RECOPILACIÓN GEOMATICA ANDINA

Transcripción

1 Congreso Internacional GEOMATICA ANDINA 2014 RECOPILACIÓN GEOMATICA ANDINA Septiembre 22 y 23 de 2014 Bogotá - Colombia Edición no. 1 sofex americas ferias ˆ congresos

2 Recopilación GEOMATICA ANDINA Edición no. 1 Septiembre 22 de 2014 Bogotá Colombia Autores Títulos Paginas Tamayo Barrera, Jasmith A. Hoyos Montoya, Elieth Alina Banse, Klaus Bodo Albert Gouse, William S. III Kenneweg, Hartmut Weyer, Gregor Feix, Claudia Kripp, Manuel J. Ripoll Durango, Humberto José Atzmanstorfer, Karl Beltrán Ramallo, Rafael Cabrera Barona, Pablo Eitzinger, Anton Hidalgo, César Augusto Vega Gutiérrez, Johnny Alexander Kowalewski, Dirk Overbeck, Matthias Rohmer, Günter Sicramaz, Ayse Eissfeller, Bernd LA EXPERIENCIA DE BOGOTÁ DISTRITO CAPITAL DE COLOMBIA EN LA IMPLEMENTACIÓN DE SU INFRAESTRUCTURA LOCAL DE DATOS ESPACIALES - IDECA IMPROVEMENT OF LOGISTICS OPERATION THROUGH INTEGRATION OF GEOGRAPHIC INFORMATION SYSTEM DATA WITH AUTOMOBILE OR HEAVY VEHICLE DRIVER ASSISTANCE SYSTEMS. OVERVIEW OF CURRENT AND EMERGING TECHNOLOGY WITH CASE STUDY CLIMATE CHANGE: HOW TO FIGHT DESTRUCTIVE EFFECTS IN URBAN AREAS CONCEPTS, PLANNING APPROACHES AND MEASURES IN GERMANY SMART SOLUTIONS FOR VIBRANT CITIES: WORKFORCE MANAGEMENT, LOCATION INTELLIGENCE AND OPTIMIZED ROUTING REFLEXIONES SOBRE LA ENSEÑANZA DE LOS SIG EN LA SOCIEDAD LATINOAMERICANA APLICACIÓN DE HERRAMIENTAS GEOMÁTICAS PARA LA ESTIMACIÓN DE LA AMENAZA POR DESLIZAMIENTOS ACCIONADOS POR SISMOS Y LLUVIAS BAJO UN MODELO DE BASE FÍSICA Y PROBABILISTA GNSS RECEIVER WITH AN OPEN INTERFACE SOFEX AMERICAS LTDA Avenida Pradilla no local 38 Chía Cundinamarca Colombia Tel. (+57-1) info@sofexamericas.com Los contenidos expresados en los artículos de esta obra son de exclusiva responsabilidad de los autores y los coautores y no comprometen a SOFEX AMERICAS LTDA. Recopilación GEOMATICA ANDINA - Edición 1 Impreso en Colombia, 2014 SOFEX AMERICAS LTDA ISBN

3 PROGRAMA OFICIAL Actualizado a 17 de septiembre de 2014 (sujeto a cambios sin previo aviso) 3 era Feria Congreso Internacional de Tecnologías de Geo Información y Gestión de Desarrollo Urbanístico, Bogotá - Colombia SOFEX AMERICAS LTDA Av. Pradilla no Local 38 Chía Cundinamarca Tel. (+57-1) info@sofexamericas.com geomatica-andina.com 10:00 10:40 11:00 11:40 12:00 12:40 Lunes 22 de septiembre SALA 1 (Auditorio principal) ENTRADA GRATUITA PARA TODOS LOS ASISTENTES Procesamiento y análisis conjunto de la información espacial y climática para el modelamiento ambiental de la Región del Bajo Magdalena App para la recolección de información en campo basado en SIG en la nube Caracterización espectral de coberturas vegetales en ambientes controlados IGAC - Bogotá - Colombia Andrés Espejo Diana Marcela Guzmán Lugo-Rene Pinzón ESRI Ing. Carlos López Bogotá - Colombia INSTITUTO GEOGRÁFICO AGUSTÍN CODAZZI Osman Roa Melgarejo Bogotá - Colombia 10:00 10:40 11:00 11:40 12:00 12:40 Martes 23 de septiembre SALA 1 (Auditorio principal) ENTRADA GRATUITA PARA TODOS LOS ASISTENTES Goose - un proyecto alemán de investigación, la siguiente generación tecnológica de Receptores GNSS The important role of geoinformation for regional planning: The proposed pilot study "Sierra Nevada de Santa Marta" Localización inteligente/location intelligence Análisis, planificación y optimización de ubicaciones y zonas navxperience GmbH Ing. Dirk Kowalewski Berlin - Alemania Prof. Hartmut Kenneweg Ing. Gregor Weyer Potsdam - Alemania Dra. Claudia Feix IVU TRAFFIC TECHNOLOGIES Berlín - Alemania 14:00 14:40 15:00 15:40 16:00 17:00 17:30 18:30 Hacia un índice de pobreza multidimensional con ponderaciones regionales a partir del modelado de relaciones espaciales Las Geo tecnologías al servicio de la Comunidad Distrital Confirmación metrológica para instrumentos topográficos y su posible aplicación en Colombia (Fundamentos y acreditación) Planificación de tareas global, integrada, móvil DIMPE y Dirección de Geo Estadística DIG del DANE Laura Estrada y Carlos Alb. Durán, Bogotá - Colombia CATASTRO DISTRITAL Jasmith Tamayo Gerente de IDECA Bogotá - Colombia INGEOTOP Ing. Luis Hdo. Vásquez Ing. José Luis García Bogotá - Colombia Humberto José Ripoll D. IVU TRAFFIC TECHNOLOGIES Berlín - Alemania 14:00 14:40 15:00 15:40 16:00 17:00 17:30 18:30 Normas de estudios topográficos Aplicación de las herramientas geomáticas para la estimación del riesgo por deslizamientos detonados por sismo y lluvia, empleando un mod. de base física y probabilista Aplicaciones de imágenes tomadas con drones PANEL DE DISCUSIÓN SOCIEDAD COLOMBIANA DE INGENIEROS Bogotá - Colombia UNIVERSIDAD DE MEDELLIN Johnny Alexander Vega G. Medellín - Colombia DISSMAN INGENIERÍA Bogotá - Colombia Ing. Pedro J. León Moderación: GEOKOMM - Alemania 10:30 11:30 Lunes 22 de septiembre SALA 2 (Salón de seminarios y talleres) ENTRADA GRATUITA PARA TODOS LOS ASISTENTES Desarrollo de modelos de simulación microscópicos de transporte basados en cartografía de OpenStreetMaps Prof.-Univ. Klaus BANSE SISTEMAS INTELIGENTES DE TRANSPORTE - SIT Ltda Bogotá - Colombia 10:30 11:30 Martes 23 de septiembre SALA 2 (Salón de seminarios y talleres) ENTRADA GRATUITA PARA TODOS LOS ASISTENTES Productividad con Carlson Software (Conferencia y Presentación) Carlos Betancourt CARLSON SOFTWARE Ctr. América Sales Director Maysville - Estados Unidos 11:30 12:30 Proyecto aviones no tripulados y sus aplicaciones Ing. Juan Carlos Sánchez GEOSYSTEM INGENIERÍA Bogotá - Colombia 11:30 12:30 En tu mano, plataforma para la gestión territorial Daniel Felipe Marulanda P. GEOSAT Bogotá - Colombia 14:30-15:30 STONEX tecnología de punta, escáner y más Ing. Germán Gómez Pinto INSTRUMENTOS GGP Bucaramanga Colombia 14:30-15:30 Software GEOMAX para ambiente ANDROID Ing. Jaime Mendoza J MENDOZA EQUIPOS Medellín - Colombia 15:30-16:30 17:00 18:00 Tecnología Spectra Precision Reflexiones sobre la enseñanza y el aprendizaje SIG en la sociedad latinoamericana Ing. Miguel Rodríguez Ing. José Antonio Vásquez DISSMAN INGENIERÍA Bogotá Colombia Prof. Anton Eitzinger RED UNIGIS Salzburg - Austria Quito - Ecuador 15:30-16:30 17:00 18:00 Propuesta metodológica para la implementación de campus inteligentes universitarios Sinergia en trabajo de campo, con tecnología GNSS, Ecosonda y Estación Total Kolida Ing. Karen Alonso Zárate UNIVERSIDAD MILITAR NUEVA GRANADA Bogotá - Colombia Ing. Jorge Ernesto Ruiz V. Ing. Juan Carlos Posada SOUTHGEOSYSTEMS Bogotá - Colombia 09:30 12:30 Lunes 22 de septiembre SALA 3 (Salón Susacón) ENTRADA GRATUITA: Cupo limitado para 15 personas REUNIÓN Martes 23 de septiembre SALA 3 (Salón Susacón) ENTRADA GRATUITA: Cupo limitado para 15 personas 09:30 12:30 REUNIÓN PRIVADA ESRI 14:00 17:00 CURSO 1: Business Intelligence - Análisis, planificación y optimización de ubicaciones y zonas Dra. Claudia Feix IVU TRAFFIC TECHNOLOGIES Berlín - Alemania 14:00 17:00 CURSO 2: Curso aplicado de desarrollo de modelos de simulación microscópicos basados en cartografía de OpenStreetMaps OSM (Favor traer propio portátil) Prof.-Univ. Klaus BANSE SISTEMAS INTELIGENTES DE TRANSPORTE - SIT Ltda Bogotá - Colombia Auspician Participan

