Ele ctric City Tra nsport – Ele.C.Tra.

European Union

INTELLIGENT ENERGY EUROPE

Promotion & Dissemination Projects

Ele ctric City Tra nsport – Ele.C.Tra

www.electraproject.eu

Report on current mobility and network of by EXACTO

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DISCLAIMER

The sole responsibility for the content of this [webpage, publication etc.] lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that may be made of the information contained therein.

Grant Agreement Number: IEE/12/041/SI2.644730 – Ele.C.Tra

Start Date: 01 July 2013

Duration: 30 months

Participated in this report: Exacto, Estudos e Planeamento, Lda

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Ele ctric City Tra nsport – Ele.C.Tra.

Abstract :

This document presents a summary about current demand flows, surveys results, infrastructural and transport services network for the city of Lisbon, in consistence with the survey model and in order to highlight sustainable mobility issues and benefits. Finally, the Report pays attention to the predisposition for electric vehicles use, in particular e -scooters.

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Table of Contents 1. Introduction ...... 6 2. A Brief History of Transportation in LISBON ...... 7 3. Mobility Flows and Trends ...... 9 3.1. Private Car ...... 9 3.2. Public Transport ...... 11 3.2.1. Buses, , funiculars and - Carris ...... 12 3.2.2. Metro - Metro de Lisboa ...... 14 3.2.3. Train - CP Lisboa and Fertagus ...... 15 3.2.4. Ferry/ Boat ...... 17 3.3. Local public transport service in the interchange nodes ...... 19 3.4. Light Electric Vehicles Fleet and Sales Evolution ...... 20 4. Infrastructural and service network ...... 23 4.1. Road infrastructure ...... 23 4.2. Public Transport System ...... 25 4.2.1. Bus ...... 25 4.2.2. Underground (Metro de Lisboa) ...... 26 4.2.3. Train (CP) ...... 27 4.2.4. Train (Fertagus) ...... 28 4.2.5. Boat (Transtejo and Soflusa) ...... 28 5. Places of Attraction ...... 29 5.1. Universities ...... 29 5.2. Hospitals ...... 30 5.3. Shopping and Services Areas ...... 31 5.4. Tourism Areas ...... 32 5.5. Parking Areas...... 34 5.6. E-charging Lisbon situation ...... 35 6. Planning documents ...... 37 6.1. Planning guidelines ...... 37 6.2. Main bottlenecks ...... 39 7. Survey results ...... 40 7.1. Results of the Residents Survey...... 41 7.2. Results of the Tourists Survey ...... 55 8. Conclusions ...... 64

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1. Introduction According to the Ele.C.Tra. Project proposal and the 2.1 and 2.2 subtasks objectives, the deliverable D.2.1 named “Report on Actual mobility and network” represents the main result of the whole WP2 “Ante -operam analysis”. This deliverable refers to the city of LISBON.

In this light, D.2.1 Lisbon report highlights: · demand mobility flows, based on desk research and on surveys to residents and tourists conducted in Lisbon, in the scope of the project: o identification of attractor places (schools, commercial districts…) and the main elements about day trips, trip hours, transport means and mobility reasons, in order to acquire a specific and technical starting point for the model, contextualization and experimentations, considering the Ele.C.Tra project objectives; o systematisation of the main local planning documents; o identification of main elements about the current scooters mobility; o outlining of predisposition for the e-scooters use by the current traditional scooters users and for those not using scooters (mainly car users); o summarising of information about issues perceived or identified by citizens, as well as opinions concerning electric and sustainable mobility; · infrastructural and service network, based on desk research: o to identify the main infrastructural bottlenecks in the road network in Lisbon, paying attention to the parking and interchange nodes situation in the urban area, that are more suitable for scooters; o To systematize the main characteristics of the local public transport service in the main interchange nodes.

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2. A Brief History of Transportation in LISBON Lisbon, the city of seven hills, was founded by the Greek Ulysses during one of his trips around the world. This is a legend and probably the city was really founded by the Phoenicians that gave the city his first name, Olisipo, that means “safe seaport”, because of the peacefully estuary that brings to Lisbon his unique beauty and calm.

Through the years Lisbon was always very cosmopolite, a place where people of all races visited and traded all kind of things, mainly in the times of renaissance, when the city was the capital of an Empire that spread Portuguese culture all over the world.

Lisbon resisted to all his conquerors along the history, Phoenicians , Muslims, Visigoths, Romans and others, but their presence is visible in the city, including in the urban aspects. The great earthquake of 1755 followed by a fire and a tsunami destroyed the main part of the downtown area and gave an opportunity to rebuild it, with wide streets and in a more planned way.

Following a continuous evolution (especially in th e 70’s decade of the 20 century, when people from the old colonies returned to ) the traffic in Lisbon increased significantly, creating mobility problems.

Although, in the last two decades a lot of transport infrastructures were build (the internal and external high capacity road-rings were completed, the metro had very important extensions, ticket contactless system were implemented in most of the public transports) and mobility in Lisbon acquired a very high quality.

Lisbon is a melting pot of a wide range of people, culture, places and history. Even transports have a wide range too, as the city and his metropolitan area offers several modes of transportation, based on a modern transport system. Car, train, metro, bus, airplane, boat, scooter, bike and, of course, feet are the modes that we can use to access and to circulate in this charming city.

The most recent census data (2011) shows that a significant part of people that works/studies in Lisbon uses a private car on his most common trips (47.7% for workers and students living in Lisbon and 48.5% for workers and student living in the Great Lisbon Area).

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WORKERS AND STUDENTS THAT LIVES AND WORKS/STUDIES IN THE CITY Bus Car Passanger 19.4% Bus Company or School 13.6% 0.9% Boat Other 0.1% 0.6% Metro Bicycle 11.6% Train 0.2% 1.6% Outro 1.8%

Foot Motorcycle 16.9% 0.9% Car Driver 34.1%

PEOPLE THAT LIVING IN GREAT LISBON (OUT OF THE CITY) AND WORKS/STUDIES IN THE CITY

Bus Company Metro Bicycle or School 0.0% 8.9% Boat 0.5% Bus Train 0.0% 16.9% 23.1% Other 0.2% Motorcycle 1.0% Foot 0.7%

Car Passanger 8.8% Car Driver 39.7%

Source: 2011 Census

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3. Mobility Flows and Trends One of the aims of this document is to understand the actual situation and trends in terms of mobility. For this purpose, mobility data were collected and summarised to establish the general framework of the study.

3.1. Private Car

The high-density population of metropolitan area around the city leads to a very intense daily traffic in the main corridors to access Lisbon, especially during rush hours.

