How To Create An Ecomobility

EcoMobility Changwon 2011 World Congress on Mobility for the Future of Sustainable Cities 22-24 October 2011 Changwon, Republic of Korea A Series of Local Cases www.iclei.org/ecomobility2011

What is EcoMobility? EcoMobility enables citizens and organizations to access goods, services, people, and information in a sustainable way. EcoMobility may be achieved through a combination of environmentally friendly and socially inclusive approaches that include planning for short distances, walking, cycling, wheeling, public transport and the use of shared vehicle systems. EcoMobility supports citizen s quality of life and the development of human communities. EcoMobility describes a green urban planning paradigm: giving priority to environmentally friendly and socially inclusive ways of transportation, including cycling, wheeling, walking, and the use of public transportation, with special focus on intermodality as the backbone of urban transport. EcoMobility includes the use of light electric vehicles as long as charging stations provide clean energy from local renewable energy sources. EcoMobility requires traffic systems and policies designed to give priority to non-motorized transport and reduce urban traffic congestion. ICLEI Local Governments for Sustainability, 2011 EcoMobility an answer to urban challenges Modern lifestyle requires people to be mobile, but current travel behavior negatively impacts the environment, health of people and infrastructure of cities. These effects counteract the benefits of mobile societies. EcoMobility represents a new urban lifestyle: independent from fossil fuel, healthy, caring for the mobility needs of children, elderly people, and the physically impeded, re-gaining public space and streets for people, supporting local jobs, and creating livable cities for all. EcoMobility also sets limits to the excessive car use that causes severe problems for city development, social inclusion and the environment: the old vision of automobile cities results in the expansion of cities, higher pollution emissions, greater congestion, and injuries and deaths due to accidents. In addition, climate change and its impacts, health problems, and time waste and economic loss due to traffic jams are reasons for developing alternatives to an ever-growing use of private cars.

EcoMobility a green approach EcoMobility represents a green approach to mobility including a welldesigned combination of various means of non-motorized mobility, public transportation, and a smart use of shared vehicle systems. EcoMobility needs new non-motorized vehicles, innovative organizational and tariff models, the preparedness for new means of mobility, such as fast e-bikes, new sharing systems for cars and bikes, as well as the awareness that many urban mobility needs can be met better and faster without private car ownership and use. EcoMobility helps to keep transport more affordable through less car-dependence and more efficient use of sustainable transport such as bicycles and public transport. When transport systems are efficient, they provide economic opportunities and social benefits. EcoMobility requires changing habits: A change in a person s transport behavior can only be accomplished if alternatives are offered that are attractive to customers and viable for their lifestyle. Changing these behaviors requires the cooperation of various actors, including policy makers, transit companies, experts and users. Local governments develop roles as facilitators for local innovation and are testing new models of cooperation between these groups. This is obvious when looking into advanced local action examples. istock, Anna Bryukhanova istock, RenÇ Mansi

EcoMobility case stories to highlight outstanding action worldwide Advanced and sustainable transportation policies are notable around the globe, from more or less developed countries, from Northern as well as Southern climate zones. Even if not yet called EcoMobility in most cases, their local policies lead in this direction. Several cities have formulated ambitious targets, some have set outstanding examples, some can present results and figures, e.g. change in their modal split. Many lead the international debate and became show places for new urban lifestyles. Examples include priorities to city development hand-in-hand with public transportation, priorities for biking and walking, pedestrian zones as new economic hubs for cities, renewable energy sources for public transportation, smart tariff options combining public transport with bike and car sharing systems, and purposefully discouraging the use of private cars. The series of case stories on EcoMobility highlights some of these cities and towns, most of them being ICLEI Members for many years. Not only action, but also results are presented: cities develop in a new way, pollution is reduced, the modal split significantly changes, accidents are reduced, and people regain public space. The series is by far not complete, but provides examples of advanced mobility policy in various fields and on various continents. ICLEI will continue to collect and publish these cases as encouragement to many more cities and local governments. istock, neoellis The series of EcoMobility case stories was started in preparation of the EcoMobility Changwon 2011 Congress in October 2011. The City of Changwon, South Korea, has generously provided financial resources for compiling and publishing these cases stories and thus has set an example on how one local government can support many others. Compiling and editing: Molly Shlaes, Shay Kelleher, Hana Peters, Monika Zimmermann (ICLEI World Secretariat) Bonn, October 2011 ICLEI e.v. 2011 The media are free to use the content of these case stories, giving reference to ICLEI. More information EcoMobility Team ICLEI World Secretariat ICLEI Local Governments for Sustainability Bonn, Germany ecomobility@iclei.org www.iclei.org/ecomobility/cases