4 La experiencia de Bogotá Distrito Capital de Colombia en la implementación de su Infraestructura local de Datos Espaciales IDECA Jasmith A. Tamayo Barrera, Elieth Alina Hoyos Montoya Infraestructura de Datos Espaciales para el Distrito Capital Abstract Este documento muestra de manera general como, desde la IDE de Bogotá D.C., se han desarrollado un conjunto de herramientas para la gestión de la información geográfica, la cual es considerada como recurso fundamental para la toma de decisiones en una ciudad con una amplia dinámica en materia económica, social y territorial. Hoy en día se presenta a Bogotá cono una ciudad competitiva que ha exigido la adaptación de su plataforma tecnológica, por parte de la Infraestructura de Datos Espaciales para el Distrito Capital IDECA-, para disponer servicios web geográficos que le permitan a cualquier usuario consultar, analizar y consumir datos e información de tipo espacial. I. INTRODUCCIÓN De acuerdo con estudios de la revista Dinero [1], Bogotá D.C. está catalogada como una de las 10 ciudades más competitivas a nivel de América Latina, teniendo en cuenta los desarrollos implementados durante los últimos años en temas de economía, infraestructura y tecnología, que han hecho que la capital colombiana sea pionera en muchas áreas de aplicación del conocimiento y de la tecnología de vanguardia. Nuestro Distrito Capital, una de las metrópolis contemporáneas de mayor dinámica socioeconómica, no ha sido ajena a la aplicación de los cambios generados por la introducción de las geotecnologías en la administración pública local y en la gestión empresarial. Por tales razones, se hizo necesario crear mecanismos efectivos que posibilitaran una oportuna disponibilidad de información espacial de calidad, para apoyar el desarrollo de la variedad de proyectos sectoriales, locales y regionales que se despliegan en, y desde la Capital. En este sentido, IDECA se ha encargado de promover estrategias colaborativas que permitan una adecuada gestión de la información geográfica, con base en políticas y estándares oficiales, valiéndose de herramientas tecnológicas que posibiliten el manejo de información y, por supuesto, faciliten el desarrollo de estrategias institucionales que se orienten a buenas prácticas en lo referente al ciclo de vida de los datos. IDECA ha sido una iniciativa gubernamental de la Alcaldía Mayor, que se ha venido consolidando desde el año Es así como en cabeza de la Unidad Administrativa Especial de Catastro Distrital (Dr. Gustavo Adolfo Marulanda), coordinador de IDECA-, se han venido desarrollando diversos proyectos que se enfocan a integrar toda la información geográfica oficial del Distrito Capital, con el objetivo de poner a disposición de la comunidad capitalina datos y servicios que den respuesta a necesidades concretas para la toma de decisiones de planificación y desarrollo por parte de las entidades que hacen parte de la Administración de Bogotá y del ciudadano en general, contribuyendo así al posicionamiento de la Capital como ciudad inteligente. II. TRABAJO DE IDECA EN MATERIA DE GEOTECNOLOGÍAS IDECA se ha abierto paso en su consolidación como el referente obligado en Bogotá, Cundinamarca, Colombia y América Latina, en materia de producción, disponibilidad y acceso a la información geográfica producida por nuestra ciudad, a través de resultados, tales como [2]: A. Servicios de información geográfica El componente tecnológico de la Infraestructura se concreta, entre otras estrategias, en los servicios web geográficos que ofrece y gestiona en conjunto con la comunidad Distrital. Estos servicios posibilitan un mejor flujo de la información, asegurando la disponibilidad de datos confiables y oportunos. 3

