Technical Workshop Green Paper of Urban Mobility

Minutes of Meeting workshops 5th March 2008

Workshop 1 – Free Flowing Towns and Cities Workshop 2 – Greener Towns and Cities

Client: European Commission (DG-TREN)

ECORYS Nederland BV P.O. Box 4175 3006 AD Rotterdam Watermanweg 44 3067 GG Rotterdam The Netherlands

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Table of Contents

Preface 7

1 Workshop 1 – Free Flowing Towns and Cities 8 1.1 Welcome and Introduction 8 1.2 Urban Freight 8 1.2.1 Presentation Summary 8 1.2.2 Questions and Comments 11 1.3 Walking and Cycling 12 1.3.1 Presentation Summary 12 1.3.2 Questions and Comments 13 1.4 Statements 15 1.4.1 Segway – Mr. Dallatana 15 1.4.2 Federation of European Motorcyclists Associations (FEMA) – Mrs. Peters 15 1.5 Questions Green Paper and discussion 15 1.5.1 Specific Questions Free-Flowing Towns and Cities 16 1.5.2 General Questions 17 1.6 Closure 18

2 Workshop 2 – Greener Towns and Cities 19 2.1 Welcome and Introduction 19 2.2 Vehicle Technologies 19 2.2.1 Questions and Comments on the Presentation 21 2.2.2 General Questions Green Paper 21 2.2.3 Specific Questions on the Theme 22 2.3 Greener Towns and Cities 22 2.3.1 Presentation Summary 22 2.3.2 Questions & Comments on the Presentation 24 2.4 Statements 24 2.4.1 Velorution - Mr. De Potesta de Waleffe 24 2.4.2 Renault - Mr. Gaudillat 25 2.5 Questions and Comments 25 2.5.1 Concerning the General Questions Posed by the Green Paper 25 2.5.2 Concerning the Specific Questions on Free-Flowing Towns and Cities 26 2.6 Closure 27

Annex – Presentation Slides 28

Disclaimer Neither the European Commission, ECORYS Nederland BV, nor any person acting on behalf of the Commission, is responsible for the use which might be made of the information contained in this document. The views expressed in this document have not been adopted or in any way approved by the Commission and should not be relied upon as a statement of the Commission’s views.

Copyright of this report is held by the European Communities.

6 Preface

In September 2007, the European Commission published its Green Paper on Urban Mobility. This will be followed by an Action Plan. Following Commission guidelines, an Impact Assessment of this Action Plan is carried out. ECORYS has been selected to carry out this study.

As part of this study, ECORYS organised a number of technical workshops on Urban Mobility on behalf of the EC. These workshops have been held at 5, 6, 11, and 12 March 2008. Each of these workshops are summarised in a report. Each report contains the reports of 2 half-day workshops.

This report summarises the first and second workshop, which have been held March 5th, 2008 in Hotel Bedford, Brussels. The themes of these workshops were respectively Free Flowing Towns and Cities and Greener Towns and Cities.

The sections summarising the presentations by the topic speakers, should be considered jointly with their presentations that have been included in the Annex.

Technical Workshop Green Paper of Urban Mobility 7 1 Workshop 1 – Free Flowing Towns and Cities

1.1 Welcome and Introduction

Mr. Rahman (ECORYS) welcomes the participants of the workshop and gives a short introduction on the programme of this morning. The theme of this workshop is free flowing towns and cities. Furthermore, he explains that this is the first of the Green Paper’s seven topics. The Workshop is intended to provide input into the stakeholder consultation of the Green Paper as well as input into the Action Plan which is going to follow the Green Paper.

Mr. Rommerts (European Commission) explains afterwards the role of the Commission’s delegation during this workshop: listening and observing, not participating as such. He wishes the participants a productive morning.

1.2 Urban Freight

1.2.1 Presentation Summary

Mr. Wild (PTV AG) gives a presentation on urban freight transport. He introduces him- self as the project manager of BESTUFS (BEST Urban Freight Solutions).

Commercial urban transport is often seen as a problem because: • It causes noise and air pollution • It causes accidents • It aggravates congestion • It occupies urban space

Despite these problems, commercial urban transport is important. It can be seen as a key function for EU cities and regions. In other words, urban transport: • Is part and expression of our commercial live, • Guarantees goods supply and waste removal for citizens and enterprises, • Represents very often the “Last Mile” of a transport chain. Since this last mile concerns the transport within the city, this is often also the most expensive part in the transport chain, and • Enables our urban living and is essential for cities.

The problems and the importance of urban freight raise the question if cities pay suffi- cient attention and support to urban freight transport.

8 Free Flowing Towns and Cities The importance of the freight transport is shown by an example. The commercial trans- port volume in the city of Chemmitz in Germany, contains of a 352.434 freight transport trips a day! If passenger transport volumes are taken into account, around 1,3 million car trips and 330.000 trips by public transport are made on an average day. Besides the im- portance of the freight transport in terms of volume, the share of energy use and the contribution and air pollution is substantial: • Energy use: between 10% and 30% • Contribution to air pollution and noise: between 20% and 50%.

Urban freight transport is slowly changing, due to: • European Legislation. The legislation takes into account: • Emissions, • Energy efficiency and resource consumption, and • All other sustainability dimensions. • Changes in society, such as: • More shopping malls and less small retailers, • Requirements of the citizens related to their living conditions, and • eCommerce • New technology at reasonable costs: • Vehicles, equipment, ICT

When taking a closer look at the congestion problem with occur in many cities, it is the question what possible changes can be made in order to make sure commercial transport doesn’t aggravate congestion. Solutions that have been mentioned are numerous, such as the ones listed below. However, some are feasible, whereas others are not. • Less transport orders: changes in orders don’t seem feasible; we want the orders because we want business. • Transport efficiency: a good way for a higher transport efficiency is to consolidate transport flows and a more detailed transport planning. • Transport structure: changing the transport structure is difficult, but for example urban distribution points could be set up. • Final destinations: the final destinations cannot be easily changed, since most destina- tions are houses and shops. • Transport times: more flexible transport times are an option, however one should be careful.

Commercial transport can be seen as a possible aggravator of congestion, however, it’s also a victim of congested roads, because congestion leads to an increase of the logistic costs by: • Less operations (less deliveries per day), • Interface problems due to unreliable Estimated Times of Arrival, and • More energy consumption.

Freight operators do not oppose to measures aimed on congestion reduction, as long as cost effects on their business are small. Examples are congestion charging measures and measures restricting private car use.

Technical Workshop Green Paper of Urban Mobility 9 The city of Barcelona is given as an example. To fight congestion the city introduced a so called multi-use lane. These lanes have a dedicated and enforced use, depending on e.g. time of day. The Variable Message Signs (VMS) system communicates the regulations to the road users. For the future, an automated enforcement system is planned, for now this is done by the police. The effects of using this multi-use lane are (1) a reduction in travel time of roughly 12% to 15%, (2) a reduction in overall illegal parking, and (3) raise of the innovative image of the city.