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Ahmedabad, India India s first full Bus Rapid Transit (BRT) System Summary: In the last 10 years, Ahmedabad s economy has grown significantly due to substantial progress in the transportation and communication industries. With this growth, vehicles registered in Ahmedabad have increased 13% per year. In order to reduce traffic and pollution, Ahmedabad introduced India s first BRT system. Reducing pollution with public transit The Central Pollution Control Board ranks 85 cities in India in terms of their pollution levels. In 2001, Ahmedabad was ranked the most polluted city in India. The local government saw this as a wakeup call and began creating a plan to reduce pollution emitted from transportation. The number of buses in the public transit system was doubled. Rickshaws and buses were converted to run on compressed natural gas. In 2005, the city decided that a BRT system would be the best development to continue reducing pollution. The Centre for Environmental Planning and Technology (CEPT) worked with the Ahmedabad Municipal Corporation (AMC) on this project. In 2009, the BRT system was opened and within a few months drew a ridership of 35,000 passengers per day. At the end of 2009, Ahmedabad was achieved a good ranking as only the 51st most polluted city in India. Quick boarding and alighting at prepaid entrance bus stations, Ahmedabad. Gunnar Hersveinn The benefits of a BRT system The BRT system of Ahmedabad modernized the city s existing public transit. Ahmedabad aimed to create a network of routes that would link main origins and main destinations. Travel routes of passengers were taken into account when the routes were selected. Low-income neighborhoods were revived by increasing mobility of the residents with the establishment of bus routes through these areas. Also, measures were taken by the city to ensure a simple and efficient system. Tickets are purchased before entering the stations in order to reduce dwell times due to cash payments on buses. Also, buses were given priority at intersections. In order to facilitate this, retired servicemen monitor intersections and manually allow buses priority. This allows for an increase in average bus speed and greater reliability of the system. Traffic lanes are segregated to allow for BRT-only lanes. Non-BRT buses, even the original public city bus, cannot enter these lanes, but the BRT buses can exit the lanes as necessary. In 2010, only one year after its introduction, Ahmedabad s BRT system was awarded the International Sustainable Transport Award by the Institute for Transport and Development Policy (ITDP). regarding their route to school. The goal of all this is to quintuple the total distance covered by pedestrian and cycling lanes over the next five years.

