governance as it sought to mobilize and coerce industrial labor hollowed out the state, as deprivation and violence drove desperation and resistance. Ultimately by the summer of 1918 the Habsburg state had become disposable, shattering Habsburg authority long before the formal end of Habsburg rule in the Bohemian lands. The end of the war and the dissolution of the Habsburg state opened up a moment of broad political and social possibilities, in which the ethno- nationalist and class politics suppressed by the war re-emerged as competing power centers. Though there were many claimants for legitimacy and loyalty in Ostrava-Karviná, the iron fist of the Czech Legion led to the establishment of a new multi-ethnic empire in Ostrava-Karviná - Czecho-Slovakia. -
1 the Railway and Its Competitors: Co-Ordination and Competition In
The railway and its competitors: co-ordination and competition in passenger and freight transport in Austria and Switzerland during the first half of the 20th century Bernd Kreuzer (Department of Social and Economy History, University of Linz, Austria) Abstract: The Austrian Railways found themselves in a difficult situation after the fall of the Habsburg Empire in 1918. Not only did they have to distribute the wagons, engines and the staff among the successor states and to adapt the mutilized railway network to the needs of the then small Austrian Republic but they also suffered from a severe lack of coal and had to cope with growing competition from the motor bus and the lorry. The Federal Railways reacted, among others, by founding a new bus company, taking-over competing bus companies, ordering new rolling stock, reducing travel times by using light railways, offering reduced tickets for tourists and special freight tariffs, by acquiring capital shares in aviation companies and, last but not least, by lobbying for legal measures in favour of the Federal Railways. The electrification of the railway network, starting in the west of the country, was one of the most important issues. The Austrian Federal Government tried to help the Railways by legal measures which failed. There is a slow shift in governmental transport policy from rail to road during the late 1920s and 1930s. In Austria, the problem of competition and co- ordination between road and rail could only be solved in the late 1950s. The situation in Switzerland was very similar to that in Austria but the solutions found differed much. -
Physical Internet and Transport Logistics“
2017/08 Austrian research, technology and innovation (RTI) competences in the domain of „Physical Internet and transport logistics“ Financed by bmvit within Dr. Andrea Kasztler, Mag. Petra Wagner und Dr. Beatrix Wepner - AIT Austrian Institute of Technology, Center for In the program „Mobility of novation Systems & Policy the Future“ Vienna, 23.08.2017 Partner Imprint Responsible for content Proprietor, publisher and media owner Federal Ministry of Transport, Innovation and Technol ogy A - 1030 Vienna, Radetzkystrasse 2 AIT Austrian Institute of Technology, Center for In Website: www.bmvit.gv.at novation Systems & Policy A–1220 Wien Program owner of Mobility of the Future Donau-City-Straße 1 Unit III/I4 - Mobility and Transport Technologies Ansprechperson: Dr. Andrea Kasztler Contact for the innovation field Mobility of Goods Telefon: +43 50550 4525 Sarah Bittner-Krautsack E-Mail: [email protected] Phone: +43 (0)1 711 62 65-321 Website: www.ait.ac.at Email: [email protected] Website: www.bmvit.gv.at Program management for Mobility of the Future Austrian Research Promotion Agency A – 1090 Vienna, Sensengasse 1 Contact for Mobility of Goods: Liability DI Svenja Lembke Phone: +43 (0)5 7755-5035 The contents of this publication have been compiled Email: [email protected] with the greatest care possible. The contents provided Website: www.ffg.at are without warranty. The Ministry and the authors are unable to accept any liability for the topicality, correct Pictures ness and completeness of the contents of this publica ÖBB/Harald Eisenberger, iStockphoto/Ing. Markus tion. Contributions of external authors identified by Schieder, INNOFREIGHT Speditions GmbH, AVL/AVL name have been published with their approval and the Range Extender content remains their responsibility. -
Transcontinental Infrastructure Needs to 2030/2050
INTERNATIONAL FUTURES PROGRAMME TRANSCONTINENTAL INFRASTRUCTURE NEEDS TO 2030/2050 INLAND HUBS: AUSTRIA SWITZERLAND CASE STUDY BERN WORKSHOP HELD 24 JUNE 2010 FINAL REPORT Contact persons: Barrie Stevens: +33 (0)1 45 24 78 28, [email protected] Pierre-Alain Schieb: +33 (0)1 45 24 82 70, [email protected] Anita Gibson: +33 (0)1 45 24 96 72, [email protected] 10 August 2011 1 2 TABLE OF CONTENTS CHAPTER 1 INTRODUCTION................................................................................................... 5 CHAPTER 2 REGIONAL CONTEXT AND TRANSPORT TASK ........................................... 7 CHAPTER 3 SWITZERLAND .................................................................................................. 13 CHAPTER 4 AUSTRIA ............................................................................................................. 27 CHAPTER 5 GLOBAL AND REGIONAL OUTLOOK ........................................................... 45 CHAPTER 6 OPPORTUNITIES AND CHALLENGES ........................................................... 48 CHAPTER 7 FINAL REMARKS ............................................................................................... 74 ANNEX A BERN WORKSHOP – 24 JUNE 2010 LIST OF PARTICIPANTS ........................ 80 ANNEX B TRANSCONTINENTAL INFRASTRUCTURE TO 2030/2050 INLAND HUBS – AUSTRIA/SWITZERLAND CASE STUDY BERN WORKSHOP – 24 JUNE 2010 DRAFT ANNOTATED AGENDA .......................................................................................................... 81 -