Night time delivery is another example shown the presentation. It is said that there are some businesses already searching for opportunities within this field. Advantages of night-time delivery are cost reductions, shorter transportation times and more reliable transport planning. However, there are some disadvantages to be identified as well, among those are the problems of noise during loading and unloading and as well as the required presence of staff for receiving goods.

In the Netherlands, many towns and cities have time windows for delivery. However, because of different local circumstances and regulations, the Netherlands is a patchwork regarding these time windows. This makes it confusing for truck drivers when they are allowed to deliver where.

Regarding the efficiency in urban transport, there are huge possibilities to be found, however, measures have to be defined carefully. For example regarding access restrict- ions, one should not narrow the delivery times too much since this won’t be efficient. Regarding measures addressing vehicle standards and limits, the standards should be harmonised. Besides that, operators do their best to be as efficient as possible within given circumstances, they seem to be forced by customers when it comes to delivery. Today’s consumer has very high demands: one could question if the consumer shouldn’t be more flexible and also take into the consequences of his behaviour, for instance by bundling orders, rather than ordering items individually (where it concerns e-commerce for example).

There are several potential roles for the European Commission regarding urban transport. The EC sustainability directives directly influence local freight transport. In France, middle sized cities were already (legally) forced to think about their mobility problems and had to set up urban transport plans. Because of this, innovation in urban freight transport was stimulated. However, the question is what to do about the European wide transport plans. A very important role for the Commission is to support and initiate inno- vation by stimulating research. It should also maintain its efforts in collecting best practices that serve as good examples. At the moment, the Commission is already active in this area – they are and remain important. However, local circumstances demand local solutions. Besides that, decision support and harmonising regulations is a task for the Commission as well.

Mr. Wild thanks everyone for their attention and invites everybody for a BESTUFS conference on the 11th June in Athens – more information at www.bestufs.net.

10 Free Flowing Towns and Cities 1.2.2 Questions and Comments

Mr. Haon (POLIS) comments that freight transport is essentially not that different from regular collective transport. However, he suggests that on the European level the Commission and operators should cooperate in the search for solutions. Mr. Haon enquires to the existence of such cooperation. Mr. Wild replies that in the UK some cities have initiated such cooperation. However, defining the role of the European Commission is quite difficult and that cooperation of operators will mostly be from the bigger ones, since small operators have little time.

Mrs. De Schepper (Inland Navigation Europe) points out that it can be sometimes quite difficult for local organisations to get in touch with the right stakeholders. Therefore, intermediate groups and the organisation of round tables are good means for knowledge exchange. Regarding Traffic Information Systems, Mrs. De Schepper points out that these systems are developed in their own way: thus there are different systems for rail, road etc. However, these systems should be made interoperable in order to make freight transport flowing better.

Mr. Yarsley (Freight Transport Association) remarks that within the United Kingdom, many things have been done at the local level; they have regular meetings on this subject. He also remarks that operators in London aren’t that enthusiastic about the congestion charging (this is the opposite of what Mr. Wild suggested in his presentation).

Mr. Astier (Lille Métropole Communauté Urbaine) comments that the picture shown in the presentation perfectly shows the problems of the ‘last mile’. It’s very important to im- prove the flowing within a city, especially this last mile, for both freight and passenger transport. Maybe freight can also use passenger infrastructure, such as tramways?

Ms. Starnberger (EUROCHAMBRES) comments that a city doesn’t want to deal with all operators: the chambers of commerce and industry, as well as other organisations can assist their members (by representing them) in developing rules with city authorities. There are some examples available of cities which have set up processes like this

Mr. Antonissen (LOGOS Public Affaires) questions the role the European Commission can play in urban transport. He gives the example of Brussels: why, for example, is this conference held in this hotel, since the accessibility of the hotel isn’t optimal because of horrible public transport and congested roads. Mr. Rommerts (EC) comments on this by pointing out that travelling by bus and metro and by foot or bicycle is a good option as well, as many of the attendees have done.

The representative of the London Mayor’s Office has a comment on the London congestion charging Mr. Wild referred to in his presentation. He stresses that the revenues that come forth out of the system accrue to Transport of London and are reinvested in transport services.

Mr. Wild concludes by underlining again that urban freight transport is truly important topic.

Technical Workshop Green Paper of Urban Mobility 11

1.3 Walking and Cycling

1.3.1 Presentation Summary

Walking and cycling are booming in Europe at the moment; many cities have already recognised the importance of walking and cycling. As emission free modes, walking and cycling should be integrated in city policies. Their use should be at the expense of both emission low and emission rich transport modes. Mr. Van den Noort announces the participation of Vélo Mondial in the project “Amsterdam Cycle Capital,” which he will explain in more detail at the end of his presentation.

Walking and cycling is one of the options to achieve free-flowing towns and cities – which is rightly one of the Green Paper’s topics. Promoting walking and cycling can be done by: • Improving the attractiveness and safety by integrating walking and cycling into urban mobility plans, • Providing adequate infrastructure, and • Involving families, children, and youngsters.

At the moment, the share of walking and cycling in the total modal split is only substantial in a few European cities and Member States. Luckily, several countries have developed a National Bicycle Policy, which could enlarge the share of the bicycle in the total modal split. Nevertheless, the potential of walking and cycling has not yet been properly harnessed.

If nothing is done to the current situation, in the future, only some walking and cycling infrastructure will be set up, thus paying just a little bit of attention to safety of bikers and pedestrians. However, bicycling is becoming more popular across Europe: several maps are shown for 2004, 2007 and an estimate for 2009 regarding cycling initiatives across Europe. It shows an increase of the number of cities having such initiatives (see slides in the Annex for more details).

According to Mr. Van den Noort, for now there are three important questions:

1. What are the potential effects of more walking and cycling? 2. How can we stimulate people to walk and bicycle more? 3. What are the opportunities for stimulating bicycle use?

The potential effects of more walking and cycling are presented. In several studies it is suggested that walking and cycling can offer many benefits like less congestion, it’s efficient in the use of energy and the use of space, it’s environmentally friendly, it’s not dangerous for other road users and it has health benefits.

Many factors determine the use of a bicycle: some of these factors can be influenced (like parking costs, the availability and quality of public transport), whereas others cannot (e.g. natural and social factors). The latter factors determine the extent to which cycling is a feasible solution if accompanied by actions in the field of the former factors. Some might

12 Free Flowing Towns and Cities change over time, such as age or the status of cycling. A detailed overview of the factors can be found at the appropriate slide in the Annex.

Next, examples of policy measures to stimulate walking and cycling are given. These measures include: • Improve the quality of the infrastructure for walking and cycling, • Communication campaigns pro-cycling/pro-walking, • Car-free City Centres, • Reduce car parking lots in urban areas, and • Higher parking tariffs.

The opportunities for walking and cycling are especially to be found in: • Trips shorter than 7.5 km can easily be done by bike or by foot, • People aged between 30 and 50 should leave their care more often and go walking or cycling, • If children get used to walking and cycling as a transport mode, they will keep doing this at a later age, • Cycling should be (better) integrated in the public transport system (bike & ride), and • Focus on tourists, as cycling is fun and an excellent way (cheap and flexible) to get around outside your own city.