Use of technology to increase information and efficiency The success of the BRT system is due in part to the technological advancement of these buses compared to the other transport modes in Ahmedabad. Smart cards were introduced that reduce the cost of riding the bus for smart card holders and reduces wait time to pay at the station by reducing cash transactions. Improvements in the bus management system include GPS units on each bus that constantly monitor the location and speed of the bus and transmit this information to a central command center. This allows the system performance to be evaluated in real time and passengers to receive accurate information such as the arrival time of the next bus. These are incentives for passengers to choose the BRT system, since the regular city buses currently do not use any of this technology. Gunnar Hersveinn Bus only lanes allow for quick travel, through otherwise congested roads. Current statistics and goals When the BRT began, there were only 12.5km of routes in the system. There are now 40km as well as construction to complete 58km by the end of 2011 and 88km by the end of 2014. There are currently 783 buses and 61 stations that see a daily ridership of approximately 785,000 boardings by 110,000 people. There are about 1003 passengers per bus per day. The average trip for each passenger is nearly 6km, an ideal distance for traveling by bus. Twenty-two percent of all trips in Ahmedabad are made using public transit, 16% of which with the BRT. The city hopes to increase both of these percentages by continuing the construction of new routes and honoring customer survey response suggestions. Towards a safe, accessible and efficient transport system. Honourable Chief Minister Shri Narendra Modi, 2009 Ahmedabad The City of Ahmedabad is the largest city and former capital of the state of Gujarat. It is the seventh largest city in India. Ahmedabad has a population of approximately four million people and the metropolitan area has a population of 5.6 million people. The city has a density of 22,473 people per km². The biggest industry of Ahmedabad is textiles. The city is also an important financial city, contributing approximately 14% of the investments in India s stock exchange market. Ahmedabad is an ICLEI member since December 2008. Ahmedabad, India www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Bologna, Italy Reducing car traffic to protect city heritage Summary: Inhabitants of Bologna are proud of the city s historical nature. Bologna residents and the local government have worked together to protect the heritage. A law disallowing pollution-emitting cars from the city center and infrastructure for bikers and pedestrians allow residents a safe and efficient way to travel the city and avoid damaging the city s culture. A car-free city center In the last decade, there was a significant increase in the number of cars entering the city center on a daily basis. This increase caused traffic chaos because more cars were entering the city than the roads allowed. Eighty percent of the city center has been converted to a pollution-limiting area and car traffic is strictly controlled. Only residents of this zone, public transport vehicles and drivers of electric cars may receive a permanent permit to drive in the restricted zone. Private cars can buy day tickets for 5 or a four-day ticket for 12. There is a limit of three one-day tickets or one four-day ticket per vehicle per month to limit the overall number of trips in the city. Suppliers wishing to enter the city center may purchase a one-year permit at a cost of 25 to 100 depending on the level of pollution their vehicle emits. With these restrictions, the yearly number of vehicles entering the city center has decreased more than 25%. Public Transport in the Historic City of Bologna Mauro Borioni Commuter statistics Of the one million residents of the metropolitan area of Bologna, 650,000 of them live in what is referred to as the commuter belt. With a per capita vehicle ownership rate of 522 cars per 1,000 residents (compared to the 601 cars per 1,000 residents in Italy, second rate in the World), the city must have sufficient infrastructure to allow the residents without cars to get to their destinations and to reduce the number of residents with cars driving to their destination. The city of Bologna has a transportation modal share of 28% car drivers, 7% car passengers, 26% public transit users, 21% pedestrians, 11% motorcycle drivers, and 7% bicyclists. A major participant of European mobility week The city of Bologna is a strong participant in European mobility week, which aims to make citizens more sensitive to the effects of a rise in urban traffic, such as increasing pollution. The program stresses ways to reduce this traffic (and subsequently the emissions) in order to improve the quality of life in the city. Another goal of this week is to make the public more aware of public transit and infrastructure available to pedestrians and bicyclists and to discuss investment in new infrastructure. The program requests that local authorities prioritize alternative transport modes by following certain guidelines. Examples include planning the city so residents do not have to travel as often or as far as they currently do, to make safe routes through the city for pedestrians and bikers, and to work with local schools and businesses to establish better travel plans. The edition of 2010 saw the active and enthusiastic participation of more than 3,000 citizens.