5 la Unidad Administrativa Especial de Catastro Distrital UAECD, como Coordinadora de IDECA, y en consenso con las entidades custodias, determinará y dispondrá a través del sitio web que determine, cuáles son los objetos geográficos fundamentales para el Mapa de Referencia, así como los objetos geográficos temáticos que de éstos se desprendan [3]. En este momento, el Mapa de Referencia, conformado por 29 capas de información como datos abiertos, es actualizado de manera trimestral por cada entidad custodia, y dispuesto a la comunidad a través del portal Fig. 1 Plataforma tecnológica de IDECA B. Tu Bogotá: una aplicación para tomar decisiones sobre vivienda e inversiones en la capital Tu Bogotá es una nueva aplicación que a través de un mapa interactivo permite identificar variables para tomar decisiones sobre vivienda o inversión en la capital, en un radio de búsqueda de 500 metros, 1 kilómetro o 2 kilómetros distantes desde la ubicación del usuario. Además se puede compartir por redes sociales. En la aplicación se puede encontrar el valor del metro cuadrado de un terreno, la ubicación de parques cercanos, turismo, entretenimiento, entre otros, y calificar la experiencia del usuario según 13 variables, tomadas de información oficial de la ciudad. La herramienta permite a los usuarios reportar ofertas inmobiliarias y necesidades ciudadanas con respecto a los diferentes sectores de la ciudad (salud, educación, cultura, comercio, turismo, seguridad social, riesgo, movilidad, ambiente, espacio público). Además, se puede cargar una imagen relacionada, una descripción de la necesidad y un correo electrónico de contacto. C. Mapa de referencia La información Espacial fundamental Oficial de la Ciudad Como principal estrategia para consolidar una fuente única de información georreferenciada de la ciudad, en donde usuarios y productores converjan en los proyectos liderados por la IDE Distrital, se plantea el diseño y la implementación permanente del Mapa de referencia, definido como la herramienta que proporciona un conjunto organizado de datos espaciales comunes requeridos por la mayoría de entidades de Bogotá. Fig. 2 Datos Fundamentales del Mapa de Referencia D. Portal de Mapas de Bogotá Es una novedosa herramienta basada en Tecnologías de la Información y las Comunicaciones aplicadas para la gestión de la información geográfica del Distrito Capital. El Portal [4] reúne información espacializada de diversas instituciones públicas: temas de seguridad, movilidad y servicios sociales que son, entre otros, algunos de los tópicos para consulta cotidiana y frecuente. Herramientas como el Portal son un claro ejemplo de la asertiva comunicación institucional y de la utilidad de las TIC como apoyo a la buena gobernanza en la ciudad. Este recurso informático está dirigido a todo tipo de usuarios: ciudadanos del común, empresas, entidades oficiales, organismos privados, curadores, notarios, urbanistas, inversionistas, investigadores, turistas, etc. Es así como, a través del Decreto de la Alcaldía Mayor 203 de 2011, se adopta el Mapa de Referencia como instrumento oficial de consulta para Bogotá, Distrito Capital. Ésta norma fue modificada por el Decreto Distrital 076 del 22 de febrero de 2013, en el cual se aclara que 4

6 gestión de metadatos, para facilitar su disponibilidad, acceso, uso e intercambio. Fig. 3 Portal de Mapas de Bogotá A través del Portal se disponen nuevos niveles de información proveídos por diferentes entidades, tales como el Instituto Distrital para la Recreación y Deporte (Parques, Ciclovías y Recreovías), Secretaría Distrital de Ambiente (Calidad de Agua), Policía Nacional (Cuadrantes de seguridad), Secretaría Distrital de Salud (Instituciones Prestadoras de Salud, Unidades Básicas de Atención, Unidades Primarias de Atención y Hospitales de Primer y Segundo Orden) y Secretaría de Educación Distrital (Educación Básica, Primaria y Secundaria de carácter oficial y privado). E. Sistema de registro de ítems geográficos Es una herramienta web desarrollada para la creación, aprobación, publicación y mantenimiento de ítems geográficos (ISO 19135:2005 Geographic Information Procedures for item registration-). Su objetivo principal es permitir la asignación concertada de identificadores y significados únicos, que contribuyan a la definición de un lenguaje común útil para el desarrollo de nuevos sistemas de información en el Distrito Capital, garantizando con ello su fiabilidad e interoperabilidad. Adicionalmente, este sistema juega un papel importante en el control y seguimiento de la producción de información geográfica, al permitir almacenar las descripciones de la información oficial producida e identificar su custodio respectivo. Cabe destacar que recientemente IDECA recibió Mención de Honor otorgada por el Instituto Panamericano de Geografía e Historia y sus aliados la CAF y GeoSur por el desarrollo de este sistema, primero en implementarse en América Latina. F. Sistema de Gestión de Metadatos Geográficos Una de las políticas que generó IDECA está relacionada con los metadatos geográficos, la cual tiene por objeto "documentar la información geográfica del Distrito Capital a través de procesos estandarizados y tecnificados de Este sistema es una aplicación web desarrollada para que los diferentes usuarios puedan descubrir, acceder y usar información y/o servicios geográficos generados u obtenidos por los miembros de IDECA, tales como documentos, mapas, imágenes, estudios, etc. Adicionalmente, permite la creación, validación, publicación y mantenimiento de metadatos. Los principales usuarios de este sistema son entidades e instituciones del sector público, privado, academia y ciudadanía en general, interesados en acceder y usar los datos y servicios geográficos de Bogotá D.C. G. Gestionando Conocimiento Geográfico en Beneficio del Distrito Otro de los escenarios sobre los cuales ha venido trabajando la Infraestructura para consolidar su quehacer misional, es el referido al componente de Fortalecimiento Institucional, el cual se traduce en buscar diferentes mecanismos para gestionar conocimiento. Estrategias como el desarrollo permanente y gradual de eventos de capacitación que buscan cualificar el perfil técnico de los funcionarios distritales, en términos de lograr la apropiación de estándares y la implementación de las políticas geográficas, son indicadores claros del compromiso de la Administración Distrital por posicionar su Infraestructura local en el entorno Distrital, nacional e internacional. De otra parte, más allá de los eventos de capacitación, el componente de fortalecimiento institucional ha explorado nuevas alternativas para gestionar conocimiento geográfico en diferentes niveles territoriales. Es así como se busca la participación activa en eventos propios de la temática; la concreción de alianzas con organizaciones públicas, privadas y académicas, tales como el Ministerio de las TIC de Colombia, La Universidad de Azuay en Ecuador e Instituciones de impacto en toda Latinoamérica como GeoSur. H. Estrategia (I+D) IDECA desde el año 2013 ha venido desarrollando todo el marco de referencia para hacer realidad su Estrategia I+D. Como parte de esta estrategia se ha formulado la guía metodológica de investigación la cual se convierte en el referente para el desarrollo de los proyectos de investigación tecnológica y aplicada que contribuyan a la gestión de la información y del conocimiento geográfico; de igual manera se han propuesto tres áreas de investigación entre las que se encuentran: Web Semántica Geoespacial [5], Smart Cities [6] y Internet of Things and Real World Internet [7]. Es así como IDECA, con este referente, ha desarrollado: 5

