Planning Sustainable Mobility with the Stakeholders - A
System Dynamics Approach
Dr. Johannes Heeb, Corine Mauch, Mario Keller, Felix Huber
Dr. J. Heeb GmbH
Bahnhofstrasse 2, 6110 Wolhusen, Switzerland
Tel. +41 41 490 40 81, Fax +41 41 490 40 74
heebjohannes @ pingnet.ch
www.heeb-gmbh.ch
Abstract
MODUM stands for Environment - Mobility Model. MODUM is a research project
(founded by the Swiss Science Foundation, 1997-1999) intended to provide a strategy
model for Switzerland that is developed in close cooperation with the stakeholders in
the mobility system on the basis of system dynamics. The project stems from a
reaction to the increasing limitations encountered in the mobility system with regard
to environment, infrastructural capacities, financing and, most important, lacking
capacities to solve these problems on the political level. Three aspects are focused
on:
* Participation of the stakeholders
* Mental modeling and model moderation
* Integrating the perspectives of different disciplines
The objective of the project is to find starting points where (state) action can actually
(acceptance of measures by different interest groups) and effectively (leverage points)
influence the future development of the transportation system respectively its impacts.
Project Scope
MODUM stands for Environment - Mobility Model. MODUM is a research project
(founded by the Swiss Science Foundation, 1997-1999) intended to provide a strategy
model for Switzerland that is to be developed in close cooperation with the
stakeholders in the mobility system on the basis of system dynamics.
Today’s mobility system in Switzerland increasingly encounters limits: limits of the
environment (keywords air pollution, noise pollution), limits of capacity (keyword
traffic jam), limits of financing (keywords large-scale railway projects, external
effects), but also limits of political problem solving capability (keywords suburban
traffic, NEAT).
Efforts to solve these problems often and increasingly fail because of objective
conflicts: ,,solutions“ for a problem in one field regularly threaten to lead to problems
in other fields (e.g. construction of a freeway causes new noise pollution for
residents). Blockades in planning work are the result of sectorial oriented strategies
that insufficiently consider effects on other fields.
It was an objective of MODUM to make a suitable instrument for the planning
available, that considers (also middle- and long-term) interactions between different
fields. With it not at last a transparent dealing with traffic- and environment-political
measures and theirs different consequences should be promoted and enabled. Within
the scope of a so-called ,,stakeholder platform“ (see below), on one side the model
developing process, but on the other side also a communication process between
different interest representatives took place. The strong inclusion of stakeholder
groups guaranteed from the beginning that the implementation aspect was a part of
the project.
Research Methods
To achieve these objectives two procedures were combined:
a) A ,,stakeholder-platform™ was built up. Mental models of the stakeholders were
created by model moderation.
In MODUM, it was worked with the mental models of the stakeholders in the system
»mobility-environment*. The procedure was based on the methods described by
Akkermans H. (1995), Pretty J. (1996), Senge P. M. et al. (1996) and Vennix J. A. M.
(1996). To begin with, stakeholders representing very diverse interest groups and
perspectives within the mobility system (e.g. conventional automobile associations as
well as ,,green” traffic organizations) were selected as members of the stakeholder-
platform. They accompanied and supported the working out of the model. New
perspectives on contexts of mobility behavior within a changing society are being
enabled, whereas, interestingly enough, those transportation modes that are (more)
sustainable gain in weight. With five members of this stakeholder-platform so-called
model moderation (see fig. 1) was carried out. This gives the stakeholders the
opportunity to formulate their views (mental models) in everyday language and to
have them translated into a "model standard language". This enables us to bring
"traditional" and "new" (e.g. slow traffic modes or women-related aspects of mobility)
perspectives into a relationship of equality. A dialogue process can ensue. The method
of model moderation also integrates different disciplines: "Soft" or qualitative
information is linked to "hard" data information. Relevant information does not have
to be disregarded simply due to lack of “hard” data. Findings from various disciplines
can therefore be linked. The result should be a model that corresponds much more to
“everyday transportation functioning" than classical, techno-economical models did in
the past.
In a first step of model moderation, the mental models of these members were
established: at first, the most important terms of the system “mobility-environment”
for the stakeholder were noticed on separate slips of paper. Secondly, the stakeholder
sorted these terms according their structural context. Thirdly, the stakeholder told his
or her “story”. At last, the model moderator established the abstracted mental model
in cooperation with the stakeholder. In a second step, these mental models were
presented to the whole stakeholder-platform. The different mental models were
compared and discussed. Important common grounds and differences were recorded.
This working step formed the basis for a common functional understanding of the
system “mobility-environment” and for the working out of a corresponding system
dynamic model (see below).
Mental models determine perception of the
stakeholders
Different perception leads to different
behavior (acting)
Before
Model Moderation
Model Moderation step 1
Working out the mental models of
the stakeholders
Model Moderation step 2
Comparison and discussion of the
mental models
Model Moderation
Common model conception determines
perception of the stakeholder-platform
Common perception promotes common,
cooperative behavior (acting)
After
Model Moderation
Fig. 1: Basic concept for model moderation
b) A practice oriented, system dynamic model of the system ,,mobility-environment”
was worked out.