An overview of the bus system Bologna has a limited public transportation system, if compared to the best European cities but one that is widely used. The bus network contains routes from the metropolitan area through the city center. This simplifies the system for customers by reducing the number of changes customers need to make. The system also contains two circular lines to transport customers within the city. Most buses run once every five minutes. Almost the whole bus fleet is monitored by means of Automatic Vehicles Monitoring system and the schedule of buses and real-time tracking information are communicated to riders at many bus stops. A city fit for pedestrians and bicyclists Pedestrians in Bologna may take advantage of 45 km of covered streets. These creates a pleasant environment for commuters wishing to avoid the sun and the rain. To further increase the share of pedestrians, Bologna plans to extend the pedestrian area towards the university neighborhood. This link would create a walking environment throughout most of the city. The city also promotes bicycles as an alternative to cars. In the last four years, the city has created 128 km of safe, well-recognized Bicycles for Bologna bike paths along 14 different routes. The city strives to significantly increase the share of cyclists. To boost it, a new bike-sharing system, based on magnetic card technology, will soon be implemented in the city to make available more than 1,000 bicycles to all citizens. Such a new system will run beside the already existing one based on mechanical technology and specifically targeted to commuters. The city hopes these measures will increase the appeal of cycling as an viable alternative to traveling by more motorised and pollutant vehicles. It s time for government and citizens to work together for a new concept of mobility. We all have to learn how to move better to live in better cities Mauro Borioni, Bologna Transportation Department Mauro Borioni Bologna The City of Bologna is the seventh largest city in Italy and the capital of the region of Emilia-Romagna in Northern Italy. The metropolitan area has a population of approximately one million people. The city has a density of 2,700 people per km². It is known for its historic center and university. The economy of Bologna is industrial and is based on footwear, textiles, and engineering. Bologna has been an ICLEI member since December 1992. Bologna, Italy Name: Cleto Carlini Department: Head of the Mobility Department - Comune di Bologna Email: cleto.carlini@comune.bologna.it Website: www.comune.bologna.it www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Bremen, Germany Rapidly growing intermodal transportation Summary: Bremen is a leading EcoMobile city, with only 40% of commuters using cars or motorcycles. This can be attributed to Bremen s intermodal transportation developments. Bremen has a large car sharing system, improved biking infrastructure, and a public transportation system with a new S-bahn system as of 2010. Bremen sets goals high, on track to exceed In Bremen, 60% of trips are already made by sustainable means. In 2008, this 60% comprise 14% trips by public transportation, 20% walking, and 25% biking. An increase in this percentage is promising through expansion of existing public transportation and creation of new systems. The 2020 target strives to increase the biking percentage to 30% since a bike is ultimately the most plausible sustainable form of transportation. Focusing on intermodal passenger transportation systems sets a goal to reduce the dependence on the automobile as the main mode of transportation and increase use of public transport in order to decrease greenhouse gas emissions and fossil fuel consumption. Carsharing card allows for quick and efficient 24/7 rental Free Hanseatic City of Bremen Restructuring busy roads In the past few years, Bremen has improved conditions for walking and biking by restructuring wide roads that were formerly dominated by car traffic to have a wider sidewalk and a smaller road. With wider sidewalks, there is more room for walkers and safe, clearly-marked bike paths that do not interfere with pedestrian or automobile traffic. The housing areas have speed-limits of 30 km/h and almost all one-way streets here are opened for cyclists in contraflow direction. A growing car sharing system A car sharing system, where people can rent cars for short or longer periods of time, allows customers to access cars without having to own one. These rentals are often by the hour and are attractive to customers occasionally needing a vehicle or those who need a different type of vehicle than the one they own. Thirty-three new vehicles were added amongst nine new car sharing locations in the past year, making a total of 43 car sharing locations with 160 vehicles. As a result, the number of clients increased by 39%. As of 2010, of the 547,000 inhabitants of Bremen, 5,700 were car sharing customers. But Bremen is ambitious and intends to reach 20,000 customers by 2020. Car sharing has shown many positive impacts. People now can use the appropriate size cars for each trip, which has led to a downsizing of owned cars. In addition, customers are now able to use cars with higher emissions standards as they become available instead of keeping the same lower emission standards car for the life of the car. Another achieved benefit was that 1,500 fewer parking spaces were needed throughout the city, causing savings of 20-40 million for parking infrastructure.