The Austrian Aviation Sector in the Context of the Business Location Austria
The Austrian Aviation Sector in the Context of the Business Location Austria Final Report Report June 2014 Prepared for: Prepared by: BMVIT Steer Davies Gleave Radetzkystrasse 2, 28-32 Upper Ground Vienna London SE1 9PD Austria +44 (0)20 7910 5000 www.steerdaviesgleave.com Final Report CONTENTS EXECUTIVE SUMMARY ...................................................................................... I Overview............................................................................................... i Policy recommendations ........................................................................... ii Current Market Context - Traffic ................................................................. iii Comparative Airport Scheduled Network Quality .............................................. v Current Market Context – Economic Impact ..................................................... v International comparison of Vienna International Airport ................................... vi Risks and threats to the Vienna hub ............................................................ vii Possible scenarios for the Vienna hub ......................................................... viii GLOSSARY ................................................................................................... XV 1 INTRODUCTION ..................................................................................... 1 2 CURRENT MARKET CONTEXT - TRAFFIC ....................................................... 3 Highlights ............................................................................................. -
Review on Combined Transport in Alpine Countries
Suivi de Zurich – Working Group Heavy Goods Traffic Management Systems in the Alpine Area Review on Combined Transport in Alpine countries Picture: Combinet May 2014 Review on Combined Transport Contents Introduction ............................................................................................ 4 1. Measures for the promotion of Combined Transport .................... 6 1.1 Measures for the promotion of Combined Transport in general and Alpine crossing CT in particular ................................................................... 6 Austria ........................................................................................................................... 7 France ......................................................................................................................... 10 Germany ..................................................................................................................... 11 Italy .............................................................................................................................. 12 Slovenia ...................................................................................................................... 15 Switzerland ................................................................................................................. 16 2. Infrastructure .................................................................................. 19 2.1. Limits regarding train length, loading gauge and train weight on different Ax ........................................................................................................ -
Practical Information
PRACTICAL INFORMATION Conference Venue Haus der Ingenieure Eschenbachgasse 9, 1010 Vienna The venue is barrier-free accessible. Metro U1, U4 Station: Karlsplatz; U2 Station: Museumsquartier We look forward to welcoming you at the conference. Please note that we will also provide a possibility to participate online. Detailed information on how to participate online will follow soon. SAFETY MEASUREMENTS COVID-19 Please note and comply with the following measures to ensure your maximum safety. Arrival: Please note that travellers from certain countries need to show a negative COVID-19 test or commit to quarantine upon arrival to Austria. Please check both Austrian and your home country's regulations before travelling. Public Transport: Since April 2020, all public transport in Austria has been subject to mouth and nose protection. In view of the current situation, train and bus services are experiencing significant reductions. Passengers are asked to purchase tickets online. Please visit the website of the Austrian Railways (ÖBB) for more information. At the Event: At the venue, a mouth and nose protection is required. Additionally, minimum distance to other people must be maintained. If you feel unwell, please remain at home. Further information is available in advance and at the event location. Online participation will be available. Leisure Activities: Please be reminded, that also in restaurants and coffee places a minimum distance to other people must be maintained. Hotels If you travel to Vienna, we recommend the following hotels in