7 La Red de Ontologías del Mapa de Referencia para el Distrito Capital como modelo semántico de conocimiento para el conjunto de datos fundamentales de Bogotá, que se constituye en el primer paso en la puesta en marcha de la iniciativa de Linked Data en el contexto de la Web Semántica, buscando lograr: definición formal, explicita y común de conceptos que conforman el dominio de conocimiento; la interoperabilidad de la información; la reutilización de distintos tipos de recursos, así como la disposición; la búsqueda y recuperación de datos más eficiente [8]. El proyecto de Reporte de tránsito, estado y eventos en la malla vial de la ciudad de Bogotá, el cual se ejecuta como parte del proyecto patrocinado por el Instituto Panamericano de Geografía e Historia IPGH, Implementación de las nuevas tendencias en IDE en Latinoamérica y donde participan la Universidad de Azuay, Cuenca-Ecuador y la Universidad del República de Uruguay. El objetivo es desarrollar distintos escenarios donde se adopten las nuevas geotecnologías como son: el uso de plataformas móviles como acceso ubicuo a la información, el monitoreo a través de sensores, implementación de tecnologías de Cloud Computing y el desarrollo de cartografía participativa. cobertura Distrital. Son el soporte normativo que legitima la tarea de IDECA y le facilita el diálogo con las entidades, la empresa y la ciudadanía y propicia la escucha a sus iniciativas e inquietudes. Generación de diferentes sistemas y herramientas web que contribuyen -hoy por hoy-, de manera significativa, a mejorar la calidad de la información geográfica, considerando su ciclo de vida. Se promueve, así, el uso permanente de las Tecnologías Geoespaciales. Un resultado muy alentador de IDECA ha sido la Consolidación de la Comunidad Distrital en temas de gestión de la información geográfica. En tal sentido, se ha logrado convocar a las entidades miembros de la Administración y concientizarlas acerca de la importancia que conlleva implementar las políticas y estándares mencionados. Así mismo, sobre su responsabilidad institucional en la disposición, acceso y uso de la información geográfica para el servicio a la comunidad en general y la toma racional de las decisiones de ciudad; de esa manera se han obtenido las siguientes cifras en su adopción: I. Logros de la Infraestructura Urbana de Bogotá En diez años de historia de IDECA en la ciudad, es importante señalar los siguientes logros: El logro más representativo y atribuible al actual Director de Catastro Distrital, Dr. Gustavo Adolfo Marulanda Morales, es concretar el proyecto que fue IDECA desde el año 2005 hasta el año 2012, como una Gerencia de la Unidad. Esta situación cambió favorablemente el escenario y las posibilidades reales de desarrollo de la Infraestructura y fortaleció en gran medida el impacto del objetivo misional que persigue IDECA. Formulación y desarrollo permanente de proyectos de impacto distrital tales como: La Malla Vial Integral de Bogotá, Infraestructura de Redes de Servicios públicos - IRSP- que se (constituye en el catastro de las redes de servicios públicos de Bogotá); inicios en la construcción de la Infraestructura de Datos Espaciales de la Región Cundinamarca y, actualmente, el desarrollo de la primera fase para la implementación de la Plataforma Geoespacial para la gestión y disposición de datos, servicios y aplicaciones del Distrito Capital en la Nube, por mencionar los de mayor relevancia. La reglamentación, puesta en marcha e implementación de nueve políticas de información geográfica (producción, metadatos, custodia, disposición, acceso y uso; por citar algunas) de Fig. 4 Estadísticas de Políticas y Estándares para los años 2011, 2012 y 2013 Desarrollo de mecanismos para cualificar las competencias de los funcionarios del Distrito en políticas y estándares de Información geográfica y temáticas relacionadas, favoreciendo la mejora en la calidad de los datos y promoviendo la interoperabilidad y la difusión de los diferentes servicios geográficos. Es así como se han desarrollado cerca de 30 eventos de capacitación desde el año 2011, beneficiando a más de 1200 funcionarios en este trienio. 6

8 [6] L. Moreno Herrera, A. Gutiérrez Sánchez. CIUDADES INTELIGENTES: oportunidades para generar soluciones sostenibles. CINTEL [7] D. Giusto, A. Iera, G. Morabito, L. Atzori. The Internet of Things, Springer, ISBN: [8] L.M. Vilches B, J.A. Ramos y Otros. Hacia una armonización semántica de la información geográfica. Segon Congrés Català de Geografía de maig de Fig. 5 Estadísticas de eventos de capacitación para los años 2012 y 2013 III. CONCLUSIONES IDECA es consciente del largo camino por recorrer. Reconoce la importancia de involucrar y promover el trabajo colaborativo entre las entidades distritales, como un mecanismo para mejorar la calidad y pertinencia de los servicios geográficos que se ofrece a la ciudad. Bogotá, con su infraestructura, está preparada para dar un gran salto para contar con información en línea, y más específicamente con información geográfica, como insumo principal en la planeación y desarrollo de la ciudad. Las autoridades deben reconocer la importancia de involucrar y promover el trabajo colaborativo entre sus miembros como un mecanismo para mejorar la calidad y pertinencia de los servicios geográficos. El trabajo se basa en el paradigma de la disciplina de investigación en IDEs con la expectativa de contribuir en el mediano plazo la construcción de un nuevo conocimiento que sea utilizado para el desarrollo de una ciudad inteligente, avanzando rápidamente en la autopista de la información hacia lo que llamamos ciudad espacialmente habilitada. REFERENCIAS [1] Revista Dinero. Bogotá, ni suma ni quita en su atractivo para invertir. Publicación 31 de Mayo de Publicaciones SEMANA S.A. [Online] Disponible: [2] [3] Alcaldía Mayor de Bogotá D.C., Decreto Distrital 076 del 22 de febrero de [Online] Disponible: ON_GEOGRAFICA_CATASTRO.pdf [4] Portal de Mapas de Bogotá. [Online] Disponible: [5] J. Lieberman. Geospatial Semantic Web Interoperability Experiment Report. Open Geospatial Consortium Inc. Project Document: OGC r1- Version:

9 Improvement of logistics operation through integration of geographic information system data with automobile or heavy vehicle driver assistance systems Overview of current and emerging technology with case study. Mejora de la operación logistica mediante la integración de sistemas de información gráfica con datos de sistemas de asistencia a conductores en vehículos particulares y pesados Tecnologías actuales y emergentes y caso de estudio S. William Gouse III, ITS Colombia member, Klaus Bodo Albert Banse, Prof.-Univ., President of ITS Colombia, IEEE member, IEEE ITS chapter member Abstract This article provides a historical perspective and the technical evolution of cruise control development, capabilities, and shortcomings. The paper presents to the Geographic Information System specialist, an in vehicle application being readied for global deployment. Cruise Control was primarily developed as a passenger comfort device, but also served as an operating convenience for the driver. Secondarily, cruise control decreased, at varying levels depending upon the skill and attention of the driver, trip fuel consumption, but has limitations and can actually result in fuel waste. Geographic Information System data sets on the highway contains valuable information that cruise control can utilize. If September 2014 S. William Gouse, ITS Colombia member, Avenida Pradilla No 5 95, Chía, Cundinamarca, Colombia ( Swg3rd@yahoo.co.uk) Klaus Bodo Albert Banse, Prof.-Univ., IEEE Member, IEEE ITS Chapter Member, President of ITS Colombia, Avenida Pradilla No 5 95, Chía, Cundinamarca, Colombia ( k.banse@its-colombia.org) a cruise control system and the engine management/powertrain management computer can access, then the system can make optimized decisions on how to set the cruise, perhaps slightly alter the driver s desired setting, control fuel supply or throttle the engine, coast, apply engine brake, select gearing and more as the vehicle climbs hills with differing grades, crests those hills, coasts down, and travels on zero slope pavement. Because the engine management system knows precisely power, torque, load (including steady or transient accessory load), speed, and can select parameters to adjust the cruise control set speed to minimize consumption, far beyond the capabilities of a skilled and attentive driver. The convergence of static and dynamic GIS sets, with GPS data with sophisticated cruise control systems are enabling significant increases in efficiency and additional safety. Index Terms Geographic Information Systems GIS, Global Positioning System GPS, Cruise Control, Fuel Economy, Emissions Reduction, Terrain Adaptive Cruise Control, Infrastructure to Vehicle Wireless Communication 8

