About the KAMO Performance Centre & the Country to City Bridge project
The KAMO Centre of Excellence in Karlsruhe brings together the expertise of leading institutions in research, teaching and technology transfer to drive forward innovative mobility and logistics solutions. KAMO’s flagship project, Country to City Bridge (C2CBridge for short), is investigating alternatives to private cars, particularly for connections between urban and rural areas.
The aim is to develop a sustainable mobility service using autonomous, connected on-demand shared taxis that can be deployed flexibly and in line with demand. By linking these with mobility hubs and existing transport services, the project aims to create new, integrated solutions for sustainable mobility.
Contents
Updates on the interior design: The Mobility Hub
> Mobility Hub concept: Structural framework
> Materials
> Fittings and accessories
> Drainage
> Lighting concept
> Passenger information system
> Sensors
> Mock-up at Campus East
Microsimulation of traffic flows at C2CBridge hubs
> Analysis of three hub types
Updates on the interior design: 3D model and visualisation
The latest insights into the interior design of our digital vehicle demonstrator: the most recent images of the 3D model show the ongoing development towards an immersive experience. The demonstrator will later be available to experience via VR in the experience centre and will also be used for validation purposes in VR/XR.
Microsimulation of traffic movements at C2CBridge hubs
Study of three types of hub
Microscopic traffic flow simulations enable a realistic representation and analysis of traffic quality at mobility hubs. The focus is on simulating both pedestrians and C2CBridge vehicles. The models provide key metrics such as journey and transfer times, identify potential bottlenecks for pedestrians, and highlight vehicle operational capacities.
These findings form the basis for the targeted optimisation of the planning and operation of the mobility hubs.
Real-life example
The study draws, amongst other things, on a real-world hub model based on Wörth station. It incorporates real-world dimensions, a real-world transport service offering, and transport demand based on a demand model. The individual hub components – including platforms, bus and C2CBridge shuttle stops, and connections for car and cycle traffic – are arranged side by side as independent modules.
Hypothetical example 2
The hypothetical example of a large-scale, high-traffic transport hub is designed on several levels. Whilst the platforms are located above ground as usual, there is a ring-shaped underground area for the C2CBridge shuttles. Between the two levels lies a spacious transfer area, which can be accessed via ramps and stairs as required. Overall, the hub offers plenty of space for additional uses.
Hypothetical example 1
This compact example of a medium-sized hub was developed with the aim of providing short, barrier-free routes and a direct transfer from the train to the C2CBridge vehicles. The C2CBridge stops and an associated turning area are situated between the tracks. The vehicles access this area via an underpass, thereby bridging the difference in height on behalf of pedestrians.
The simulation model maps the entire process, from booking through to the pooling of journey requests and on to the C2CBridge shuttles’ journey to the pick-up point. The selection of stops and various departure criteria are also taken into account. Particular attention is paid to accessibility: ramps, lifts, different walking speeds and the needs of wheelchair users are also incorporated into the simulation.
Various performance metrics are examined to evaluate the shuttle types. These include, amongst other things, the density distributions of pedestrians, passengers’ journey and waiting times, and vehicle handling capacities. Both different C2CBridge shuttle services and varying levels of demand were taken into account. On this basis, well-founded recommendations for the design of C2CBridge hubs can be derived.
The Mobility Hub
Concept of the Mobility Hub
The hub will primarily be located in rural or suburban areas, rather than in inner-city areas. It is therefore not intended to appear as a piece of urban street furniture, but rather to be perceived as a small, open building. The upper section forms a ‘hat’ or ‘canopy’. This distinctive roof structure will not only provide shelter from the elements, such as sun and rain, but will also ensure the necessary visual impact, visibility and orientation of the small building.
The lower section, where people wait, houses all the facilities and information elements and is designed to be as open as possible. The modular design allows it to be used in a wide variety of locations and is intended to function as self-sufficiently as possible. This ensures that the Hub system remains permanently flexible and can be adapted quickly and easily to changing conditions.
Structural framework
The design is based on a grid of 2.50 m × 2.50 m, which is a multiple of the 62.5-cm module commonly used in timber construction. The clear heights, the height of the canopy and the overhang of the awning are all derived from this basic grid. The basic elements – columns, canopy and roof – can be flexibly combined depending on the location. This results in a wide range of configuration and fitting options, making it possible to provide exactly the right solution for every site.
Materiality
To ensure the longest possible service life, durable steel columns are used in the area frequented by travellers. A visible timber structure, which brings warmth and a sense of craftsmanship thanks to its natural material, characterises the interior of the canopy. To protect this timber structure, sheet metal is used for the external roof cladding, which can be adapted to the local context through its profiling and colour scheme.
Features and accessories
The hub’s columns are designed as cross-braced columns, which are anchored in individual foundations for bracing. Fixtures such as information panels, display cases, signage, monitors, glass panels and benches are attached to the columns and can be replaced at any time, allowing the layout of a Mobility Hub to be flexibly adapted to local conditions and requirements. Both an extensive green roof and a photovoltaic system are planned for the roof of the hub.
Drainage
Rainwater is channelled from the main roof surface via gutters onto the canopy, from where it is conveyed through a concealed displacement gutter into a downpipe, which is positioned as inconspicuously as possible near the steel columns. As is common practice at bus stops, drainage takes place just above ground level and the water seeps into the ground.
Lighting concept
The lift is fitted with LED lighting that dynamically adapts to ambient light levels and the presence of people, minimising light pollution. However, the basic safety lighting in the waiting and transfer areas is guaranteed at all times. The lift is fitted with atmospheric interior lighting that enhances the user experience.
Passenger information system
Signage, departure displays and information panels will be provided and integrated along the edge of the roof, on the outside of the peak and on dedicated information boards
Sensors
The detection of people’s presence and movement is achieved using video cameras and thermal sensors that are largely integrated into the structure.
Mock-up at the KIT East Campus
The preferred location for the mock-up hub for testing purposes is the East Campus of the Karlsruhe Institute of Technology. Its proximity to the FAST premises, the test site at the old parade ground and the comparatively lower pressure on land make this location particularly attractive. The prototype to be built here will consist of five grid sections arranged in a row and will be 15.5 m long and 5.5 m wide in total.
To process the data recorded by the sensors, the mock-up will require a server and a technical room for this purpose. As things stand, this room will either be housed in an existing building or will need to be accommodated in a separate building or enclosure.