The trend of private car mobility can be estimated in terms of fuel consumption:

Fuel consumption in Portugal

7000000 6000000 5000000 4000000 3000000

2000000 tonnesof fuel 1000000 0 2008 2009 2010 2011 2012 2013* Diesel 4791541 4831597 4870663 4595524 4182969 4090370 Gasoline 95 1318223 1308281 1249228 1143611 1046799 1014960 Gasoline 98 168600 152474 137734 103339 83158 78632 Gas 25349 27127 25835 26367 28239 30083

Source: Direcção Geral de Energia e Ecologia; *Exacto Estimative based on 10 month' sales

Fuel sales have reduced their values (with a higher rate in 2012) but there are signs of recovery, as in 2013 the decreasing rate is lower. GDP evolution also shows an economic turning point in 2012, the last estimates for 2014 and 2015 indicating a GDP annual growth respectively of +0.8% and +1.3% (forecast of the Bank of Portugal). As shown in the graphic below, there is a significant correlation between the annual evolution rates of GDP and the evolution of fuel consumption (and therefore the car mobility).

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Fuel consuption.vs.GDP

4.00% 1.9% 1.5% 2.00% 0.3% -1.5% -0.6% 0.8% 0.00%

-2.00% -3.0% -3.0% -1.4% -2.4% -4.00% -6.6% -6.00%

-8.00% -9.0%

-10.00% 2009 2010 2011 2012 2013* 2014* 2015* Annual rate PIBpc -3.0% 1.9% -1.4% -3.0% -1.5% 0.8% 1.5% Annual rate Fuel 0.3% -0.6% -6.6% -9.0% -2.4% Consuption Source: Direcção Geral de Energia e Ecologia; Bank of Portuga Estimates*l

In 2010, the sum of all motor vehicles circulating in the Lisbon main entry/exit corridors was 735 thousand per day (both ways). This value discloses a reducing trend (in 2003 there were 826,000 vehicles/day) due to the economic crisis and the corresponding impact on global mobility demand, combined with more restrictions to free parking in the city (with an effective inspection by EMEL, the company responsible for the management of parking areas in Lisbon).

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CRIL North- South Axle 2º Ring Road

150.000 AADT 2010

Source: Lisbon Municipality

3.2. Public Transport

Lisbon has several modern public transport modes with a wide territorial coverage. Bus is the most used mode (about 53% of total public modes) with Carris as the most important operator, providing services within Lisbon city. All the other bus operators are based on Lisbon but operate suburban services. Metro de Lisboa (underground) is the second most used mode (26%) and CP (train) the third one (14%).

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PUBLIC TRANSPORT OPERATORS IN GREAT LISBON % OF TRANSPORTED PASSENGERS (2010) TransTejo e Fertagus (train) SofLusa (Boat) … 3%

Metro de Lisboa Vimeca (Bus) 26% Carris (Bus) 8% 35%

BUS 53%

Rodoviária de CP (Train) Barraqueiro (Bus) Lisboa (Bus) 14% 1% 9% Source: Relatório do Grupo de Trabalho de Transportes”, Sec. Estado Transportes, 2011

In order to understand the recent trends, the demand of the most important operators is analysed in the following paragraphs:

ü Bus, , funiculars and elevators – CARRIS, SA ü Metro – Metropolitano de Lisboa, SA ü Train – CP, Comboios de Portugal and Fertagus ü Ferry – SofLusa/TransTejo

3.2.1. Buses, trams, funiculars and elevators - Carris

“CARRIS mission is providing services of public transport through urban surface vehicles, oriented by sustainability criteria, contributing to a development that attends present needs without compromising the ability of future generations to meet their own needs” ( http://www.carris.pt/ ).

Carris is responsible for providing public transport in Lisbon and his fleet is composed by 752 buses, 57 trams, 3 funiculars and 1 . The trend of transported passengers in recent years is shown in the following figures:

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Carris Transported Passengers (x1000)

2008 2009 2010 2011 2012 2013*

Bus Tram and Elevators

Carris Transported Passengers (x1000) 25000

20000

15000

10000

5000

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2010 20783 19436 21959 21108 21529 19796 17831 14576 20613 21538 21240 20141 2011 21799 20233 21821 19118 22856 19595 17530 13696 19293 20257 19273 17241 2012 20232 16401 16220 15550 16882 14086 13112 9712 14742 17013 15714 13005 2013 15938 14508 14680 16224 16777 13413 12584 9081 14963

Source: AMTL (Metropolitan Transportation Authority of Lisbon)

The change of the fare system in February 2012 (mostly related to increasing of prices) had a negative impact on the total amount of transported passengers, resulting in a decrease of –22%. In 2013, taking into consideration the first 8 months of the year (with the same fare system), the impact was much lower, with a decrease of -3.8% of transported passengers compared to the same months of 2012.

The causes for this reduction are the growth of unemployment and people changes from these transport modes (mostly buses) for motorbikes, bicycle and walking, to save money.

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3.2.2. Metro - Metro de Lisboa

There is only one operator in Lisbon for the metro (underground). The company began in 1959 with a single line and nowadays there are 4 lines with a total length of 40 Km, including 52 stations.

Demand evolution shows that after 4 years of stabilization, Metro de Lisboa is losing passengers since 2012, due also to a change in fare policies. The negative trend remains in 2013, apparently due to fraud increase and a general decrease of urban mobility.

Metro de Lisboa Transported Passengers (x1000)

178432 176726 182782 180184 154155 136921

2008 2009 2010 2011 2012 2013*

Metro de Lisboa Transported Passengers (x1000) 18000 16000 14000 12000 10000 8000 6000 4000 2000 0 Jan Feb Mar Apr May Jun Jul Aug Set Out Nov Dez 2010 15464 13855 16422 15813 16334 14851 14215 12645 15886 16145 15974 15178 2011 16040 15003 16019 14634 16560 14947 14214 12573 15172 15906 14798 14318 2012 15789 13104 12357 13989 12999 12575 11797 10603 13339 13274 12831 11498 2013 11796 11639 10754 12534 11855 10797 10265 9335 12319

Source: AMTL (Metropolitan Transportation Authority of Lisbon)

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3.2.3. Train - CP Lisboa and Fertagus

CP (Portugal’s train) is a national company that exists since 1951, but railway trips began about 150 years ago. The trends shown in the next graphics refer only to passengers of urban lines, based in Lisbon.