10 H I. INTRODUCTION IGHWAY transportation is in the beginning phases of an era of convergence of roads and road users. Road users, the vehicles that are operated on the road interfaced with the highways, bridges, and tunnels only via tires, quite literally, where the rubber meets the road : an expression used to convey truth, exact information, or requirements. Historically, information about the highway such as the alignment, profile, cross section, sight distance, and design consistency was only available to a motor vehicle operator (driver) by limited signage and real-time visual observations. Highway operators, concessionaires, municipalities, engineering firms frequently have detailed, standardized and digitized data sets of roads for purposes of design, maintenance, and management of the roadway. With the advent of wireless communication between the motor vehicle and potential data sources, detailed information relative to vehicle safety and performance can be available and accessible to the driver and the vehicle s onboard computer network. Geographic Information System data for trip routes communicated to a vehicle s cruise control and powertrain management systems enables significant increases efficiency and reduce operating costs. II. WHAT IS CRUISE CONTROL Cruise control is a system of hardware and software components on a motor vehicle, passenger car, truck, bus, motorcycle that maintains a selected, a set speed automatically by controlling fuel supply to a combustion engine, by controlling the electric power in an electric vehicle, and also possibly using an engine brake or regenerative braking, accordingly. Cruise control systems have evolved for over 250 years. The original systems were cleverly elegant rudimentary devices used as engine governors on stationary and mobile steam engines. As steam power became a source of motive power for watercraft, locomotives, and vocational applications such as agricultural tractors, fire apparatus and omnibus, the governor was also a vehicle speed limiter or speed controller, not just an engine revolution limiter. During the Edwardian Era, these governors were fitted to automobiles to hold constant, the engine speed, but without regard to ascent or decent influences upon vehicle velocity. The modern cruise control is the product of an inventor that could not drive. Ralph Teetor, a mechanical engineer, entrepreneur, and automobile parts corporation executive was blinded in an accident as a young child. He developed a heightened sense of touch and motion which is a common phenomenon for a person who has lost their vision. The inspiration for his invention was when he was being driven by his lawyer. His lawyer had the annoying habit of not being able to maintain a steady speed when driving, accelerating while talking and decelerating while listening. Teetor spent about ten years working on concepts and in 1945 patented a sophisticated device, called speedostat, and also called controlmatic, touchmatic, and pressomatic. Thirteen years later, Chrysler, in their flagship model, the Imperial, was the first make/model to offer cruise control, and called it autopilot. Fig. 1. Stationary Steam Powered Coal Mine Pump Governor [1] Fig Chrysler Imperial Brochures Featuring Cruise Control [2] 9

11 vehicle. With the advent of electronic controls, including electronic throttle, the devices have become integrated with the engine management system. Regardless of mechanical or electronic, cruise control also has a driver interface, for activation and speed selection. Fig. 5. Functional Control Schematic, Rolls Royce Silver Shadow [3] Fig Chrysler Imperial Brochures Featuring Cruise Control [2] The Chrysler Imperial and subsequent offerings operated by magnetically counting driveshaft rotations, speedometer cable, or wheel rotations, and a solenoid or vacuum servo mechanism attached to the throttle or fuel supply linkage to vary throttle position or fuel amount, as needed. Fig. 4. Typical Cruise Control Components Ten years after the introduction of cruise on the Chrysler Imperial, patents were filed for an electronic cruise control system by RCA. This was a major milestone, as this the first application of digital memory in a motor vehicle and the first step of a computer controlling functions of a motor III. WHY CRUISE CONTROL The cruise control systems were initially offered as a luxury, comfort, convenience system, that would reduce driving fatigue, prevent speeding (and thus fines), and also reduce fuel consumption. Cruise Control was originally available only on high-end automobiles where customers were able to pay for luxury features. During the rapid rise of fuel prices (and scarcity) during the October 17, 1973 Organization of Petroleum Exporting Countries (OPEC) Oil Embargo (when Arabian crude went from $3/barrel to $12/barrel). As a direct result, fuel use, and fuel cost became highly visible to motor vehicle owners and operators. The issue of reducing fuel consumption of both private and commercial vehicles became paramount; both from engineering perspective and driving technique. Eliminating the surging of Ralph Teetor s car while his lawyer drove him was the motivation behind his invention, surging also is a significant fuel waster. Cruise control offerings were rapidly expanded to nearly every make/model of passenger, sport, utility, vocational, and specialized vehicle affected by the oil embargo. Now, cruise control is considered a norm, and offered, at least optionally or as a retrofit, on almost all automobiles and trucks sold globally, regardless of powertrain and fuel types (gasoline, diesel, hybrid, electric, autogas, automatic, continuous, automated mechanical or manual transmission). The amount of fuel that can be saved by using a cruise control is quite variable, depending upon speed, terrain, traffic, the driver s skill and attentiveness. Sophisticated fleet operators quantify this and specify vehicles and train 10