Founded on this common functional understanding of the system “mobility-
environment”, a practice oriented, system dynamic model was worked out. The
chosen system dynamic modeling approach considers (in contrary to the usually used
models in the field of traffic) additionally so-called feedback mechanisms. That
means self-increasing (positive feedback) and self-regulating (negative feedback)
processes could be included. This kind of modeling is especially suitable for the
examination of middle- and long-term developments and of interactions between
different fields. Recent foreign experiences and modeling approaches (group-
modeling, soft-modeling) have been integrated.
MODUM
Based on the mental models worked out by the stakeholders and based on the know-
how of the project group the “Environment - Mobility Model” (based on STELLA
Software) was worked out. An overview of this model is shown in fig. 2:
Politics and
Europe/Word Public Economy
Administration
Anthropological
Parameters
of Mobility
Generation
Impact of Traffic
Social Systems
Parameters
of Mobility
Generation
Offers Environment
Individual
Parameters
of Mobility
Generation if é
Fig 2: Macro Structure of MODUM
Mobility is generated by anthropological parameters (need for social interaction, need
for freedom to move, etc.), social parameters (lifestyle, legitimation of lifestyles, etc.),
individual parameters (environmental consciousness, educational level, etc.) and the
economical needs. Important frame conditions are the political and economical
development on the European and global level. The generated demand is covered by
different traffic means (individual traffic means, public transit, etc). Attitudes on the
individual and social level play an important role in the selection of the different
traffic means available. The structure of traffic system is determined by decision-
makers in politics and administration. The traffic system has a clear impact on the
environment as well as on the economy. These impacts lead furthermore to feedback
reaction on the individual and political level (including the public administrational).
The model is rather focussing on the aspects of mobility generation than on traffic
flow systems. Since there are not a lot of data available in this sector (specifically
about anthropological, social and individual parameters) the calibration and validation
of the model will be a big challenge. The know-how and experiences of the members
of the stakeholder platform will play an important role in solving this problem.
One of the main feedback systems (or “stories”) is shown in the fig. 3.
Values
‘et
Environmental
: + Political
Consciousness +————>
Measures Ne Values
A
(-) + (-) Degree of Individual
Environmental Freedom
Impacs
& x Political =
Acceptability of
Eco-Efficiency +; Measures
+ ZY + x ™ +
Technical
Innovations Public Budgets External Costs
of Traffic
Systems
Fig. 3: Feedback systems determining the acceptability of political measures in the
field of mobility management
Conclusions
Mental modeling with stakeholders is proved to be successful to build models of
complex systems integrating social, environmental and economical aspects. The
contribution of the stakeholders to building the model led from defining key elements
and structures of the system to defining model functions. The process made it possible
to make a more efficient use of the “soft knowledge” of the stakeholders, which are
considered to be experts of their activity system. The process made it also possible to
combine technical (hard-system) and often excluded social (soft-system) aspects of
mobility generation and mobility management.
Furthermore the stakeholders learned to use system dynamics (specifically the
“language of STELLA”) to communicate in a new way. This generated a more
structured discussion and avoided at the same time confusions caused by hidden or
not properly communicated mental models and agendas.
The challenge is now to calibrate and validate the model. It is planned only to quantify
key sectors of the model where data or reliable stakeholder know-how is available.
This concept tries to combine the advantages of wide range (and not quantified)
structure models as a communication tool and more focussed, calibrated and validated
models for policy development support. First key sectors are already ready for
scenario analyses (see fig. 4).
1: Political Mesures 2:NOx Emissions 3: Specific NOx Emissions _ 4: Mobility Level
ROMS
3
On
2
63
1 5.00 2 Am)
2: 50.00 [———3 _———
3: 2.00 4
4: 50.00
ROMs
Sooo
e000
88s
T
T T T
1960.00 1977.50 1995.00 2012.50 2030.00
Fig. 4: Influence of political measures on environment (NOx) and mobility
development.
Literature
Akkermans H. (1995) Modeling with managers. Participative business modeling for
effective strategic decision-making. Proefschrift Technische Universiteit
Eindhoven
Pretty J. (1996) A Trainer's Guide for Participatory Learning and Action, WED,
London; PLA-Notes (Notes on Participatory Learning and Action, published
three times a year since 1988 by the Sustainable Agriculture Program of the
International Institute for Environment and Development (IIED), 3 Endsleigh
Street, London WC1H ODD, UK, Fax: +44 (0) 171 388 2826 E-mail:
iiedagri@ gn.apc.org)
Senge P. M. et al. (1996) Das Fieldbook zur fiinften Disziplin. Klett-Cotta, Stuttgart
Vennix J. A. M. (1996) Group Model Building. Facilitating Team Learning Using
System Dynamics. John Wiley & Sons, Chincester