Regarding integration with other modes, this will require full political commitment, a substantial budget, engaging the community and the involvement of local partners. In the end, this should result in an Integrated Transport Plan, including a Walking and Cycling Master Plan.

There is already some experience gained in some European Projects, such as Astute, Bypad, Velo.info, Spicycles, Bustrip and CIVITAS. However, new projects should be set up: when doing this, cities with vast experience should be visited to learn from their experiences. And once cities are stimulated to take further action regarding walking and cycling, it could be an option that these cities receive recognition for this, for example by means of a ranking or labelling system.

Mr. Van den Noort invites everyone to pay a visit to Amsterdam to take a closer look at Amsterdam Cycle Capital.

1.3.2 Questions and Comments

Ms. Roetynck of the European Twowheel Retailers' Association (ETRA) points out that walking and cycling policies shouldn’t be set up and designed by the cities themselves. There is a need for a cycling office at European level coordinating the policies of every DG. In this way, statistics can be more easily collected (EU level) and clear objectives for walking and cycling can be set. There is a need to give some thought on how to encourage people to change their behaviour accompanied by a more walking and cycling ‘friendly’ budget.

Technical Workshop Green Paper of Urban Mobility 13 Mr. Van den Noort comments that cities always must considerate pedestrians and cyclers. For example, when a new building is planned, the city should bear in mind that this will result in more cars. Because this has a negative effect on walkers and cyclers, the permit for the construction of this new building should be refused. In other words, walking and cycling have much ground in common with other aspects the city has to deal with.

Ms. Roetynck (ETRA) adds that the European Commission should play a more active role: e.g., when Ken Livingston (mayor of London) introduced the Congestion Charge in his city, he could have been supported by the Commission, but he wasn’t. Other cities in Europe want to implement congestion charging or other measures to improve the urban transport system, however many times the national laws of the Member States obstructs this. Therefore, there is a need for European interference at this level.

Ms. Bernardi of EUROCITIES, on behalf of the City of Copenhagen, calls on the Commission to be creative in its actions. Cities need the support of the EC to achieve their policy objectives, to achieve sustainable mobility, and to have safer roads.

Mr. Antonissen (LOGOS Public Affaires) comments that already many things have been done in the field of road safety. At the moment the European Commission is working on harmonising road safety standards. Mr. Antonissen suggests that DG-TREN further promotes and support this directive because of its importance.

Mrs. Germe (Lille Métropole Communauté Urbaine) comments that the interesting thing in the presentation of Mr. Van den Noort is the challenge how to integrate cycling in the general mobility network as well as how to integrate walking and cycling with other modes.

Mr. Catlow (London’s European Office) remarks that congestion charging has been intro- duced in a very small part of the city of London, but hopefully people will start thinking more about walking and cycling. Besides that, better pathways and better design would perhaps stimulate walking and cycling even more. He does not agree with Mr. Van den Noort to refuse permits for planned constructions, but he is more in favour of investing in improving the availability of sustainable transport modes.

Ms. Martinez Sans (ACEA) believes that walking and cycling are real alternatives for cars; walking and cycling is only suitable for short distance trips. However, walking and cycling should be promoted in combination with other policies: adequate interfaces between different modes within a city are crucial.

One of the attendees refers to the climate conference at Bali. At this conference a global alliance for eco-mobility was launched. One of the objectives is to give assistance to developing countries on eco-mobility. This initiative was set up, because waiting on governments simply takes too long.

Mr. De Potesta de Waleffe (Velorution) asks Mr. Van den Noort if he’s familiar with the freight bike. Mr. Van den Noort replies that he doesn’t know much about this kind of bike, but he envisages that the freight bike will (and can) only be used to cover the ultimate part of a transport chain.

14 Free Flowing Towns and Cities

Mr. Bovio (Unioncamere del Veneto) wonders what, according to Mr. Van den Noort, is the best model of the projects Mr. Van den Noort has mentioned in his presentation. Mr. Van den Noort points out that this is very hard to tell, because of the differences between these projects. However, money proves to be the most important aspect of such projects. The companies can provide whatever you want, the contract can contain more than infra- structure only (a more integrated contract).

1.4 Statements

Some organisations have requested a statement. Their contributions are summarised

1.4.1 Segway – Mr. Dallatana

Mr. Dallatana gives a short introduction of the Segway as a smart alternative to cars in an urban environment. He states that changing the attitude of people is necessary: walking and cycling should be seen as a convenient means of transport and people should be made excited about it. Communication campaigns must be set up to convince the people that walking and cycling, using public transport and the Segway Personal Transporter is exciting!

A possible role for the European Commission is taking the lead in initiating actions contributing to the success of the Green Paper and to set the bar as high as possible.

1.4.2 Federation of European Motorcyclists Associations (FEMA) – Mrs. Peters

Reducing congestion is an important aspect within cities, therefore the Green Paper is very much welcomed. A lot of emphasises is on alternative modes and discouraging the use of cars. However, the use of motorcycles seems to have been overlooked in the debate on free- flowing cities. Considering congestion, these modes of transport are good alternatives. Motorcycles can positively contribute to several urban transport aspects such as improving the road capacity, less parking lots needed, they thus reduce congestion. In several cities across Europe there are already some arrangements set up; for instance, motorcyclists may use the bus lanes. Such solutions should be better promoted.

Conclusive Mrs. Peters stresses that the motorcycle is not the ultimate solution, but it’s certainly a good alternative for cars.

1.5 Questions Green Paper and discussion

The Green Paper raised multiple questions, both of a general nature, as well as specifi- cally related to one of the five themes.

Technical Workshop Green Paper of Urban Mobility 15

1.5.1 Specific Questions Free-Flowing Towns and Cities

Should a labelling scheme be envisaged to recognise the effects of pioneering cities to combat congestion and improve living conditions?

Mrs. Martinez Sans (ACEA) sees potential for a labelling scheme if it’s on a voluntary basis. Such voluntary scheme should be implemented in such a way that it does not result in discrimination between the existing modes of transport. Such schemes should also be technology neutral. It should be aimed at the provision of a sustainable urban transport policy. However, she has some doubts about the feasibility of the implementation of such a scheme.

Mr. Haon (POLIS) stresses that a first step in order to establish a base for monitoring the situation of mobility is to have a common, standardised method for data collection, which is lacking at the moment. There should be a common European definition of data indicators that can be used for monitoring purposes.

What could be done to promote modal shift towards sustainable transport modes in cities? Mr. De Potesta de Waleffe (Velorution) points out that walking and cycling are good means of transport. However, because of the bad air quality in some cities, walking or cycling is not an option for people who have breathing problems.

Mr. Svensson -on behalf of the Swedish Road Administration and the European Platform of Mobility Management- wants to add that the discussion on demand management already started 10 years ago and still no real changes have been established. Instead, there is a need for a new culture for urban mobility.

According to Mrs. Martinez Sans (ACEA) the question assumes that there are modes that are more sustainable than other. She would like to challenge that assumption. According to her, the sustainability of a transport mode (such as a car, motor) depends of the time you’re travelling, the route etc. She states that there is no reason to make such an assumption.