12 drivers for optimum fuel conservation to use the cruise control in conditions when advantageous, only when advantageous. an incline, cannot see the end of a downgrade, cannot delay a gear shift or braking event, cannot read a speed limit change, does not know about poor weather, a construction zone, or slower traffic ahead. In fact, the cruise control system doesn t even know where it is let alone, the ability to know what is ahead. Fig. 7. Stalk Mounted Function Control for Toyota Land Cruiser Cruise Control Fig. 6. Generic Cruise Control Fuel Economy Outreach [4] Contrary to advertising that cruise control is universally a fuel conservation device, there are many situations where using cruise will increase fuel use. When a driving style during a trip through a hilly or mountain region is optimized to minimize fuel consumption, then using cruise control actually will cause an increase in fuel use. This increase varies significantly depending upon the type of powertrain of the vehicle, the terrain, and the calibration of the cruise system. The cruise control can over-speed going downhill, or at a crest of a hill. Cruise control will also affect a downshift if needed to maintain speed, even if the incline is ending immediately ahead. Timing of such can even be that a downshift occurs at the peak of a hill and causes a downshift, engine speed increase, then an immediate upshift, wasting significant fuel with the wide variation in engine revolutions. When driving in consideration of the changing conditions, inclines, descents, cresting, passing, cruise is deactivated or manual inputs are made by a driver to coast or ACC (accelerate, not to be confused with Adaptive Cruise Control), the skilled driver is able operate their vehicle more efficiency than when purely in cruise control. Modern, basic cruise control is not able to look ahead and make judgments relating to changing or maintaining the vehicle s speed, as an attentive driver capable of doing. Cruise cannot see ahead to the crest of a hill, the severity of IV. A BETTER CRUISE CONTROL SYSTEM IS COMING SOON If the cruise control system is told where it is, with Global Positioning System (GPS) information or another source, and told about these changing conditions, the system can react in a fuel conserving manner without intervention of the driver. This concept is not new; US Patents were issued in to Freightliner Corp, Daimler Benz, in 1999, in anticipation of GIS data being available to vehicle s onboard data storage/computers. Fig. 8. Highway between Bogota and Tunja, Colombia From the perspective of a cruise control system wanting to look ahead, a trove of valuable information exits on the highway GIS data sets. All the static, steady state data a cruise control system would need to anticipate highway 11

13 geography and geometry to facilitate reactions to maximize efficiency and safety is contained in the GIS set. Additional valuable information for operating efficiency and safety is contained, such as the location of tolling facilities, perhaps a bridge weight limitation or a low overhead clearance. sometimes a security check point, and occasionally foul weather. All of these conditions translate into changes in speed, acceleration, and different power and fuel consumption rates. Looking solely at terrain data contained in the GIS set along this 450 km round trip route, there are numerous hills. GIS data will quantify this both in terms of number, slopes, and distances. The potential for fuel waste by over speeding and inappropriate gear matching is credibly on the order of 5% to 30% over the theoretical minimal consumption of a sophisticated computer controlled cruise control system using GIS and GPS data. Given the frequency of inclines and descents along this route, the fuel saving potential is significant. Even at a minimal total trip efficiency increase of 2% or perhaps a greater, but still conservative of 6%, the money, fuel and emissions saved is significant. Fig. 9. Typical Bridge Strike, Over-height Truck The other category of data is dynamic, relating to a special event, or regular recurring events. Examples of this might be a local temporary speed limit reduction for construction or maintenance, recurring but irregular congestion at a tourist region, other areas where delays are frequent are perhaps near a memorial park, and a scheduled sporting event or concert. Other events could be spontaneous such as a police check point, a crash, break down, landslide, and hostile weather and atmospheric conditions. Dynamic speed setting is a function that will use GPS to determine the position of the vehicle, and with rudimentary Geographic Information System regarding the speed limit that is posted to the current road section can suggest to the driver, correct a speed setting, or change the setting based upon what the posted speed limit is for the particular segment of roadway. When further GIS data is known, such as if there is a construction zone, which can have a locally assigned temporarily lowered speed limit. V. CASE STUDY For example, the Autopista Norte Autopista paseo de los libertadores, between Bogota and Tunja has many different conditions preventing steady state, constant speed, constant power, driving. The route undulates through the hills of Boyaca, will sometimes have construction area, will always have toll booths, often a military presence protecting the bridge near Sequile, truck and intercity coach traffic, Fig. 10. Hill Crest on highway between Bogota and Tunja, Colombia For example, on a small passenger gasoline vehicle, average trip consumption might credibly be 10 liters/100 km, and an intercity diesel coach might consume fuel at 40 liters/100 km. For the 440 km round trip, at $1.25 usd /liter gasoline, and at $1.05 usd/ liter for diesel, trip fuel consumed would be 44 and 176 liters respectively. The trip fuel expenses would be $55 and $185. With a 2% reduction, this calculates to nearly 1 and 4 liters of fuel savings ($1.20 and $3.70 cost savings) and for a larger, but still conservative reduction of 6%, over 2 ½ liters of gasoline and 10 ½ liters of diesel, at a trip savings of $3.30 and $11. 12

14 REFERENCES [1] Photo Courtesy Papplewick Pumping Station Museum [2] Photos Courtesy of the Walter P. Chrysler Museum [3] Schematic Courtesy of The DANA Corporation archives [4] Material, Courtesy Buzzle.com Fig. 11. Grade on Highway between Bogota and Tunja, Colombia VI. CONCLUSIONS Cruise Control was primarily developed as a passenger comfort device, but also served as an operating convenience for the driver. Secondarily, cruise control decreased, at varying levels depending upon the skill and attention of the driver, trip fuel consumption, but has limitations and can actually result in fuel waste. Geographic Information System data sets on the highway contains valuable information that cruise control can utilize. If a cruise control system and the engine management/powertrain management computer can access, then the system can make optimized decisions on how to set the cruise, perhaps slightly alter the driver s desired setting, control fuel supply or throttle the engine, coast, apply engine brake, select gearing and more as the vehicle climbs hills with differing grades, crests those hills, coasts down, and travels on zero slope pavement. Because the engine management system knows precisely power, torque, load (including steady or transient accessory load), speed, and can select parameters to adjust the cruise control set speed to minimize consumption, far beyond the capabilities of a skilled and attentive driver. The convergence of static and dynamic GIS sets, with GPS data with sophisticated cruise control systems are enabling significant increases in efficiency and additional safety. S. William Gouse III has over thirty years experience in vehicle and transportation systems engineering research, development, planning, system architecture, acquisition, financing, productivity and economic analysis of assets and operations, designing and delivering training, communications and outreach, standards, regulatory and technology policy with respect to passenger and freight mobility, safety, emissions, energy, climate change, societal and institutional issues. Klaus Banse, Prof.-Univ. graduated as telecommunications engineer at the University for Applied Sciences in Offenburg, Germany. He has been working with Siemens ITS before joining the German Government Development Agency in the mid-90s, with assignments in Africa and Latin America. The last assignment was as senior transportation policy advisor to the Colombian Government during the governments of Presidents Pastrana and Uribe. Today Klaus Banse is lecturer for Traffic Planning, Traffic Management and Intelligent Transport Systems, General Manager of the International Consulting Firm SIT, International ITS Consultant and President & CEO of ITS Colombia. Klaus Banse: Technology helps us finding more efficient ways of mobility, communication binds different technologies together and standards make technologies and communications interoperable; this is why ITS will assure our mobility of the future. ITS organizations worldwide should not try to lead this path but help but serve as the neutral playing field for its definition and necessary knowledge transfer and hereby assure that we reach the long term goals 13