CP Lisboa Transported Passengers (x1000)

96377 92106 90858 88308 76576 72699

2008 2009 2010 2011 2012 2013*

CP Lisboa (Train) Transported Passengers (x1000) 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 Jan Feb Mar Apr May Jun Jul Aug Set Out Nov Dez 2010 7421 6654 8283 7667 8028 7391 7426 6913 8181 7692 7826 7376 2011 7993 7012 8050 6920 8355 7304 7311 6546 7588 7603 7095 6531 2012 7921 6014 6742 6304 7164 5906 6366 5599 6466 6272 6119 5703 2013 6431 5399 5719 6408 6600 5839 6197 5245 6594

Source: AMTL (Metropolitan Transportation Authority of Lisbon)

Train passengers evolution shows a consistent reduction since 2008, with more significant impact in 2012.

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Fertagus provides transport for passengers in the rail axle North/South, linking to Lisbon, passing the Tagus over the 25 April Bridge. The demand was very similar between 2008 and 2011, but in 2012 and 2013 suffered a decline of -10.5% and -8.1%, in the number of transported passengers.

Fertagus Transported Passengers (x1000)

22549 23000 22927 22918 20505 18839

2008 2009 2010 2011 2012 2013*

Fertagus (FT) Transported Passengers (x1000) 2500

2000

1500

1000

500

0 Jan Feb Mar Apr May Jun Jul Aug Set Out Nov Dez 2010 1988 1977 1956 2031 2007 1877 1623 1379 2051 2053 2133 1852 2011 2030 2047 2000 1792 2107 1952 1719 1440 1963 2061 2036 1771 2012 1956 1864 1785 1844 1837 1639 1449 1201 1773 1821 1800 1536 2013 1684 1655 1600 1724 1696 1514 1334 1093 1688 1752 1706 1465

Source: AMTL (Metropolitan Transportation Authority of Lisbon)

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3.2.4. Ferry/ Boat

River Tagus is a Lisbon natural boundary that is crossed by ferry services provided by the operator Soflusa/TransTejo. As in the other public transport modes, after a period of stabilization (2008-2011), demand suffered a meaningful decrease in 2012. In 2013 demand was also reduced, but in a less pronounced way.

Transtejo/Soflusa Transported Passengers (x1000)

28446 28334 28530 27481 24099 23071

2008 2009 2010 2011 2012 2013*

Transtejo/Soflusa (Ferry) Transported Passengers (x1000) 3000

2500

2000

1500

1000

500

0 1 2 3 4 5 6 7 8 9 101112 2010 2401 2240 2468 2402 2471 2386 2366 2155 2500 2385 2421 2335 2011 2362 2247 2373 2292 2473 2334 2317 2088 2311 2314 2228 2142 2012 2258 2009 2076 1998 2119 1991 1946 1740 2015 2108 1987 1852 2013* 1964 1814 1921 1991 2059 1887 1882 1629 2033

Source: AMTL (Metropolitan Transportation Authority of Lisbon);

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All public modes The demand global values are very consistent in all transport modes, disclosing a stability situation from 2008 to 2010, followed by a slight decrease in 2011 (-2.5%). In February 2012, due to the changing in the tariff systems and prices (associated with the economic and social crisis), a significant impact in transported passengers has occurred, with a reduction of -16.8%. In 2013 the reduction was not so high, ranging – 6.5%.

Public Transport Passengers (x1000) 600000

500000

400000

300000

200000

100000

0 2008 2009 2010 2011 2012 2013

Bus Metro Transtejo_SL Train-CP Train-Fertagus

Source: AMTL (Metropolitan Transportation Authority of Lisbon)

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3.3. Local public transport service in the interchange nodes

Interchange nodes represent solutions for passengers to shift from different modes of transport. The following map presents the main interchange nodes in Lisbon, for the main public transport modes (buses are not considered as they serve all the interchanges).

Cais do Sodré, is the major interchange node with train (terminal station of Cascais Line), underground and boat, with a total number of passengers (boarding and alighting) of more than 112.000 per day. The flows of the other top ten interchanges in Lisbon are also shown in the table.

Nº of Passengers (boarding and alighting) in a working day of May 2013 Metro CP Transtejo Fertagus Interface TOTAL WD (Underground) (Train) Boat Train Cais do Sodre 44806 40473 27167 112446 Entre Campos 38982 17900 22084 78966 Marques de Pombal 58136 58136 Sete Rios - Jardim Zoologico 32754 8843 14856 56453 39061 13657 52718 Campo Grande 49603 49603 Terreiro do Paco 19381 29036 48417 40786 40786 Baixa- 38317 38317 Sao Sebastiao 30894 30894 Source: Metropolitan Transportation Authority of Lisbon

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3.4. Light Electric Vehicles Fleet and Sales Evolution

Light Electric Vehicles (LEV) Fleet

The Light Vehicles fleet in Lisbon was estimated to be around 73 thousand units , in 2012, according to the last available data published by ACAP, the National Association of Vehicle Retailers and Wholesalers (Associação Automóvel de Portugal).

The breakdown of the fleet by categories of vehicles is shown in the figure below, allowing to conclude that motorcycles above 50 cc collect the dominant share of the market, representing 64% of the total number of vehicles.

Light Quadricycles 7%

Motorcycles up to 50 cc 29%

Motorcycles above 50 cc 64%

Fleet of Light Vehicles, Lisbon District (2012): 72,939

Source: ACAP - Associação Automóvel de Portugal

There are no official data referring to the existing fleet of LEV, but informal estimates suggest that electric vehicles will represent less than 2% of total motorcycles, in the Lisbon District.

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Sales of Light Vehicles

The evolution of sales of new light vehicles in the period 2011-2013 discloses a decreasing trend, which is related to the economic and social crisis affecting the country, resulting in a strong contraction in the trade of all vehicles, both conventional and electric.

The reduction in the number of light vehicles sold in the country in the period 2011-2013 is about 30%, being more intense in motorcycles up to 50 cc, reaching 36%. However, in 2014 a recovery trend is noticed, as shown in the figure below, with sales around 18.000 vehicles, while the estimates for 2015 suggest that more than 20.000 vehicles will be sold.

Light Vehicles Sales Evolution

28,000 25,307 26,000 24,000 21,731 22,000 20,821 20,000 17,655 18,204 18,000 16,000 14,000 12,000 10,000 2010 2011 2012 2013 2014 2015 2016

Source: ACAP - Associação Automóvel de Portugal

In spite of the recovery tendency, sales are still below the values registered in 2011 (around 25.000 units). This overall situation indicates that sharing solutions could be more appealing to potential users, considering that the growth of acquisition of vehicles for private use is expected to be moderate.

The following figure depicts the distribution of sales by type of vehicles, in 2014, in Portugal, leading to the conclusion that motorcycles above 50 cc gather the preferences of buyers, representing 85% of sales.