Mr. Dallatana (Segway) points out that we want to counter a certain use of the car. However, he questions if using restrictive measures is the only option or that there alter- natives available as well. Cooperation between companies is needed in order to make the use of sustainable modes of transport exiting.

Mrs. Germe (Lille Métropole Communauté Urbaine) stresses that car restrictions only, are not sufficient. The focus should be on the whole transport chain in which the car should be integrated. Car drivers should be made aware of these kinds of services (such as Park & Ride). There should be a balance: focussing on both bicycles and cars.

16 Free Flowing Towns and Cities What measures could be taken to promote walking and cycling are real alternatives to cars? According Ms. Williams of East of England European Partnership, promoting walking and cycling is very important. This could be done by starting at a young age: children should be encouraged to go to school by bike or by foot.

Ms. Peters (FEMA) would like to see an EU framework for sustainable urban transport planning. That way, walking and cycling could be better promoted.

Mr. De Potesta de Waleffe (Velorution) points out that the bicycle project in Paris is a success. In Brussels however, renting a bike is far too expensive. Therefore, he suggests political support for setting the prices.

According to Mr. Dallatana (Segway) a good way for stimulating walking and cycling is to set an example: policemen should be stimulated to use bikes or the Segway Personal Transporter.

How to integrate freight distribution in local policy-making and institutional settings? None of the participants provided suggestions.

1.5.2 General Questions

Are there topics that require more attention in the Green Paper? Mrs. Martinez Sans (ACEA) suggests a different approach to the interfaces between modalities. Once more she stresses that walking and cycling are no real alternatives for cars or public transport; rather, they are substitutes of each other.

What is a potential role for the private sector in improving urban mobility, and what incentives can public authorities provide? None of the participants provided suggestions.

How can the collection, dissemination and promotion of best practices be improved? Ms. Avril (EMTA) states that there are many existing initiatives for promoting walking and cycling. What is missing is a sort of overview of an assessment of these measures. What has been achieved so far? There is no city undertaking such an assessment but comparing the results could be very interesting. Perhaps promoting this is a potential role for the European Commission.

What can cities in new member states, confronted with rapid economic change and outdated infrastructure, do to upgrade their urban transport infrastructure? Mr. Haon (POLIS) stresses that local partnerships are the key to integration. There should be some kind of framework that encourages cities to set up transport plans.

Ms. Germe (Lille Métropole Communauté Urbaine) underlines the governance aspect; someone should be in charge of urban transport, transportation issues etc.

Technical Workshop Green Paper of Urban Mobility 17 1.6 Closure

The Chair thanks the participants for their participation, comments, questions, and remarks. He explicitly thanks the speakers. He closes the workshop.

18 Free Flowing Towns and Cities 2 Workshop 2 – Greener Towns and Cities

2.1 Welcome and Introduction

Mr. Rahman (ECORYS) welcomes the participants of the workshop and gives a short introduction on the programme of this afternoon. The theme of this workshop is Greener Towns and Cities. Furthermore, he explains that this is the second of the Green Paper’s seven topics. The Workshop is intended to provide input into the stakeholder consultation of the Green Paper as well as input into the Action Plan which is going to follow the Green Paper.

Mr. Rommerts (European Commission) explains afterwards the role of the Commission’s delegation during this workshop: listening and observing, not participating as such. He wishes the participants a productive afternoon.

2.2 Vehicle Technologies

Mr. Grob gives a presentation on the future transportation with sustainable energy. Mr. Grob is excective Secretary of the International Sustainable Energy Organisation as well as chairman ISO/TC203/WG3 Energy System Analysis & Statistics, Founder Chairman of ISO/TC197 Hydrogen Energy Systems and President of the International Clean Energy Consortium ICEC. He first presents some background information regarding the changes we face in the areas of energy supply and consumption:

1. The economic supply of the mineral energy resources oil and gas is ending in a few decades. 2. Health hazards, risks and global warming caused by emissions from combustion engines. 3. Imperative conservation of the fossil resources for the chemical and metallurgical industries.

A graph is shown on the historic energy supply and consumption and a forecast is shown as well, including sustainable energy resources. The red peak in the graph represents the energy mineral climax. According to Mr. Grob, the age of the mass consumption of fossil fuel is over. Fuel will still be needed, but it should be mixed with green, sustainable energy resources, of which a multiplication is needed.

A graph on the world energy scenario 2000-2050 is shown. The red line represents the mineral energy supply, the black line the energy consumption. As the graph shows, the

Technical Workshop Green Paper of Urban Mobility 19 only way the supply can keeps on meeting the demand, is by the use of renewable energy sources (represented by the green line). There are many possible sources for producing ‘green energy’ (wind, solar, hydropower, heat pumps, geothermal, bio energy, ocean energy)

Conclusions of the ISEO Energy Study are the following: 1. There is more affordable renewable energy available on Earth than mankind ever needs at the foreseeable population growth rate. 2. Most renewable energy systems are competitive with the depleting non-renewable sources - even more so, if the full costing “polluters-pay” principle is applied. 3. All nations are able to become energy self-sufficient with renewables, and thus can drastically reduce pollution by cleaner, more efficient power plants and transport modes. 4. The remaining mineral energy resources can and must be conserved for higher added value purposes in the chemical and metallurgical industries.

Mr. Grob shows another graph in which the European shares of energy for transportation per mode is depicted. Most energy is used for road transportation, of which Mr. Grob states that it is inefficient road transportation: there are too many trucks and many cars are underutilized with low-efficiency engines. Instead, we need sustainable transportation!

Mr. Grob envisages that for future sustainable transportation, clean rapid mass transit and inter-modal freight systems are needed in order to have an efficient flow of people and goods in highly populated regions. Besides that, individual transport (used by people living or working in remote areas or used for leisure purposes) must be clean and safe.

In order to reach this goal, we need clean fuel trucks, electric trains (such as the ICE) and 2, 3 and 4 wheelers (driven by clean fuels or electricity for renewable energy sources).

Regarding people transportation, this must evolve towards combined rail-road mass transit systems according to Mr. Grob. The electric Swiss Rail Network 2000 is a perfect example of such a system.

Individual transport, however, is one of the basic human urges. It must be satisfied for professional and leisure purposes. The car of the future will be comfortable, light, zero- pollution, quite, safe, long-life, recyclable, low-maintenance costs and with a modern navigation system. Besides electric cars, bicycles, and electric two & tree wheelers are good means as well.

Freight transport must undergo drastic changes towards inter-modal road-rail-barge- freighter transportation by means of standard ISO containers in conjunction with the improvement of the rail network and modern container handling systems.

Conclusive, it can be said that: • Clean vehicles, fed by renewable energy are needed to satisfy individual mobility • Clean mass transport for people has to take the pressure off traffic congestion • Clean inter-modal freight transport must be developed at a much faster pace • Air transport must become cleaner, quieter

20 Greener Towns and Cities

Innovation coupled with huge investments can and will fulfil these tasks.

General recommendations Mr. Grob gives in his presentation are: 1. Accelerate the development of efficient, quiet and non-polluting drive systems, 2. Implement more electric rapid transit & inter-modal freight transport systems, 3. Design and manufacture clean, lighter, quieter, safer, recyclable vehicles, and 4. Implement clean, renewable energy supply systems at a much faster pace!