15 CLIMATE CHANGE: HOW TO FIGHT DESTRUCTIVE EFFECTS IN URBAN AREAS. - CONCEPTS, PLANNING APPROACHES AND MEASURES IN GERMANY - Hartmut Kenneweg (Professor) Department of Landscape Architecture and Environmental Planning, Technische Universität Berlin/Germany, Geoinformation in Environmental Planning Lab kenneweg@ile.tu-berlin.de Gregor Weyer (Managing Director) LUP Luftbild Umwelt Planung GmbH., Potsdam/Germany gregor.weyer@lup-umwelt.de Abstract: General Challenges caused by climate change are taken for serious both by federal and subordinated government officials in Germany. On the one hand energy supply is being shifted away from traditional production towards renewable sources. On the other hand development strategies aiming at prevention of CO 2 and at adaption of urban settlements to worse climate conditions in the future are being transferred to practical measures on the level of regions and municipalities. Some selected examples of the more important measures and how they can be applied, although there is strong resistance against innovations, are described in this paper. The examples are related to local sources of renewable energy, to combined environmental and ordinary land use planning, improvement of carbon storage, reduction of surface sealing and improvement of urban green. Remote sensing and GIS provide the most important tools for implementation of planning concepts. KEYWORDS: Climate change; prevention of climate gases (CO 2 ); planning approaches; remote sensing and GIS. The big shift of energy supply from traditional sources towards renewable energy sources; Development of strategies aiming both at prevention of CO 2 and other climate gases and at adaption of urban settlements to future climate conditions which are expected to become dramatically worse. On the one hand most people live in urban settlements, and urban populations will suffer earlier and more severe from effects of climate change; on the other hand the major part of climate change is caused by human activities in urban areas. That is why concepts, planning approaches and resulting measures have to be allocated primarily in urban areas, on municipality or regional level. It is easy to ask for reactions and for changes in general in order to cope with the challenges of global climate change. It is more difficult to figure out and quantify the necessities resulting from model calculations, based on observations, defined objectives and thresholds on global level; the remaining uncertainties hamper the acceptance of finally inevitable requirements. That is why it is most difficult to introduce practical measures on local or regional level which are the only way to any success in the field of climate protection. INTRODUCTION Challenges which are caused by destructive effects resulting from global climate change are taken for most serious in Germany, even by most politicians. There are two important political decisions to be mentioned in this context: GOALS AND ACTION ITEMS ON LOCAL AND REGIONAL LEVEL Prevention of CO 2 In order to prevent as much CO 2 as possible, the German government has recently decided a strategy which implies quite ambitious goals. By 2050, 80 % of the country s total energy consumption has to be gained from renewable resources (today: more than 80 14

16 % is gained from traditional sources, including nuclear energy). Until 2022 all existing nuclear power plants will become matter of abolition. Under this main goal the following action items will require much endeavour. Some counties or regions and most of the German cities and municipalities have already worked out individual Integrated concepts for protection of the climate on municipality level, containing suggested measures under the following typical topics: Improvement of heating installations, heat isolation of buildings; Promotion of the use of local sources of renewable energy; Shift from individual car traffic to public transportation or push-bikes; Reduction of energy consumption by both industry and private households; Reduction of urban land use which may cause unfavourable impacts to the climate; Improvement of carbon storage in the urban landscapes (wetlands, urban forestry). For each topic and for each measure the resulting potential of decrease of CO 2 is figured out. Adaption to and mitigation of destructive effects of climate change Due to climate change an increase of excessive heat events, longer drought periods, excessive precipitation events and floods must be expected. Under this second main goal Adaption and mitigation the following topics and action items are handled in the framework of integrated concepts of climate protection for either municipalities or regions. Protection of areas which allow for origination or transportation of cool air masses to densely built-up parts of the cities; Reduction of surface sealing; Improvement of urban green; Prevention of damages by extraordinary weather events. The main purpose of measures under this topic is to improve life quality for the inhabitants of those parts of a city which are suffering under particularly unfavourable climatic conditions. Moreover, additional effort for securing (or improving) the supply of the urban population is necessary, because of increasing threat by destructive climatic events. It is not too difficult to consider requirements which are derived from changing conditions of urban climate in the future for the construction of new buildings and settlements. However, since the major part of the German population is living and working in existing older buildings and settlements (and will remain there), where stress conditions resulting from changing climate previously have been disregarded, the improvement of old built volumes will have to be the main focus of adaption measures. REQUIREMENTS FOR ADMINISTRATION AND ORGANISATION Most of the necessary measures which are required for climate protection purposes can only be implemented in a densely populated country or area by the government or its subordinated offices. This means at the same time, it cannot be implemented without interdisciplinary participation. Fig. 1 tries to demonstrate the necessary cooperation of many interest groups and stakeholders according to cooperative principles in a schematic and symbolic way. In order to avoid one-sided views or overemphasizing any particular interest it is necessary to prepare decisions by prior comprehensive data acquisition and analyses which should take into consideration several possible approaches/solutions and spatial levels. This is the only way to ensure the planning results to become impartial and independent. Data processing has to regard the accuracy of spatial features and, moreover, vivid clearness. In general, data have to be up to date; in addition, results of monitoring procedures could be helpful to better understand dynamics of development. Typical data and the best way of meaningful data processing in Germany (Frick et al., 2007) will be presented at the end of this presentation with particular respect to implementation and practical use. As there are many and to some part inconsistent possibilities of analysing planning data in the context of more sophisticated projects, in Germany some principles and procedures have been standardized in order to ensure successful planning and to regard official responsibilities (Fig. 2). The principle of sustainability can be regarded as the most important of these principles and will be discussed more comprehensively. 15

17 Principles)of)successful)planning Regional&economy&(job& market,&municipal&budgets,& added&value) Commerce&and&industry&as& energy&cumsumers Citizen&as&residents,& consumers,&energy&users stakeholders+und+ operational+fields+ Climate+protection:+ Concernment+of++ adaption+and+ mitigation Science&and&research Desaster&management&/& civil&protection Environmental&and&nature& protection,&biodiversity tourism Agriculture&and&forestry Energy&business,&(provision& and&production) Traffic&infrastructure&/& technical&infrastructure sustainability precaution Economic) efficiency! perdurability! continuity! evenness! Prevention)of)negative) impacts! Fixed)target) )minimum) input! Maximum)target) )fixed)input subsidiarity cooperation CostBbyBcause! Responsibility)on)the)lowest) possible)level! Obligation)to)cooperate) (for)administrations)! The)causer)is)econimically) and)socially)responsible Fig. 1: Implementation of measures in the framework of climate protection on municipality level is difficult, because many fields of interests and many acting persons and organisations have to be taken into consideration. The figure tries to illustrate the overlap of interests and participation. Examples for work in progress will be shown both for the level of the metropolitan area of Berlin and of the city of Potsdam. Success beyond solely theory has to be based on the existence of comprehensive surveys, taking advantage of remote sensing data, and GIS-data bases and systematic application of monitoring techniques. Fig. 2: Principles for successful planning In Germany quite a few compulsory standardized planning instruments have been introduced by legislation, concerning land use, building restrictions, environment and others, most of them addressing the regional or local level of planning. All of the mentioned planning principles (Fig. 2) have to be applied by these instruments. To deal with climate protection also means to deal with a certain set of problems which will influence the field of climate protection from its substructure up to derived measures and resulting effects in the environment: This is the long-term perception of climate protection which, however, is accompanied by uncertainties and fuzziness as far as future development and dynamic is concerned. Well designed monitoring procedures and readiness to modify planning in reaction on development will help to cope with this difficult situation (Fig. 3). Climate protection has to deal particularly intensively with a set of problems which touch both its knowledge base and all measures which result from planning, including previous successes and flops. The main problem is the necessity on the one hand to always consider a long-term view, whereas, on the other hand, uncertainties and lack of definition resulting from the unknown, but dynamic future development severely hamper the prognostic potential of planning. That is why monitoring procedures and readiness to steadily adapt and to change planning is a most important request. Depending from the respective subject matter the planning interval for considering the planning principle sustainability can vary significantly (Fig. 3). 100" "250"years + 50" "100"years + buildings + net"infrastructure 40" "90"years + Climate"scenarios 30" "50"years 3" "5"years + agriculture 1" "5"years forestry + Energy"supply + Industrial"economy"(investments) + tourism + Industrial"economy"(production" procedures) Fig. 3: Typical planning periods and valid times for some disciplines which are relevant for climate protection. Application of the most important planning principle sustainability has to take into account the different duration periods. There are different models how to organize planning procedures and how to handle the mentioned planning instruments on municipality level. One of them is shown in Fig