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Light Motorcycles up Quadricycles to 50 cc 2% 13%

Motorcycles above 50 cc 85%

Total Sales of Light Vehicles in Portugal (2014): 18,204

Source: ACAP - Associação Automóvel de Portugal

The sales of light vehicles in the Lisbon district , in 2014, were estimated to be around 3.600 units, while the forecasts for 2015 (based on the sales up to the end of August) indicate that annual sales are expected to be about 4.100 vehicles .

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4. Infrastructural and service network 4.1. Road infrastructure

Due to its geographical situation Lisbon has developed a road system with rings and radial roads. The two mains ring road (Regional External Circular of Lisbon – CREL and Regional Internal Circular of Lisbon - CRIL) have a high capacity, connecting several radial roads with very intense traffic, especially during rush hours. Two of these radials are bridges that cross Tagus River to the South (25 de Abril Bridge) and to Southeast (Vasco da Gama Bridge).

CRIL North- South Axle 2º Ring Road 10

A5

N6

25 Abril Bridge

Source: Lisbon Municipality

Volcanic characteristics bring to the city his roughness that makes trips by foot and by bicycle rather tough, making difficult to take a trip all over the hills. E-scooters could solve this problem as they have more power and autonomy to ride in hilly areas. Bicycles can be a good transport mode for the riverfront area, but to travel on the hills and see all viewpoints (one of the most popular attractions in the city) visitors should choose a scooter or a car. The next figure shows the rugosity of the city, with brown areas representing very rugged terrain.

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Source: Municipality of Llisbon

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4.2. Public Transport System

4.2.1. Bus

Carris is the most important bus operator in Lisbon with a wide network that covers the entire city. Carris operates 87 lines with 752 buses, 5 lines with 57 trams, 3 funiculars and 1 elevator, altogether representing a network of 677 km.

Source: www.carris.pt

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4.2.2. Underground (Metro de Lisboa)

Metro de Lisboa has four independent lines (blue, yellow, green and red) with a total length of about 40 Km and 52 stations. It serves the most important axles in the city.

Source: http://www.metrolisboa.pt/

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4.2.3. Train (CP)

The operator CP, main national operator of trains, runs also several lines in Lisbon providing transport services to suburban population to access the city for working and visiting purposes. The most important lines in the Great Lisbon Area are Sintra Line (between Sintra and ), Cascais Line (between Cascais and Cais do Sodré), Azambuja Line (between Azambuja and Santa Apolónia and Sado Line (between Praias do Sado and Barreiro).

www.cp.pt

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4.2.4. Train (Fertagus)

Fertagus is a train operator providing services that link the two Lisbon banks across the Tagus River, between terminal stations: on the right bank /Areeiro and on the left bank Barreiro.

Fertagus operates a network of 54 Km with 14 stations and transports around 85,000 passengers per day; 25% of his clients used car in the past.

Source: www.fertagus.pt

4.2.5. Boat (Transtejo and Soflusa)

Transtejo & Soflusa operates a fleet of 35 vessels, consisting of 20 catamarans, 2 car ferries and 13 conventional ferries.

The company operates between Lisbon (north bank of Tagus) and Trafaria, Porto Brandão and Cacilhas, Almada, Seixal, Barreiro and Montijo, on the south side.

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5. Places of Attraction The major commercial and service areas, universities (and other schools) and hospitals are estimated to be the major attraction zones for residents in Lisbon city. The following maps disclose the locations of those attraction points.

5.1. Universities

The 4 main University Campus are -IST, Cidade Universitária , Ajuda and ISEL, but exist other universities (represented by dots in the following map) that are also potential users of a scooter sharing system, because generally parking areas are too small for the car users, due to the teachers and students high level of motorization.

Campus ISEL

Campus Cidade Universitária

Campus Alameda - IST

Campus Ajuda

Source: www. Wikimapia.org; Exacto

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5.2. Hospitals

Some hospitals are located in consolidated urban areas with lack of parking and are not properly served by public transports. The following map presents the main hospital locations with their estimated level of importance, based on the number of external medical appointments, emergencies and surgeries. Santa Maria, the largest hospital in Lisbon accommodates also in his building the University of Medicine which generates a lot of trips during all day.

Source: www.portaldasaude.pt ; Exacto

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5.3. Shopping and Services Areas

Commercial and services areas are intense traffic generation hubs, with problems of concentration of trips in rush hours (namely in morning hours of arrival to work). The following map indicates the locations with higher traffic generation.

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5.4. Tourism Areas

From a tourism perspective, there are several interesting places in the city, because Lisbon has an important legacy from different periods and visitors can admire them from the top of his seven hills’ viewpoints.

Tourism is an economic activity that shows a consistent growth in the last decade and the investment in this activity has been growing, including accommodation, tourist attractions, cruises and all other issues concerning tourism support services.

Tourists in Lisbon (2012) 2 953 977

3 000 000 2 500 000 2 000 000 1 500 000 522 604 387 041 1 000 000 500 000 0 Guests in Hotels and Guests in local Visitors from cruises similar accommodation (estimation)

Source: Lisbon Tourism Observatory; Exacto

The last survey made by the Lisbon Tourism Observatory points out the most visited places by tourists, showing three major zones on the riverfront: Belem, Historical Centre and Park of Nations, as presented in the following map:

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PARK OF NATIONS

HISTORIC CENTRE

BELÉM

Source: Lisbon Tourism Observatory; Exacto

In order to reduce car circulation in the historic centre, the municipality of Lisbon reduced the capacity of the riverfront street and many car drivers are now using different routes (through rings).

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5.5. Parking Areas

In the last decade, Lisbon municipality has been doing an effort to control illegal parking in the city. Dissuasive Park & Ride facilities were built in the main accesses to Lisbon (but people go on using private cars with low occupancy rates). On the other hand, EMEL, the company that manages parking and mobility in the city, defined paid parking zones and has a very strong supervision policy (with penalties), in order to avoid non-paying parking users.

Source: Lisbon Municipality

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5.6. E-charging Lisbon situation

The charging e-network in Portugal are based on a universal and open-access platform that was developed at national level as a pilot experience to promote sustainable mobility by MOBI.E.

MOBI.E is an integrated charging system for electric vehicles, based on a development of the system started in 2008 with the research and groundwork for both the software and the hardware required for the MOBI.E deployment. For that purpose, a large partnership was created including public R&D Institutions, private technological companies and energy suppliers.

MOBI.E was designed to be implemented in a “system of systems approach”, thus overcoming the lack of interconnection between different systems, regardless of their location.

To use the system a pre-paid MOBI.E Card is required. With this card it is possible to charge a car battery with electricity supplied by any retailer at any charging station of the system.

The MOBI.E system also enables integrating other services, such as tolling, parking, public transportation, or car sharing. This means that the MOBI.E Card can be used as a payment card for most of mobility issues.

