Automated Vehicles (AVs) will bring a fundamental change in the mobility sector in the coming years. Whereas many studies emphasize opportunities with AVs, studies on the impacts of AVs on travel behavior particularly show an overall increase in traffic volume. This increase could impair the needs of other uses and users within street spaces and decrease the permeability of the street space for pedestrians and cyclists. However, only a few studies, so far, have looked at the changes of traffic volume due to AVs at the street level, and to what extent these impair the needs of other uses and users within different street spaces was not in the focus at all. This paper investigates the compatibility of AVs in street spaces, building on different modeling results of scenarios with AVs based on the Multi-Agent Traffic Simulation (MATSim) framework. Using the so-called compensatory approach and the whole street network of Vienna, Austria, as a case study, we examine how compatible AVs and their related changes in traffic volume are with the needs of other uses and users, i.e., pedestrians and cyclists, within different street spaces, by specifically considering the various characteristics of the latter. Results show that the effects of AVs on the compatibility of street spaces would be unevenly distributed across the city. For Shared Automated Vehicles (SAVs), a deterioration in compatibility is observable, especially in inner-city dense areas, because of an increase in traffic volume and an already high amount of competing uses. In contrast, especially (on main roads) in the outskirts, improvements in compatibility are possible. This particularly applies to SAVs with a stop-based service. However, private AVs interlinked with an overall capacity increase would lead to a deterioration in compatibility, especially in parts of the higher-level street network that already have incompatible traffic volumes, further increasing the separating or barrier effect of such streets. The results can provide insights for policymakers and stakeholders about where and how to facilitate AVs, to reach an implementation that is compatible with the different uses and needs of users within street spaces: While SAVs should be implemented particularly in the outskirts, as a complement for public transport, an implementation of AVs in the lower-level street network in inner parts of the city should not be facilitated, or it should at least be linked to measures that make street spaces more compatible with the needs of pedestrians and cyclists, e.g., implementation of walking and cycling infrastructure.

Developments in the field of automated mobility will greatly change our mobility and the possibilities to get from one place to another. This paper presents different scenarios for personal mobility in Austria, anticipating the possibilities and developments in the field of automated vehicles (AVs). The scenarios were developed using a systematically formalized scenario technique and expand the social and political discourse on automated mobility, which is currently characterized by a lack of experience and visibility as an established transport service. Using system dynamics modeling techniques, i.e., the Metropolitan Activity Relocation Simulator (MARS), impacts of the scenarios on the Austrian transportation system are estimated. The simulations show that, without suitable transport policy measures, automated mobility will lead to a significant increase in the volume of individual traffic and to modal shift effects with lower traffic volumes for public transport, walking and cycling. In addition, without a link between AVs and post-fossil propulsion systems, increases in pollutant emissions can also be expected. In contrast, the simulation results of an increased use of AVs in public transport show positive effects for the support of a more sustainable mobility. Hence, transport policy measures accompanying the introduction and development of automated vehicles will be needed in the future to reach a sustainable development.

Zusammenfassung Automatisierung und Vernetzung sind die entscheidenden Treiber des Wandels des Verkehrssystems, allerdings zwei grundsätzlich verschiedene Trends, die nicht zwingend miteinander verbunden sind (Perret et al. 2017, S. 6). Ihre faktische Gleichzeitigkeit und parallele Entwicklung wird allerdings immer stärker betont: Während frühere Forschungsarbeiten noch häufig vom autonomen Fahren oder autonomen Fahrzeugen gesprochen haben, findet sich in neueren Beiträgen verstärkt der Begriff „automatisiertes und vernetztes Fahrzeug“: „Even though automated vehicles do not necessarily need to be connected and connected vehicles do not require automation, it is expected that in the medium term connectivity will be a major enabler for automated vehicles“ (Europäische Kommission 2018, S. 4).

Zusammenfassung: Der städtische Güterverkehr nimmt eine immer wichtigere Rolle im Bereich der urbanen Mobilität sowie auch in der städtischen Verkehrspolitik ein, da der E-Commerce boomt: Die Digitalisierung bringt es mit sich, dass immer öfter Waren über das Internet bestellt werden, wodurch sich auch der Lieferverkehr stark erhöht hat (vgl. Muschkiet/Schückhaus 2019: 358; Deutsche Bundesregierung 2019: 44f.). Es bedarf daher neuer nachhaltiger Lösungen und Konzepte in der urbanen Logistik, wobei besonders die letzte Meile infolge fehlender Bündelung und großer Aufwände eine wesentliche Herausforderung darstellt (vgl. Gerdes/Heinemann 2019: 399; Buthe et al. 2018: 30; Lierow/Wisotzky 2019). Gleichzeitig entstehen neue Zustellformen wie etwa Zustellroboter (vgl. Baum et al. 2019: 2455; Jennings/Figliozzi 2019: 317), denen ein großes Potential für die letzte Meile zugeschrieben wird.

Urban freight transport is assuming an increasingly important role in the field of urban mobility as well as in urban transport policy, as e-commerce is booming: with the advance of digitalization, goods are increasingly being ordered via the internet, with a resulting sharp increase in delivery transport volumes (cf. Muschkiet/Schückhaus 2019: 358; German Federal Government 2019: 44f.). New sustainable solutions and concepts are therefore needed in urban logistics, with the last mile in particular posing a major challenge due to a lack of bundling and the great effort involved (cf. Gerdes/Heinemann 2019: 399; Buthe et al. 2018: 30; Lierow/Wisotzky 2019). At the same time, new delivery media are emerging, such as delivery robots (cf. Baum et al. 2019: 2455; Jennings/ Figliozzi 2019: 317), which are seen as having great potential for the last mile.

Zusammenfassung: Der vorliegende Beitrag widmet sich den Veränderungen im öffentlichen Raum, die mit der digitalin Vernetzung und Automatisierung im Mobilitätswesen einhergehen. Hierzu werden speziell räumliche Schnittstellen der Mobilität in den Fokus gerückt. Gemeint sind dabei Räume der Interaktion, der Verknüpfung unterschiedlicher Modi und des Übergangs im öffentlichen Raum. Aufgrund der zunehmenden Vielfalt an Mobilitätsangeboten und neuen Nutzungsanforderungen gewinnt schon heute die Gestaltung von räumlichen Schnittstellen an planerischer Bedeutung.