Die in Spitzenzeiten des werktaeglichen Berufsverkehrs sowohl im Strassenverkehr als auch im OEPNV auftretenden Ueberlastungen sind allgemein bekannt und in ihren Ursachen und negativen Folgen hinlaenglich beschrieben. Als eine dieser Ueberlastung entgegenwirkenden Massnahme wird seit Jahren die Telearbeit diskutiert, die in der Tat Potenziale zu einer Abnahme der Lastspitzen in Ballungsraeumen bietet. Als "Telearbeit" wird ein ganzes Buendel von Organisationsformen bezeichnet, vom alternierenden, an bestimmten Tagen der Woche genutzten Telearbeitsplatz zu Hause bis zum Telearbeitszentrum, Satelliten- oder Nachbarschaftsbuero in Wohnortnaehe. Die Verbreitung der Telearbeit wird durch die Bundesregierung zwar gefoerdert, bisher jedoch nicht gezielt als Massnahme zur Senkung der Verkehrsnachfrage eingesetzt. Ausgehend von der Hypothese, dass neue Arbeitskonzepte sich auf das Verkehrsverhalten der beteiligten Personen auswirken, war es Ziel dieses Forschungsprojektes, am Beispiel alternierender Telearbeit Aussagen darueber zu treffen, welcher Art diese Verkehrsveraenderungen sind und welche Folgen diese auf das zeitlich-raeumliche Auftreten von Verkehr haben. Telearbeit reduziert die Zahl der Wege und die Verkehrsleistung insbesondere in den Hauptverkehrszeiten und bei den motorisierten Verkehrsmitteln. Da aber nur ein Teil des Verkehrsaufkommens zwischen Wohnung und Arbeitsplatz entsteht, nur ein Teil der Arbeitsplaetze telearbeitsgeeignet ist und bei Telearbeit meistens nur ein Teil der Arbeitszeit zu Hause abgeleistet wird, ist der Beitrag der Telearbeit zur Loesung der Verkehrsprobleme allerdings quantitativ begrenzt. Titel in Englisch: Effects of new work concepts and in particular of teleworking on traffic behaviour. English abstract: The stresses and overloading which occur at peak traffic times on weekdays when commuters are travelling to and from work, both on the roads and on local public transport, are well-known and their causes and negative effects have been described in detail. One of the means of combating these stresses which has been under discussion for some years is teleworking or distance working, which does indeed offer possibilities for reducing rush-hour traffic in highly-populated areas. "Teleworking" covers a whole spectrum of different organisational forms, ranging from the tele-workstation at home which is used alternately on certain days of the week, through to the teleworking centre, satellite or neighbourhood office near to the place of residence. In teleworking projects in the USA, the Netherlands, Switzerland and other countries, the effects of teleworking on the distances travelled by teleworkers and the members of their households was investigated. The results of foreign studies, however, cannot be transferred to the situation in Germany wholesale, as existing political targets, structural and distance-related factors as well as the cultural and legal framework conditions all exercise a considerable influence on the extent and effects of teleworking. In the Federal Republic of Germany, teleworking is a type of working that is used by innovative companies in order to save costs and improve performance. The spread of teleworking is encouraged by the German government, but not used as a targeted measure in order to decrease traffic. Starting from the hypothesis that new work concepts have an influence on the travel and traffic behaviour of those taking part, the aim of this research project was to draw conclusions as to the type of changes in traffic behaviour which could be expected as a result of alternating teleworking and to find out the nature of the changes and their effects on the times and locations of traffic. In order to carry out the investigation, 80 teleworkers and 63 members of their households from all parts of Germany were asked about their travel behaviour before and after taking up teleworking. Alternating teleworking reduces the number of journeys and the amount of traffic - particularly at peak times - for motorised means of transport. However, as only a certain portion of traffic is between homes and workplaces, and as only a certain proportion of workplaces are suitable for conversion and generally only a portion of working time is actually spent at home in the case of teleworking, the contribution to solving traffic problems made by teleworking is relatively limited from the quantitative point of view. Nevertheless, teleworking has advantages as a traffic-reduction measure: - Teleworking can be implemented immediately. The process of introducing teleworking has been sufficiently investigated and tested in pilot projects. - In addition to reducing traffic, teleworking offers advantages for employers - for example in the form of increased productivity, lower rates of sickness and lower office costs in the case of desk sharing. Employees also profit, for example, through saving the time and cost of travel, through enjoying longer phases of concentrated work and greater time flexibility within working and private life. - Telearbeit, in contrast to other measures taken in connection with travel requirement management, does not require any investment from the public purse. Costs borne by companies for the establishment of tele-workstations are written off through higher productivity and possibly lower office costs. Possible interaction between teleworking and physical traffic should also not only be judged against the background of current framework conditions. It can be asked, for example, how far the fact that driving is becoming more expensive (price of petrol, mileage allowance, road tolls etc.) can increase the use of the potential offered by telecommunications. Such measures to push alternative solutions within the framework of travel requirement management will in future encounter an increased range of information and communication technologies which are capable of bridging physical distances. Measures directed towards individual motorised transport may encourage alternating teleworking and therefore lead to different journeys being undertaken, to a change in the means of transport selected in favour of non-motorised transport as well as to the time and distance-related effects already mentioned. An overview of the household-related situation of teleworkers as learned from the questionnaire is attached to the original report in the form of an annex. In addition to socio-demographic data it includes information on work and professions, private computer equipment and use of computers, framework conditions with regard to traffic and transport, travel to work and teleworking. Documents used for the recruitment of companies and participants to the questionnaire procedure and for the implementation of the inquiry are collected in a separate annex volume. The contents of the annex and the separate volume are not reproduced in the current publication. Both are available for inspection at the Federal Highway Research Institute (BASt). References to these documents in the text of the report have, however, been retained. (A)
Abstract