Through the Mobility Intelligence Center (MIC), MOBI.E integrates all the information flows among the users and all the companies involved, acting as a Clearing House. This solution reduces transaction costs and avoids duplication of systems.

MOBI.E is an integrated and fully interoperable system that can include all energy retailers, charging stations operators and automakers. Any operator can join the system and invest in charging stations, adding up to the initial infrastructure.

MOBI.E is designed as an integrator of systems; therefore it is possible to connect and integrate different initiatives in different locations, in Portugal, or in other countries.

The MOBI.E network is more than a set of charging stations. The technology also includes a payment system (covering different mobility transactions such as parking or tolling) and provides other services to users, namely identification and selection of charging stations, planning of routes and getting information about the charging level of the vehicles. This means that at any moment, using their personal computers, tablets or smartphones, the users are able to select the most appropriate charging station or analyse their own mobility bill, among other operations.

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The major limit to further use and development of the MOBI.E network is related to the fact that the number of electric cars in Portugal is low, thus the system is under-utilised and is not providing revenues to recover the investment costs.

MOBI.E proposes an open business model that can be applied in different locations, incorporating all the operators willing to participate (e.g. energy retailers, charging stations operators) and ensuring interconnectivity between different systems. Therefore there are no significant technological barriers to implementation.

The major barrier to application results from the potential number of users. Considering that electric mobility is not (at least so far) a mainstream option, the economic and financial sustainability of the model will be at risk if the number of users is too low.

The MOBI.E charging network is in operation. When concluded, the pilot network will have 1,300 normal charging points (charging a battery fully in 6-8 hours) in 25 municipalities and 50 quick charging points (charging a battery at 80% in 15-20 minutes), located in the most important motorways.

The first charging point was installed in June 2010 in Lisbon. Currently there are about 500 charging stations in Lisbon and a total network of 700 stations is foreseen, in the future.

On the Mobi.e site (www.mobie.pt) a driver can search for the location of all the e-station on an interactive map that contains all the relevant characteristics of each station.

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6. Planning documents 6.1. Planning guidelines

On the national level, the following strategic documents deserve mention:

1. National Program for Land Use Planning / Programa Nacional para o Ordenamento do Território – PNPOT (2007), where strategic objectives are defined to: promoting new urban centralities and more polycentric urban systems; discouraging dispersed construction; strengthening accessibilities safety; promoting quality of transport services to contribute to territorial and social equity. 2. National Strategy for Sustainable Development /Estratégia Nacional de Desenvolvimento Sustentável – ENDS (2007) which, in transportation topics, refers that it is important to: implement a metropolitan transport policy for the organization and management of public transport systems, to ensure a sustainable mobility; strength the relations between transport policies, urban planning and land use planning; 3. National Program for Climate Changes / Programa Nacional para as Alterações Climáticas – PNAC (2006), which includes the control of GHG emissions. The policies and measures for the transport sector aim to: shift modal share to public transport, in order to reduce energy consumption by passenger.km; the expansion and improvement of transport public services, discouraging the use of private cars, to reduce mobility costs and parking needs; 4. National Action Plan for Energy Efficiency / Plano Nacional de Acção para a Eficiência Energética – PNAEE (2008), which promotes more energy efficient transport modes, referring that Urban Mobility Plans should be done for all district capitals and for business centres or industrial parks with more than 500 employees. In these plans, specific transport services should be created between business centres and transport interfaces. 5. Strategic Transport Plan (2008-2020) – Plano Estratégico de Transportes (PET) – Presents a vision for the 2020 horizon and defines objectives for a comfortable, safe, environmentally friendly and energy efficient Transport System, promoting social and territory cohesion for a national economy more healthy and integrated at European and world level.

On the Regional level PROTAML – Regional Plan for Land Planning in provides the overall framework for the municipality Master Plans (Planos Directores Municipais), the most important planning document on a municipality level.

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Source: Master Plan – Lisbon Municipality

The territorial model of the Lisbon Master Plan relies in two vital systems and four main structural areas. The two vital systems are: the Ecological System based on large green corridors (Peripheral, Central and Riverfront); the Mobility System that includes the following main guidelines:

1. Preserve environment, improving air quality and reducing noise; 2. Give back the city to the pedestrians, promoting soft transport modes; 3. Protect residential areas, areas of concentration of activities and emblematic tourist areas from traffic.

The four main structural areas of intervention are:

1. Preservation of the riverfront arch for tourism and leisure; 2. Revitalization of downtown and historic zones, while promoting the general rehabilitation of the city

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3. Establishment of several attraction points, in order to disperse work places and commercial areas to create a network of centralities, contributing to reduce mobility needs and to promote soft transport modes; 4. Reconversion of the Ring Road “2º circular” into an urban street.

6.2. Main bottlenecks

The analysis of the above mentioned documents points out some problems and bottlenecks of the transport system that should be taken into consideration, because a scooter sharing system can contribute to solve some of those issues:

ü Urban congestion and environmental pollution in some areas of the city. ü High noise pollution in certain central areas, especially resulting from traffic. ü Heavy dependence on private transport in commuting trips on the Metropolitan Area. ü Lack of parking, especially in historic areas, where there is also a large concentration of commerce and services. ü Growth of private transport resulting in a serious obstacle to reducing noise levels and to improving air quality, therefore contributing to further climate changes. ü Conflict between individual transport and urban life reflected in the quality of public areas and their use. ü Effort to invest in infrastructure and transportation systems may not be accompanied by an actual increase in the number of users of the Public Transport. ü Difficulty in responding to the needs of mobility, especially for the disadvantaged and aging population living in historic neighbourhoods. ü Lisbon airport near capacity and inefficient international rail links. ü Real estate promoters’ pressure in riverfront can derail emerging economic activities. ü Degradation of buildings in historic areas. ü Real estate promoters have focused on new construction with the consequent lack of dynamic private sector in historic areas. ü Poor condition and difficult recovery / enjoyment of heritage. ü Some historic districts of Lisbon are not included in the tourist and cultural routes. ü Excessive territorial centralization of demand and supply in the three main tourist attraction areas in Lisbon : Belém; Baixa-Chiado and Historical Centre; Park of Nations.

Source: Lisbon Master Plan

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7. Survey results The sample size was initially defined to cover 600 individuals , including 500 residents and 100 tourists, as established in the Ex-Ante Operative Plan.

The effective number of interviews was higher, reaching 670 individuals , as shown in the table below:

Residents Real Sample Proposed Laranjeiras 283 280 Restauradores 181 180 Marvila 57 40 Total Residents 521 500 Tourists Real Sample Proposed Total Tourists 149 100 Grand Total 670 600

The psychographic characteristics of the interviewees allow to outline the following profile:

ü Distribution by gender discloses a little bit higher weight of male than female (54% and 48%). ü Age distribution results in higher frequency of the age group 16-35 years (47%), followed by the age group 36-55 years (38%), while interviewees above 55 years represent 15%. ü Concerning employment status , interviewees are mostly employed or self-employed (68%), unemployed (18%), students (7%) and retired persons (7%).