Finally, Mr. Grob has six recommendations to the Commisson: 1. Prohibition of motor bikes (2 strokes), 2. Penalties on combustion engines, 3. Change common fuel vehicles to electric vehicles, 4. Provide electric plugging infrastructure, 5. Improve the public transport system with electric systems (such as in Abu Dhabi, totally clean), and 6. Offer interlinked systems of electrically powered cars.

2.2.1 Questions and Comments on the Presentation

Mr. Astier (Lille Métropole Communauté Urbaine) asks Mr. Grob why nuclear power isn’t taken into account as a clean fuel source. Mr. Grob makes very clear that nuclear power isn’t a solution! It’s expensive, not clean and it has significant health risks accom- panied with it.

Mr. Dagher of Renault wants to know from Mr. Grob what his vision is regarding the conveyance of power. Mr. De Potesta de Waleffe (Velorution) adds that he wants to know if there would be any supply left when all the needed infrastructure for producing clean energy is constructed. Will there be any fossil fuels left? Mr. Grob replies by pointing out that a decentralised system of power plants is needed to guarantee the margins of fossil fuels and by connecting these systems power will be guaranteed.

2.2.2 General Questions Green Paper

Are there topics that require more attention in the Green Paper? Mr. Dallatana (Segway) would like to see more emphasis being made on personal trans- portation solutions.

What is a potential role for the private sector in improving urban mobility, and what incentives can public authorities provide? The participants provided no suggestions on this matter.

Technical Workshop Green Paper of Urban Mobility 21 How can the collection, dissemination and promotion of best practices be improved? Mr. Haon (POLIS) points out that we must be careful, since there are already multiple existing programs; we should first learn from these existing ones. The evaluation of these programs is the real challenge.

Ms. Starnberger of EUROCHAMBRES wants to emphasise that the EU already has done a lot in many different ways and that the existing programs should be strengthened.

Now, Mrs. Martinez Sans (ACEA) wants to make a general statement regarding clean technologies. According to her, a harmonised framework of technology could further stimulate the use of sustainable/neutral energy.

What can cities in new Member States, confronted with rapid economic change and outdated infrastructure, do to upgrade their urban transport infrastructure? Mr. Gaudillat (Renault) states that the focus should be on affordable urban transport. New Member States already have to take into account with the Air Quality Directive.

2.2.3 Specific Questions on the Theme

How could the use of clean and energy efficient technologies in urban transport be further increased? None of the participants provided suggestions.

How could joint green procurement be promoted? Ms. Beaudouin of UTP points out that national restrictions are very often a major problem when cities want to work with the Commission. Therefore, the EC should somehow help cities to interact with the Commission directly.

2.3 Greener Towns and Cities

2.3.1 Presentation Summary

Mr. Riazolla of Municipality of Milan, gives a presentation on Milan’s ECOPASS experiences. He first gives an introduction on the city of Milan. In 2006, a traffic charge has been introduced in the city. Milan is a rather small city, however, each day about 4.7 million trips are made. From the neighbouring municipalities, many people travel to the Milan municipality.

The city of Milan has introduced a strategy for sustainable mobility, which consists of 13 measures. One of them is the ECOPASS to which Mr. Riazolla draws specific attention in the rest of his presentation.

ECOPASS is part of the overall sustainable mobility strategy and has been designed to discourage the use of heavy polluting private vehicles in the central Milan “Cerchia dei Bastioni” area, by applying an entrance charge related to the emission levels. It’s an expe-

22 Greener Towns and Cities riment which started in 2006 and will end in 2008. From a political point of view, it was very hard to get the ECOPASS accepted.

ECOPASS, in comparison to other similar foreign experiences, is an innovative way of improving sustainable mobility and also safeguarding public health and the environment. People are discouraged to use highly polluting cars and it’s tried to influence their driving behaviour. ECOPASS is not an isolated policy measure: other measures are implemented as well, for example introducing dedicated lanes for public transport and upgrading these public transport lanes in order to increase the use of public transportation. As a result, the use of public transport has increased.

The area in which the ECOPASS system is introduced is not the Milan centre only, but also in surrounding municipalities. Therefore, close cooperation between these municipa- lities is necessary. The enforcement time of the system is from 7:30 AM until 7:30 PM on weekdays.

An important aspect of the system architecture is the access control system. A camera registers the plate and checks whether or not the driver must pay for entering the city centre. Whether or not a user has to pay, depends on the vehicle euro category of the car. Five classes have been defined: class I and II have free access to the area, other categories pay an amount varying between €2 and €10 per access.

There are different payment methods available: an ECOPASS tickets can be bought at shops, newsagents and at the public transport operator. It’s also possible to pay by credit card. Residents of the area can apply for a yearly ECOPASS at a reduced rate for their own vehicles. Commercial vehicles cannot profit of this reduction.

The first results of the system as know in January 2008 are: • Reduction of 22,7 % of vehicles entering the area, • Reduction of 47% of charged vehicles (people), and • Reduction of 20% of charged vehicles (goods).

This has modified the fleet circulating within Milan • A decrease of 2,5% of vehicles circulating outside the ECOPASS Area, • A decrease of 13% of vehicles entering in the ECOPASS Area out of the charged time, • An increase of 11,3% of speed of surface public transport, • An increase of 9,1% of passengers on public transport, and • An average reduction of 30% in PM10, 25% in NOx and 50% in ammonia.

However, these emission reductions are also related to the atmospheric conditions. Therefore, these results concern exhaust gas emissions only.

Mr. Riazollo hopes that with this experience, a dialogue can be started to standardise the rules across Europe. He also stresses that the aim of the system is not to make profit: all revenues are invested in infrastructure for cyclists and public transport.

Technical Workshop Green Paper of Urban Mobility 23 Next, there is a need to assess the results of the system: could this system be implemented in other cities as well? Part of this assessment will be measuring the level of satisfaction of the citizens, especially of the commuters.

2.3.2 Questions & Comments on the Presentation

A representative of ADAC questions if all 13 action points have been implemented. Mr. Riazollo replies that this is not the case, only some of the 13 points have be implemented, such as the upgrading of the public transport. For some of the other points, there has been a call for tender.

Mr. Dallatana (Segway) wants to know from Mr. Riazollo what other measures are taken to discourage the use of personal transport besides the ECOPASS and if he envisages a broader plan to use low-emissions vehicles. Besides that, he would like to know if there are statistics available on (1) the modal shift, (2) the increase in the use of public transport and (3) what percentage of the revenues will be used to finance public works.

According to Mr. Riazollo, a zero state analysis has been carried in the area: in the up- coming months the final state analysis will be carried out. Regarding the increase in the use of public transport, Mr. Riazollo answers that Milan is lagging behind regarding the quality of the public transport and that more investments should be done in order to improve this. Besides that, the citizens of Milan should be encouraged to use the public transport more often and agreements are made with taxi drivers to replace their highly polluting cars by cleaner, electric cars. Finally he argues that a communication campaign to raise awareness on this issue will never be sufficient.