18 Climate,Advisory, board mayor Climateprotection unit City,planning Environmental, affairs economy Social,affairs,/, education Public,real,estate Fig. 4: Suggested organisation scheme for responsibilities and activities in the field of climate protection on municipality level. Alternative models can be matter of choice and decision by the autonomous city council(from Gemeinsame Landesplanungs-Abteilung, 2012). IMPLEMENTATION AND PRACTICE Due to restricted space for the printed version of this contribution only two examples for implementation measures for planning concepts as reaction on climate change can be described here, one of them tackling the regional level, and the other one the local (municipal) level. Concept for organizing land use under the aspect Energy and Climate Berlin-Brandenburg 2012 This study was worked out on the authority of the two federal states Berlin and Brandenburg, covering the German capital region (Gemeinsame Landesplanungs- Abteilung, 2012). It is aiming at a guiding concept in the field of planning reactions on impacts by expected climate change for the period It is subdivided under three aspects: Prevention of CO 2 : the strategy for energy supply in the German capital region; Vulnerability scenario and resulting adaption measures Berlin-Brandenburg ; Synopsis of future multi-function landscapes. As a first step a comprehensive inventory on the present situation of renewable energy sources (both existing production and potentials) was carried out (Fig. 5). It was supplemented by maps which show various kinds and intensities of vulnerability (heat, drought, floods), based on regional climate scenarios for This information base was used for a SWOT analysis in order to find out the most urgent measures and the best places (municipalities) where to put them into action. Fig. 5: Density of produced renewable energy (kw/ha) in the states of Berlin (to the left) and Brandenburg (at the top) and the local composition of different types of energy generation, status The spatial sub-units represent municipalities in Brandenburg and city districts in Berlin. The maximum future potentials of energy generation can be shown in the same way (from Gemeinsame Landesplanungs-Abteilung, 2012). The different types of energy generation, e.g. wind, are subject of varying restrictions by law, according to locations and local conditions; wind parks are not allowed in distances closer than 500 m to existing human settlements, and they are forbidden in nature protection areas. That is why in practice only few areas remain as potential locations for wind parks. 17

19 Fig 6: Legend for the map of fig. 5 The resulting final synoptic plan is difficult to be understood without having traced all the intermediate steps of analysis, restrictions and decisions. The planned measures in total can be regarded as quite ambitious. Due to remaining uncertainties some calculations limit themselves to intermediate periods of planning. The increase of renewable energy will amount to 61 % between 2010 and Planning on local (municipal) level is obliged to conform to the final version of the regional plan. EXAMPLE OF PLANNING FOR CLIMATE PROTECTION ON MUNICIPAL LEVEL: THE INTEGRATED CONCEPT FOR CLIMATE PROTECTION POTSDAM 2010/2011 The concept study (Fig. 7; Landeshauptstadt Potsdam, 2010) for the capital of the German federal state Brandenburg was a result of two years of cooperative work of a team of 25 experts, representing the following disciplines: Fig 7: Frontispiece and interdisciplinary approach of the integrated concept for climate protection Potsdam 2010/2011 (Landeshauptstadt Potsdam, 2010). As a result 100 measures on city level were suggested and to some part tested. Some of the measures aiming both at CO 2 -reduction and at adaption will be presented in this contribution. For CO 2 -reduction the following topics and activities are suggested or at least taken into consideration: Status of all existing individual buildings, particularly with respect to heating and insulation; Gaining energy from renewable resources, particularly thermal sun power and photovoltaic; Reduction of individual car traffic; Reduction of energy consumption, both by private households and industry; Reduction of CO 2 -emission by disadvantageous land use (drainage of wet peatland); Recovery of CO 2 -storage in the landscape (e.g. sustainable urban forestry, restoration of wetlands). In order to contribute to adaption of urban settlements to climate change and to mitigate impacts by climate 18

20 change the following topics and activities are discussed: Analysis of local hotspots; Conservation of unimproved open land for recharging cool air masses and for their movement towards hotspots in densely builtup urban areas; Reduction of surface sealing; Analysis and monitoring of urban green volume; Measures for mitigation of impacts by extreme weather events; Reaction on reduced biodiversity (loss of species, change in composition of ecosystems). As examples taken from the field of environmental planning are subject of a poster presentation, a part of the topic gaining energy from renewable resources is chosen for demonstration in more detail, because this example is typical for the course of action. squeezed into a compulsory investment in photovoltaic or solar heat; but the German state is providing subsidies for such investment quite successfully. Fig. 9: Website, where each household can look up its individual potential of solar energy (Landeshauptstadt Potsdam, 2010). URBAN CLIMATE MAP Main part of the concept is the urban climate map that shows the impacts of climate change to the urban population. In the Potsdam example the focus lies on the analysis of local temperature hotspots and flooded areas as a result of the increase of heavy rain in the future. This map is the basis of formulating municipal adaptation measurements. Fig. 8: Inventory of incident solar radiation on roofs (Ludwig et al., 2008) For each house the general potential is obtained by this procedure automatically. Influences from shadow reduce this potential. Finally the expected amount of achievable energy from each house is calculated. It can be looked up in the internet. From existing data, e.g. laser-scanning, digital aerial photography, digital terrain models, etc. a 3D-map of all existing buildings is derived (Ludwig et al., 2008). From slope and aspect of roof surfaces and the energy potential of the sun, the potential of achievable energy is calculated automatically. The owner of the respective house can look up the result of this analysis in the internet for free. However, he cannot be 19