Sex / Sexo

54.2% 45.8%

400

300

200

100

Nº answers / Nº Respostas Nº / answers Nº 0 Male / Masculino Female / Feminino

Residents / Residentes Turistas Total

Age / Idade 46.7% 38.4% 4 0

350 14.9% 300 250 200

150 Nº answers / Nº Respostas Nº/ answers Nº

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7.1. Results of the Residents Survey

Results of the resident’s survey are summarised hereafter.

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Annual Income

ü The majority of residents (65%) have an annual income below € 20.000 , while only 2% declare to earn above € 40.000 per year.

Annual income / Rendimento Anual

No reply 23%

>40.000 2%

20.000 €-40.000 10% <20.000 65%

Frequency and purpose of the trips

ü 54% of residents make regular trips every working day . ü 14% of residents make trips at least once a week, 5% at least once a month and 26% rarely make trips.

Frequency / Frequência

Every day / Rare / Todos os dias Raramente 1% 26%

Until once a month / Até 1 x Every working por mês day / Todos os 5% Until once a week / Até 1 x dias úteis por semana 54% 14%

ü The trips are mainly related to travel to work or to school (57%), or to private personal reasons (34%).

Purpose / Objetivo 4 2 34.2% 4.6% 0.6% 5.4% 2.9%

4.0%

0.6%

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Duration of trips and modal distribution

ü 44% of trips take less than 30 minutes , but 36% of trips take 1 to 2 hours.

Trip duration / Duração da viagem

More than 2h 7.9% 1h 30 min - 2h 17.7% 1 h - 1h 30 min 18.0% 45 min - 1 h 5.6% 30 min - 45 min 6.7% 15 min - 30 min Until 15 min 26.5% 17.7% 0 20 40 60 80 100 120 140 Number of Trips/ Número de Viagens

ü Frequency of travel by private car (46%) and by public transport (44%) is similar, while motorcycles and bicycles have small importance (1.7% all together).

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Modal Share / Distribuição Modal Bicycle / Bicicleta Foot / A pé 0.2% Motorbike / 8.3% Motociclo 1.5% Public Transport / Transp. público

44.2% Car / Carro 45.8%

Concerns about trips

ü Although most persons use car (46%), the major problem referring to their daily trips is the traffic (28.5%); ü Other reasons for concern, pointed out by more than 10% of interviewees, are shortage and price for car parking , price of transport tickets and public transports too crowded .

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What bothers you? / O que o incomoda?

Traffic / Trânsito 28.5% Parking shortage / Parqueamento Insuficiente 10.4% Parking too expensive / Parqueamento Muito… 10.5% Bus/train too expensive / TP muito caros 11.0% Bus/train stops too far / TP muito lentos 1.3% Buses/trains too crowded / TP muito cheios 11.0% Bus/train dirty / TP sujo 3.3% Road accidents / Acidentes 1.5% Lack of civility / Falta de Civismo 8.0% Streets in poor condition / Ruas em más… 2.4% Nothing / Nada 9.5% 0 20 40 60 80 100 120 140 160 180 200

Motorcycles and scooters

ü A large majority of persons (66%) never considered alternative solutions to the ownership of a car …

Have you ever thought alternative solutions to the possession of the car? / Já pensou em alternativas à posse de carro?

Yes / Sim 34%

No / Não 66%

ü Nevertheless, for those considering alternative solutions to the ownership of a car, motorcycles are ranked in second position (26%), after public transports (49%). Therefore the shift to motorcycles/scooters is a clear possibility, but… ü …only 7% of interviewees consider to adopt a sharing system …

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Which are the alternatives of car posession / Quais as alternativas à posse de carro?

Sharing System / Partilha de veículo 6.8%

Rent a car / Aluguer 1.7%

4.0% Car Leasing / Leasing Public Transport / Transporte Público 49.2% Motorcycle / Scooter / Moto / Scooter 26.0% Foot / A pé 2.3% Bicycle / Bicicleta 4.5%

None / Nenhuma 5.6%

0 10 20 30 40 50 60 70 80 90 NOTE: Result of the 177 afirmative answers

ü …and the frequency of actual owners of motorcycles/scooters is low: only 6% .

Do you possess a motorcycle/scooter? / É proprietário de motas/scooters

Yes / Sim 6%

No / Não 94%

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ü One third (33%) of the owners of motorcycles/scooters make daily trips not longer than 10 km , but 12% travel more than 50 km daily. ü Considering the extent of most trips, autonomy is not a problem. The major part of the scooter owners could use electric scooters...

How many Km a day does your motorcycle / scooter? / Quantos Kms faz por dia de moto?

0Km 6%

0Km-10Km 33% 10Km-20Km 6%

20Km-30Km 9%

30Km-50Km 6%

>50Km 12% NR / NR 27% 0 2 4 6 8 10 12 NOTE: Result of 33 scooters' owner

Public transport

ü 80% of people use public transports ; out of those, 47% use public transport every day or several times per week;

Do you use public transport? / Utiliza Transportes Públicos? No / Não 20%

Yes / Sim 80%

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How ofen do you use PT? / Quantas vezes usa oe TP?

Every day / Todos os dias 33.0% Once a week / Uma vez por semana 4.0%

Ele ctric City Tra nsport – Ele.C.Tra.

ü For those not using public transports, the major reason is the fact that cars are more convenient (33%).

Why don't you use PT? / Porque não utiliza o TP?

Stations are not near / Estações não estão próximas 7.0% Station dwell lenghty / Tempo de espera elevado 8.8% Trip lenghty / Tempo de percurso elevado 8.4% Bus crowdy / Autocarros cheios 1.9% car is more convenient / Carro é mais conveniente 32.6% Motorcicle is more convenient / Motociclo é mais… 1.4%

Doesn't need / Não precisa 15.3% Too expensive / Muito caro 5.1% professional reasons / Razões profissionais 7.4% Unsuitable timetable / Horários desajustados 8.4% Several destinations / Vários destinos 3.7%

0 10 20 30 40 50 60 70

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Electric Vehicles (EV)

ü A large majority of persons – 88% – never used an electric vehicle. ü Out of those 12% that use (or used) an electric vehicle, only 3.3% drive an EV on a daily basis , while 51% affirm they use an EV once in a while.

Have you ever used an electric vehicle? / Alguma vez usou um veículo eléctrico?