Mr. Riazollo adds that there have been many debates on the social aspect of the ECOPASS system. One could question if this system is unfair and leads to social dispari- ty because not everyone can afford to buy a new, cleaner car or to travel by public trans- port. According to Mr. Riazollo, statistics show that this fear isn’t grounded: the statistics show that in the central area there is a higher tendency to renew a vehicle. Moreover, using public transport to commute is less costly than travelling by car.

2.4 Statements

2.4.1 Velorution - Mr. De Potesta de Waleffe

Mr. De Potesta de Waleffe points out that the CO2 emissions are bound to worsen by upcoming economies like China and India. These will result in more emissions than the environment can handle. He pleads to exclude the combustion engine for city centres as soon as possible. According to Mr. De Potesta de Waleffe, on pollution peak days in Brussels, the use of cycles is prevented. 75% of residents and commuters in Brussels are willing to make radical changes. This proves the important mind shift that going on here.

24 Greener Towns and Cities 2.4.2 Renault - Mr. Gaudillat

Mr. Gaudillat represents the Alliance Synthetic Fuels. According to him, synthetic fuels can contribute to greener towns and cities. He points out that natural gases are becoming a more viable option, also because of the increasing oil prices. The ultimate option will be

a mass use of second generation bio mass fuels in order to reduce CO2 emissions. An ad- vantage of this fuel is that it can be used in the existing engines. Project examples in

London and Athens show 40% reductions in PM, CO2 and NOx. However, besides this short-term solution, mid-term and long-term solutions are needed. Solutions for the mid- term must be found in optimising production plans; the long-term solution is a further improvement in the production process of the 2nd generation synthetic fuels.

There is a need for a framework in producing these fuels: an important aspect is that it the potential of synthetic fuels should be recognised. Local authorities have a role to play as well. To speed up the introduction of synthetic fuels, experiments must be set up to test these fuels in the current vehicle fleet. The Alliance believes that synthetic fuels have an important role to play in the future European mobility.

2.5 Questions and Comments

2.5.1 Concerning the General Questions Posed by the Green Paper

Are there topics that require more attention in the Green Paper? Mr. Grob points out that the procedures on the production of cleaner fuels should be made clearer in the Green Paper: the European Commission should endorse the Global Energy Charter of the ISEO and set an example to the rest of the world.

Mrs. Martinez Sans of ACEA has some comments on green zones and other access re- strictions, since not all concepts are clear to her. For instance, she wonders if the ECOPASS system is a green zone or a congestion charge. Several concepts in the Green Paper need a more clear definition. The second comment of Mrs. Martinez Sans is that the measures in the Green Paper are treated in a ‘neutral way’, except for the congestion charging measure. London and Copenhagen are seen as a good example, however, Mrs. Martinez Sans questions if the congestion charge measure already has been assessed properly. Furthermore, she points out that the Green Paper states that congestion charging seems to be the perfect solution. However, the role of the European Commission should be that this measure is no the panacea to solve all transport problems within a city. It’s just a measure that should be seen as part of a package.

What is a potential role for the private sector in improving urban mobility, and what incentives can public authorities provide? Mr. Dallatana (Segway) would like to see that companies could directly contact the European Commission, perhaps in the form of a desk office that would enable the companies to contact the right person at the right time.

Technical Workshop Green Paper of Urban Mobility 25 Secondly, Mr. Dallatana would like to see an active role of the government in promoting the mass production of clean vehicle technologies: this is especially important for small companies, since they don’t have the resources (like the big companies) available for developing clean technologies.

Mr. Dagher of Renault has the opinion that we should encourage to use of clean tech- nologies, both by small and big companies. Rules regarding such technologies should be fair and objective: they should be harmonised across the EU as much as possible.

How can the collection, dissemination and promotion of best practices be improved? None of the participants provided suggestions.

What can cities in new Member States, confronted with rapid economic change and outdated infrastructure, do to upgrade their urban transport infrastructure? None of the participants provided suggestions.

2.5.2 Concerning the Specific Questions on Free-Flowing Towns and Cities

Should criteria or guidance be set out for the definition of Green Zones and their restriction measures? What is the best way to ensure their compatibility with free circulation? Is there an issue of cross border enforcement of local rules governing Green Zones? Mr. Newsome of Transport for London points out that one reason for a city to introduce green zones is to improve the air quality in the urban area. Besides that, the city is made more attractive when there are pedestrian zones. However, circumstances differ among cities, therefore, there is no one-size-fits-all solution. Nevertheless, Mr. Newsome thinks that a possible role for the European Commission can be: 1. Cross border movement: role for the EC is setting out guidance for cities to set up such schemes. The Commission has the opportunity to help cities to develop the schemes. 2. Cross-border enforcement: as said about Milan, such kind of schemes is bound to grow in form. One thing that makes the system acceptable is that it’s a fair system: everyone entering the city is charged. If the European Commission doesn’t take any action, there is a risk of differentiation. That’s why a directive on cross-border enforcement is very much welcomed.

How could eco-driving be further promoted? Mr. Yarsley of the Freight Transport Association stresses that an assimilation of best practises is needed: at the moment there are already companies eco-driving and have taken into account the lessons learnt from best practises. This should be done on a larger scale.

26 Greener Towns and Cities 2.6 Closure

Mr. Rahman thanks the participants for their participation, comments, questions, and remarks. He explicitly thanks the speakers. He closes the workshop.

Technical Workshop Green Paper of Urban Mobility 27 Annex – Presentation Slides

1. Urban Freight Transport

by Mr. Dieter Wild (PVT )

2. Walking & Cycling

by Mr. Pascal van den Noort (Vélo Mondial)

3. Vehicle Technologies

by Mr. Gustav Grob (ICEC)

4. Greener Towns and Cities

by Mr. Stefano Riazollo (Municipality of Milan)

Annex WWW.PTV.DE

Urban Freight Transport

Free-flowing towns and cities

Brussels 5th March 2008

Dieter Wild

Urban commercial transport – a problem source for EU cities and regions ?

Urban commercial transport

- Causes noise and air pollution

- Causes accidents

- Aggravates congestion

- Occupies urban space

Shouldn't it become invisible !?

2 Urban commercial transport – a key function for EU cities and regions ?

Urban commercial transport Environment - Is part and expression of our commercial live Economy

- Guarantees goods supply (and waste removal) for citizens and enterprises (compare with water and energy supply) Society

- Represents very often the “Last Mile“ of transport chains

- Enables our urban living and is essential for cities

Do cities devote enough attention and support ?

3

Commercial transport volume (example)

Example City with 250.000 inhabitants (Chemnitz, Germany)

Total

In addition for passenger transport: 1,3 Mio car trips 330.000 public transport trips

Commercial transport share is between 10% to 30% but energy use, contribution to air pollution and noise is between 20% and 50% 4 Urban freight transport is slowly changing, due to ...

... European legislation, which reaches national, regional and finally local legislation - Emissions (particulates, noise) - Energy efficiency and resource consumption - and all other sustainability dimensions

... changes in society - More shopping malls - less small retailers - Requirements of the citizens related to their living conditions - eCommerce

... new technology at reasonable cost - Vehicles, equipment, ICT, ...

5

Urban congestion and commercial transport (I)

Urban commercial transport aggravates congestion: What can be changed ?

- Less transport orders ?

- Transport efficiency ?

- Transport structure ?

- Final destinations ?

- Transport times ?

6 Urban congestion and commercial transport (II)

Congestion leads to higher logistics costs

- Less operations (deliveries per day) - Interface problems due to unreliable ETA - More energy consumption

Measures against congestion are appreciated by freight operators - as long as own cost effects are small

- Congestion charging - Measures restricting private car use

7

Example: Barcelona multi-use lane

- Variable Message Signs (VMS) communicate the regulations to the road users - Significant police enforcement is needed, automated enforcement is an important task for the future - Expensive implementation of all equipment: up to approx. 0.5 Mio. Euro per route - Significant increase of the capacity for unloading

- Reduction in travel time along the section of (generally) between 12 to 15% - Reduction in overall illegal parking activity for both cars and goods vehicles - Raise of the innovative image of the city

8 Example: Night time delivery

On long-distance 24h system transports are successfully realised

Advantages Shift of 10% of the daily transports - Cost reduction - Fuel consumption 2% to 6% less - Shorter transport times - Travel speed plus 20% - More reliable transport planning - CO 2 minus 4% to 5% Problems IVECO-Study - Noise during loading and unloading - Receiving of goods - Regulations (working during night time, steering times, rest times) Innovation - Quite technologies (compare The Netherlands) - Electronic keys / transponders (RDIF-tags) Successful example areas - Spare part logistics (automotive industry), photo services, opticians 9

Efficiency in urban freight transport (I)

Measures to be designed carefully:

- Access restrictions - e.g. small delivery time windows are very inefficient

- Measures addressing vehicle standards and limits - large vehicles are more efficient compared to smaller ones - harmonisation of standards

- Operators do their best to be as efficient as possible within given circumstances (How about the customers ?)

10 Efficiency in urban freight transport (II)

no time windows or vehicle restrictions vehicle restrictions time windows time windows and vehicle restrictions

11

The potential role of the EC

EC sustainability directives (e.g. particulates, noise) are Stadt affecting local freight transport City Ville The French regulation on urban transport plans (PDU) Città stimulated innovation in urban freight transport Ciudad Stad By How about the sustainable urban transport plans (SUTPs) Πόλη European wide ? Cidade Kaupunki Innovation initiation and support (e.g. research, best Város practices) Pils ēta Miestas Suurlinn Developing decision support Ciutat ... Harmonisation of regulations (framework development, still offering flexibility for local decisions) 12 Thank you for your attention !

13 Green Paper

Free Flowing Cities

Pascal van den Noort / Velo Mondial

Brussels, 5 March 2008

Green Paper

• Theme addresses congestion and its adverse impacts and discusses ways to reduce it • Promoting cycling and walking is one of the options – Improve attractiveness and safety by integrating cycling and walking into urban mobility plans – Adequate infrastructure – Involvement of families, children and youngsters Cycling & Walking

The current situation?

• Cycling and walking have a large share of trips in a few European cities and Member States • Several countries have developed a National Bicyle policy • However, the potential of bicycling and walking has not yet been properly harnessed Adapting to status quo

• Some political commitment • Some communication and awareness campaigns • Some building of local partnerships

Resulting in: • Some cycle paths • Some pedestrian areas

Some …. Bicycling growing in popularity The public Bicycle

Call a Bike Berlin Frankfurt Köln 2004 München

JC Decaux Wien Cordoba Gijon

Clear Channel Oslo Rennes > 1000 Bikes Bergen Drammen Trondheim > 500 Bikes Porsgrunn

> 200 Bikes City programms,local operators Amsterdam < 200 Bikes Zürich Kopenhagen < 50 Bikes Helsinki and more

Bicycling growing in popularity The public Bicycle

Call a Bike Bicincitta Berlin Parma Frankfurt Alba Köln Bari 2007 München Bra Stuttgart Chivasso Karlsruhe Cuneo Novara JC Decaux Pinolero Paris Pistoia Wien Prato Brüssel Savigliano Marseille Settimo > 2000 Bikes Lyon, Toulouse Sevilla City programms, local Cordoba operator > 1000 Bikes Dijon Amsterdam Besancon Zürich Mulhouse Kopenhagen > 500 Bikes Aix-en-Provence Helsinki Clear Channel Emilia Romana > 200 Bikes Barcelona and about 20 more Stockholm Nextbike < 200 Bikes Oslo Cottbus Rennes Dresen Göteborg < 50 Bikes Leipzig Bergen Halle Drammen Bielefeld Stavanger Köln Porsgrunn Düsseldorf EFFIA / SNCF Frankfurt Orlèans Karlsruhe Cemusa Erlangen Pamplona Nürnberg München Bicycling is growing in popularity – The public Bicycle

Call a Bike Bicincitta Berlin, Köln Parma Frankfurt Alba München Bari, Bra ? 2009 Stuttgart Chivasso Karlsruhe Cuneo ??? Novara Pinolero ? JC Decaux Pistoia Paris Prato ? ? Wien, Brüssel Savigliano Marseille, Lyon Settimo ? Sevilla, Cordoba ??? > 2000 Bikes Dijon, Toulouse ? Besancon City programms, local Mulhouse operators ? > 1000 Bikes Aix-en-Provence Amsterdam ? ? Dublin Zürich ??? Kopenhagen > 500 Bikes ? Helsinki Clearchannel Emilia Romana > 200 Bikes Barcelona and about 20 more Stockholm Nextbike ? < 200 Bikes Oslo Cottbus Rennes Dresen ? Göteborg ? ? < 50 Bikes Leipzig Drammen Halle Stavanger Bielefeld ? ? Porsgrunn Köln ? ??? Düsseldorf EFFIA / SNCF Frankfurt ? Orlèans, ??? Karlsruhe Erlangen ? Cemusa ? Nürnberg Pamplona München Rome ??? ???

Three important questions

• What are the potential effects of more cycling and walking • How can we stimulate people to walk and bicycle more? • What are the opportunities for stimulating cycle use? Potential effects

• Several studies suggest that cycling and walking offer many benefits: – Less congestion – Efficient in energy and space – Environmentally friendly – Not dangerous for other road users – Health benefits

Factors determining bicycle use

Indiv. Costs of bicycle use Characteristics : Income, Gender, Age, activity pattern Social cultural Monetary cost Travel time Physical needs factors: Status of Local bicycle as transport, parking cultural background, ethnic origin Accident risk Theft Comfort Safety policy Political preference Quality & Natural factors: capacity Weather, natural barriers of cycling infrastruct Bicycle use ure, Spatial planning, Parking costs Availability and quality of Cost of Fuel price public transport car use Pricing policy

Costs of other transport modes

Source: Rietveld & Daniel 2004 Examples of policy measures to stimulate cycling and walking • Improve quality of infrastructure for walking and cycling – Remove barriers – Dedicated lanes and facilities • Communication campaigns pro cycling / walking • Carfree City Centers • Reduce car parking places in urban areas • Higher parking tariffs