Yes / Sim 12%

No / Não 88%

How often? / Quantas vezes usou um VE?

3.3% Daily / Diariamente

Once / Uma vez 41.0%

twice / Duas Vezes 3.3%

Three times / Três vezes 1.6%

Once in a while / De vez em quando 50.8%

0 5 10 15 20 25 30 35

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ü There is a strong interest (65% of people interviewed) in testing or eventually buying an electric vehicle …. therefore there are potentially good perspectives for shifting to electric mobility.

Would you be interested in testing/buying an electric vehicle? / Está interessado em experimentar um veículo eléctrico? No / Não 35%

Yes / Sim 65%

ü The rating of electric vehicles considering different attributes allows to conclude that the evaluation is rather positive for aspects related to safety, comfort and parking possibilities , but less favourable for speed and cost issues .

Rating an electric vehicle / Classifique os Veículos Eléctricos

Parking /Parqueamento 26 44 224 135 21 71

Safety / Segurança 516 257 157 11 75

Comfort / Conforto 320 209 200 15 74

Speed / Veolcidade 14 118 249 64 12 64

Cost /Custo 85 132 96 130 14 64

0 100 200 300 400 500 600 Low / Mau Sufficiente / Medíocre Reasonable / Razoável Good / Bom Excelent / Excelente NA / NS

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ü Faced with different solutions for using an EV, people tend to consider that full ownership is the best option (43%), while leasing is found to be the second best solution (23%)… ü … Nevertheless, sharing systems are mentioned by 11 %.

Which EV service is more suitable in your city? / Qual o serviço de VEs mais adequado para a sua cidade?

Leasing on a monthly basis / Aluguer numa… 22.7%

Leasing based on distance travelled / Aluguer… 13.8%

Complete ownership / Compra (propriedade… 43.0%

Sharing / Sistemas de partilha 11.4%

Others, please specify / Outros 2.2%

No reply/I don’t know / NR 6.9%

0 50 100 150 200 250

ü 72% of interviewees consider that the major problem related to the use of electric vehicles is the charging operation ….

What bother you about the use of EVs? / O que o preocupa com os VEs?

Parking / Parqueamento 10.6%

Being Stolen / Roubo 7.7%

Charging / Carregamento 72.0% Lack of knowledge / Desconhecimento 5.5%

Low Autonomy / Pouca autonomia 1.3%

No reply/I don’t know / NR 2.9% Other / Outros

0 50 100 150 200 250 300 350

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ü …and the major benefits are no carbon emissions (65%) and lower fuel costs (28%).

Benefits from an EV system? / Benefícios de um sistema de VEs?

1.2%; Cheaper 3.9%; Noise Road Tax 28.1%; Fuel Costs

65.1%; No Carbon Emissions

ü More relevant incentives motivating people to buy electric vehicles are discounts when purchasing EV and exemption on local taxes , both mentioned by 45% of interviewees.

Incentive/s to motivate for EV use? / Que incentivos precisaria para utilizar um VE?

5.2%; No 5.4%; Granting pollution tax for environmental the owners of bonuses electric vehicles

44.5%; No local 44.9%; taxes for the Discounts for owners of the purchase of electric vehicles electric vehicles

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ü When asked about the possibility of using a scooter sharing system , 15.5% of interviewees considered that they will surely use it , while other 34% also disclosed willingness to use the system (most probably use, or will consider to use)… ü … on the contrary, 43% consider that they will never use the system and other 7% said they will not probably use it. ü The answers disclosing the different levels of willingness to use the e-sharing system were weighted as follows: o I will surely use the system: 1.0 o Most probably I will use the system: 0.8 o I will consider to use the system: 0.6 o Most probably I will not use the system: 0.2 o I will never use the system: 0.0

Based on the above loads, the total weighted average allows estimating that 41% of residents are willing to use the sharing system; willingness levels are higher (48%) on younger people (16-35 years), reach 40% for the age category 35-55 years and only 14% for people above 55 years.

If a scooter sharing system is provided in your city, would you be interested in using it? / Utilizaria um sistema de partilha de scooters eléctricas em Lisboa?

I will never use the system 42.8%

Most probably I will not use the system 6.7%

I will consider to use the system 18.2%

Most probably I will use the system 16.1%

I will surely use the system 15.5%

0 50 100 150 200 250

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ü Finally, concerning advices for the development of sustainable mobility, promotion of public transports (37%), promotion of electric vehicles (16%) and promotion of bicycles are the most frequent recommendations.

What are the main mobility aspects to promote? / Principais aspectos a promover na mobilidade da cidade?

Public Transport / Transportes públicos 37.1% Electric / Mobilidade eléctrica 16.0% Cycling / Bicicletas 14.1% Sharing / Sistemas de partilha 8.0% Scooter / Scooters 7.5% Restrict Private Cars / Restrição de carros na… 7.5% Dissuasive park / Parques dissuasores 4.1% More parking spaces / Aumentar… 2.4% Walking / Andar a pé 1.7% Sustainable Mobility / Mobilidade sustentável 1.5%

7.2. Results of the Tourists Survey

The results of the tourists survey are summarised hereafter.

Annual Income

ü Annual income of tourists his higher than that of residents : only 15% or tourists have an annual income under € 20.000, while 25% have earnings above € 40.000 (respectively 65% and 2% for residents).

Annual income / Rendimento Anual

<20.000 No reply 15% 26%

20.000 €-40.000 34% >40.000 25%

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Duration of trips and modal distribution

ü Tourists tend to make longer trips than residents: 56% make trips that last for more than one hour , which results from the tourists’ motivation for sightseeing. ü Public transports are the dominant mode (56%), followed by walking (19.5%).

Trip duration / Duração da viagem

Number of Trips/ Número de Viagens 0 5 10 15 20 25 30 35 Until 15 min 4.0% 15 min - 30 min 21.5% 30 min - 45 min 9.4% 45 min - 1 h 0.7% 1 h - 1h 30 min 14.8% 1h 30 min - 2h More than 2h 19.5% NR 22.1%

Modal Share / Distribuição Modal

Number of Trips/ Número de Viagens 0 10 20 30 40 50 60 70 Publ. Transport / Transp. público 80 90 55.7% Private Car / Carro 10.7% Scooter / Motociclo 0.7%

Walking / A pé 19.5% Other / Bicicleta 4.7% 2.0% Taxi / Transp. Público e Carro 6.7%

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Motorcycles and scooters

ü Similarly to residents, a large majority of tourists (65%) never considered alternative solutions to the ownership of a car.

Have you ever thought alternative solutions to the possession of the car? / Já pensou em alternativas à posse de carro?

Yes / Sim 35%

No / Não 65%

ü For those considering alternative solutions to the ownership of a car, renting is the most frequent option (35%), followed by sharing systems (19%)… ü …. while motorcycles are only mentioned by 6% of interviewees .

Which are the alternatives of car posession / Quais as alternativas à posse de carro?

Sharing System / Partilha de veículo 19.2% Car rental / Aluguer 34.6% Car Leasing / Leasing 13.5%

Public Transport / Transporte Público 13.5% Motorcycle / Scooter / Moto / Scooter 5.8%

Walking / A pé 3.8%

Bicycle / Bicicleta 9.6% 0 2 4 6 8 10 12 14 16 18 NOTE: Result of the 52 afirmative answers

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ü On the other hand, the most frequent option to the alternative of scooter’s ownership is “scooter sharing” (52%).

Have you ever thought alternative solutions to the scooter use? / Alguma vez pensou em alternativas à mota?

Bycicle / Car / Carro Bicicleta 5% 14%

Scooter Sharing / Partilha de Leasing / scooters Leasing 52% 29%

Electric Vehicles (EV)

ü Similarly to residents, a large majority of tourists – 79% – never used an electric vehicle. ü Out of those 21% that use (or used) an electric vehicle, 44% drive an EV on a daily basis ; therefore there is a much higher penetration rate of EV in tourists than in residents.

Have you ever used an electric vehicle? / Alguma vez usou um veículo eléctrico?

Yes / Sim 21%

No / Não 79%

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How often? / Quantas vezes usou um VE?

Daily / Diariamente 43.8%

Once a week / Uma vez por semana

Once a month / Uma vez por mês 18.8%

Randomly / Raramente 34.4%

0 2 4 6 8 10 12 14

ü Those using an electric vehicle drive mostly a car (44%), while only 3% drive an electric motorcycle/scooter .

What type of EV? / Que tipo de VE?

Other / Outro 34% Car / Carro 44%

Bicycle / Scooter/Moto Bicicleta rbike / 19% Motociclo 3%

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ü The rating of electric vehicles considering different attributes, allows to conclude that the evaluation is rather positive for aspects related to speed, safety and comfort, but much less favourable for cost and parking issues . ü Faced with different solutions for using an EV, tourists tend to consider that full ownership is the best option (27%), but sharing systems emerge as the best second solution, mentioned by 21 %.

Rating an electric vehicle / Classifique os Veículos Eléctricos

Parking /Parqueamento 44 15 14 19 43 14

Safety / Segurança 37 7 26 17 54 8

Comfort / Conforto 39 9 24 19 46 12

Speed / Veolcidade 36 15 39 23 33 3

Cost /Custo 39 43 20 10 22 15

0 20 40 60 80 100 120 140 160 NA / NS Low / Mau Sufficiente / Medíocre Reasonable / Razoável Good / Bom Excelent / Excelente

Which EV service is more suitable in your city? / Qual o serviço de VEs mais adequado para a sua cidade?

Leasing on a monthly basis / Aluguer numa base mensal 8.0%

Leasing based on distance travelled / Aluguer na base dos quilómetros… 8.7%

Complete ownership / Compra (propriedade própria) 27.3% Sharing / Sistemas de partilha 21.3% Others, please specify / Outros 3.3%

No reply/I don’t know / NR 31.3% 0 5 10 15 20 25 30 35 40 45 50

ü Similarly to the results obtained for residents, tourists consider that the major problems related to the use of electric vehicles are the charging issues . 6 0

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ü On the other hand, the major benefits are no carbon emissions and lower fuel costs .

What bother you about the use of EVs? / O que o preocupa com a utilização dos VEs?

Parking / Parqueamento 6.1%

Being Stolen / Roubo 8.1%

Charging / Carregamento 42.6%

Lack of knowledge / Desconhecimento 12.2%

Low Autonomy / Pouca autonomia 4.1%

No reply/I don’t know / NR 27.0%

0 10 20 30 40 50 60 70

Benefits from an EV system? / Benefícios de um sistema de VEs?

24.0%; No reply / I don’t know 42.5%; No Carbon Emissions

8.2%; Cheaper Road Tax

3.4%; Noise

21.9%; Fuel Costs

ü When asked about the possibility of using a scooter sharing system in Lisbon, 52% of tourists disclosed willingness to use it , and 13% said they will use the system for sure ….

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ü … on the contrary, 35% consider that they will never use the system and other 11% said they will not probably use it. ü The answers disclosing the different levels of willingness to use the e-sharing system were weighted similarly to the residents survey, as follows: o I will surely use the system: 1.0 o Most probably I will use the system: 0.8 o I will consider to use the system: 0.6 o Most probably I will not use the system: 0.2 o I will never use the system: 0.0

Based on the above loads, the total weighted average allows estimating that 42% of residents are willing to use the sharing system; willingness levels are higher (48%) for the age category 35-55 years, around 42% for younger people (16-35 years) and only 29% for people above 55 years.

If a scooter sharing system is provided in your city, would you be interested in using it? / Utilizaria um sistema de partilha de scooters eléctricas em Lisboa?

I will never use the system 34.9%

Most probably I will not use the system 10.7%

I will consider to use the system 26.2%

Most probably I will use the system 12.8%

I will surely use the system 12.8%

0 10 20 30 40 50 60

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ü Finally, concerning advices for the development of sustainable mobility, promotion of public transports (25%) and dissemination of information are the most frequent recommendations.

What are the main mobility aspects to promote? / Principais aspectos a promover ao nível da mobilidade?

Enhance Public Transport / Melhorar Transportes… 25.0%

More information / Mais informação 21.9% Reducing cost of Public Transport / Reduzir custo… 9.4%

Promote walking / Promover o andar a pé 9.4%

Promote Cycling / Promover as bicicletas 9.4% Electric scooter sharing system / Sistema de partilha 6.3%

Reducing car traffic / Reduzir o trânsito de… 6.3%

Other / Outro 12.5%

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8. Conclusions Main conclusions can be summarised as follows:

ü The municipality of Lisbon is committed to electric mobility; there is a network of equipment for charging electric cars, but the experience of electric mobility is still small; ü Lisbon is a hilly town and the access to some historical areas (some of them with beautiful viewpoints) is hard, when walking or bicycling; therefore there are good opportunities for the use of electric scooters, that would provide a more comfortable and easy access to the hills of Lisbon; ü Penetration rate of conventional motorcycles/scooters in Lisbon residents is lower, compared to other European cities (only 6% of interviewees declared to own a scooter), which may result in some resistance to switch from car to motorcycle and use the Ele.C.Tra sharing system; ü Residents and tourists disclosed good willingness to use the e-scooter sharing system; willingness to use the system is higher in younger people and decreases in older age categories (both in residents and tourists).

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