Opportunities

• Trips shorter than 7.5 kilometers • Population of 30-50 of age • Children • Integrating cycling in public transport • Tourism Integrating all modes

• Full political commitment • Substantial budget • Engaging the community • Involvement of local partners

Resulting in: • Integrated Transport Plan, including Cycling and Walking Master plan

European Projects

Knowledge and experience in European projects like in: • Astute • Bypad • Velo.Info • Spicycles • Bustrip • Civitas London (UK), Dublin (IE), Granada (ES), Budapest (HU), Graz (AT), Siracusa (IT)

Paris Berlin Barcelona, Berlin, Bucharest, Gothenburg, Ploiesti, Rome

Bremen Pärnu Gdynia Sundsvall Göteborg Tartu Kaunas Turku Kouvola Region Vilnius Liepaja Örebro • CIVITAS II – CIVITAS-SMILE: Malmö, Norwich, Potenza, Suceava, Tallinn – CIVITAS-MOBILIS: Toulouse, Venice, Ljubljana, Debrecen, Odense – CIVITAS-CARAVEL : Genoa, Krakow, Burgos, Stuttgart – CIVITAS-SUCCESS: La Rochelle, Preston, Ploiesti

• CIVITAS I – CIVITAS-TELLUS: Rotterdam, Berlin, Göteborg, Bucharest, Gdynia – CIVITAS-VIVALDI: Bristol, Bremen, Nantes, Aalborg, Kaunas – CIVITAS-MIRACLES: Rome, Barcelona, Winchester, Cork – CIVITAS-TRENDSETTER: Stockholm, Graz, Lille, Prague, Pecs

New Projects

Possible Projects • Direct: Visitors Program • Ranking: Best Sustainable Mobile City • Labeling: Certificates for best efforts Amsterdam Cycling Capital

• Marketing Amsterdam as Sustainable Mobile City • Concentrating Knowledge on Sustainable Mobility in Amsterdam • Implementing innovative sustainable mobility projects

Amsterdam

MILAN’S ECOPASS EXPERIENCE

Brussels, March 5, 2008

Stefano Riazzola Mobility, Transport and Environment Planning Sector Municipality of Milan Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008

MILAN GENERAL INFORMATION

• Milano: ~ 1.3M inhabitants. • Metropolitan Area: ~ 3.3M inhabitants • Milano is reached daily by ~ 3.5M city users Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008 MILAN DAILY TRIPS – FIGURES, FLOW AND MODAL SPLIT

Total Daily trips within Milano and between Trips between Milano and the Metropolitan Area Milano and the metropolitan Area: 4.757.000 Modal Split

0% 2% Registered Vehicles in Milan 32% - 736.462 people cars - 65.301 commercial vehicles

Trips within Milano 66% Modal Split Trips between Milano 1% and metropolitan Area 5% 47% 47 %

53 % Trips within the Comune di PUBLIC TRANSPORT Milano 47% CAR and MOTORBIKE BIKE

Mobility TransportMobility Environment and Central Direction OTHER

Milano, The ECOPASS experience – Bruxelles, March 5, 2008

MILAN STRATEGY FOR SUSTAINABLE MOBILITY

1. Development of public transport 2. Development of public transport dial-a-ride systems 3. Development of integrated tariffs 4. Traffic rationalization 5. Extension of road parking regulation 6. Development of cycle mobility 7. Development of interchange parking 8. Rationalization of urban goods distribution 9. Improvement in road safety 10. Development of the car-sharing services 11. Development infomobility technologies 12. Incentives to introduce and increase zero or low emissions vehicles 13. ECOPASS Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008 ECOPASS OUTLINE

ECOPASS is part of the overall sustainable mobility strategy and has been designed to discourgage the use of heavy polluting private vehicles inside the central Milan “Cerchia dei Bastioni” area, by applying an entrance charge related to the polluting emission levels.

ECOPASS, in comparison to other similar foreign experiences, is an innovative way of improving sustainable mobility and safeguarding also public health and the environment. Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008

THE ECOPASSECOPASS AREA AREA AND ENFORCEMENT TIME AREA • Kmq 8.2 (4.5%) • Residents 77,000 (6%) • Toll entrance accesses 43 TIME • Ecopass is in force from 7.30 am to 7.30 pm Monday to Friday Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008 ECOPASS SYSTEM ARCHITECTURE

Users Infocentre Fine emission

Exemption registration Municipality Pollution Charge Authorisation of exemption Bureau

Paying vehicles Exempted vehicles Fine Bureau plates plates Payment Confirm of payment and billing Access Payment Plates to be Management control system potentially fined

Centre

Vehicle plate Archive detection electronic tolls electronic Transit through Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008

ECOPASS ENTRANCE CHARGING

POLLUTION CLASS VEHICLE EURO CATEGORY DAILY ECOPASS

CLASS I gpl – lng,cng - electric – hybrid FREE ACCESS CLASS II Petrol car E III- E IV FREE ACCESS Diesel car diesel E IV with APF Petrol light freight E II – E III- E IV Diesel light freight E IV with APF CLASS III Euro I, II petrol cars and goods €2 vehicles CLASS IV Petrol car pre E €5 Diesel car E III – E IV* no APF CLASS V Diesel car pre E –E I- E II €10 Diesel light freight pre E – E I – E II Diesel Freight 3.5 t pre E I – E II- E III Mobility TransportMobility Environment and Central Direction * Until march 31st free entrance

Milano, The ECOPASS experience – Bruxelles, March 5, 2008 ECOPASS METHODS OF PAYMENT

• Different methods of payment: buy ECOPASS tickets at shops, tobacconists, newsagents and ATM (Milan PT operator) - Call free phone to pay with credit cards - Bank automatic cash dispenser - Internet site to pay with credit cards – RID. • Should you not pay the Ecopass charge the day you enter the Cerchia dei Bastioni Ecopass area, you are allowed to do it until midnight on the following day. • Resident of the Ecopass Area can apply for a yearly Ecopass at reduced rates for their own vehicles. (50€, 125€, 250€ depending on euro category) • There are no reduction for commercial vehicles. Mobility TransportMobility Environment and Central Direction

Milano, The ECOPASS experience – Bruxelles, March 5, 2008

ECOPASS FIRST RESULTS January 2008 - 22,7% vehicles entering the Ecopass Area - 47% Reduction of tariffed vehicles (people) - 20% reduction of tariffed vehicles (goods) ! That has modified the circulating fleet within Milan - 12,5% vehicles circulating outside the Ecopass Area - 13% vehicles entering in the Ecopass Area out of the tariffed time + 11,3% rise of speed of surface public transport + 9,1% increase of passengers on public transport 30% PM10, 25% NOx and 50% ammonia average reduction of

Mobility TransportMobility Environment and Central Direction ehausted gas emissions in the Ecopass Area.

Milano, The ECOPASS experience – Bruxelles, March 5, 2008 Thank you!

Stefano Riazzola Director Mobility, Transport and Environment Planning Sector Municipality of Milan Mobility TransportMobility Environment and Central Direction Email: [email protected]

Milano, The ECOPASS experience – Bruxelles, March 5, 2008