Expansion and growth of public transportation In 2010, a new regional S-bahn system began operation. Four lines were created with a total of 35 stations. Trams are the backbone of public transport on the local level and contribute significantly to the annual ridership of more 100 million passengers (2010) in the city of Bremen. The tram network is under extension also into neighbouring communities and also using freight train tracks in mixed use. Public Transport uses low-floor-level and low-emission vehicles. Clean vehicles such as taxis, trucks, and buses have also been introduced. In January 2011, there were approximately 350 CNG (compressed natural gas) vehicles in Bremen that resulted in a 60% decrease in NOx emissions. There is a lower car mileage (around 500,000 km avoided per year) travelled due to higher use of public transportation and bikes. This decrease in car mileage has resulted in a reduction of 85,000 kg of CO2 emissions. Mobil.punkt stations around the city give residents access to a car on call easy to reach by public transport and bicycle Knowledge the crucial element Although travel behaviour in Bremen is highly EcoMobile, the percentage of car commutes is considered too high. In 1995, there was an average of 176 public transport trips per capita. This increased to 187 trips in 2010. Every year, Bremen invests in providing better access to information about schedules, routes, and fares in order to further increase the number of public transport users. Improved intermodal information systems are available on pre-travel (esp. Internet-based information for Public Transport, for cycling but also for taxi use etc.) and on-travel (Real-Time Passenger Information at stops and information in the PT vehicles). The website of BSAG is visited more than 500,000 times per month. Also, a prepaid 'BOB' card was introduced to attract non-frequent travellers whereas the season tickets have anyway their frequent users. The BOB-Card is a post-payment system that keeps track of a passenger s destination and stores this information in a database that automatically charges the customer s bank account upon zero balance. Up to now, the number of BOB Card users increased to more than 65,000 citizens. The mobil.punkt stations in the inner city neighbourhoods provide citizens with the supplement to public transport and the bicycle: the car on call. This type of integrated traveller service is an important element of our entire mobility strategy. Michael Glotz-Richter, City of Bremen Michael Glotz-Richter Bremen The City of Bremen is a commercial port and trade city on the Weser River in northern Germany. Bremen is the tenth largest city in Germany. The city has a population of 547,000 and an area of 400 km². The economy of Bremen has been dominated by trade and shipping. The city is also strong industrially with its shipbuilding and automobile industries. Bremen has been an ICLEI member since June 1992. Bremen has been a poineer city in EcoMobility for many years and developed the concept of car - free neighborhoods. Bremen, Germany Name: Michael Glotz-Richter, Sustainable Mobility Expert Department: Free Hanseatic City of Bremen Email: Michael.glotz-richter@umwelt.bremen.de Website: www.bremen.de www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Curitiba, Brazil A model of transit oriented planning Summary: Curitiba s urban development strategy is a model for cities around the world. Accessible public transportation is prioritized when choosing housing and commercial building locations. The public transportation system is exceptional in terms of its affordability for customers, the use of enclosed prepay stations, and the integration of transfer terminals. Curitiba paves way for sustainable communities Since the 1970s, Curitiba has integrated public transportation planning into the overall city plan. In 1972, Curitiba created one of the world s first pedestrian malls in order to reduce vehicle traffic in a busy area. Today, public transportation is the priority in Curitiba s long-term structural plan for urban development. High traffic areas such as shopping centers and high rise apartment buildings are conveniently located next to public transportation stations. This level of accessibility has reduced automobile dependence. Curitiba s long term plan promotes dense land use by developing the city along existing bus routes. Successful urban planning Bus-only lanes allow for less traffic interruptions Curitiba is regarded as an excellent example of Transit Oriented Development (TOD), which implies that residential, business and recreational areas should be built in high density areas and close to public transport stations. In addition, rather than promoting segregated zoning of land uses, TOD proposes land use mix to reduce the travel distances. By coupling the development of a pedestrian friendly community with an efficient low-emissions Bus Rapid Transit (BRT) system and lower car parking availability, Curitiba has successfully reduced the overall travel of its residents. Gerhard Menckhoff (GIZ) Breakthrough Bus Rapid Transit system The BRT in Curitiba has set an example for successful public transportation worldwide. The system currently contains 390 bus routes with 2,000 vehicles that are used for approximately 2.1 million passenger trips daily, nearly 50 times the amount of travelers 20 years ago. After its construction in 1974, the BRT gained an annual ridership of 2.3% of the population for over 20 years. Based on a survey of travelers, it is estimated that the BRT system has led to a reduction of approximately 27 million car trips every year, which translates to nearly 27 million liters of fuel saved yearly. The bus system has transformed into a mass transit system with features such as exclusive priority lanes, free transfers between routes, pre-board fare collection, information displays and traffic signal priority. The modal share of Curitiba is approximately 23% private vehicles, 5% motor bikes, 5% bicycles, 21% pedestrians, and 45% BRT. The BRT has a very high capacity, a necessary element given the size and expansion of the city. In one BRT lane, 10,000-20,000 passengers can be carried at one time, with a capacity of 40,000 passengers on busy roads. The BRT is used by 85% of Curibita s population.

Expansion and growth of public transportation Planning for Curitiba s next major project has already begun. New roads will be constructed near new residences and businesses, each with access to a new BRT route, the Green Line. For over 40 years, Curitiba has been able to successful integrate transportation and land-use planning. Such experience has also been a model for other large cities, particularly from emerging economies, which have decided to invest on BRT as the backbone of their public transport system. Curitiba has cooperated with private companies to develop buses which are adjusted to the needs of various types of transit routes. With the Green Line and the area along the train, we could add three million residents to Curitiba, all with great access to parks, bikeways, and public transport. At the same we can guarantee a high quality of life and preserve open space in the city and the countryside Luiz Hayakawa of the city s Urban Planning Institute Curitiba s bus system is efficient and accessible to all. The turnstiles to enter the bus create a prepay station to eliminate bus standing time. The buses are also handicap accessible with a lift to the turnstiles and a ramp from the turnstile to the bus. Gerhard Menckhoff (GIZ) Gerhard Menckhoff (GIZ) Curitiba s pedestrian streets provide a safer pedestrian environment, thus encouraging walking. In the downtown mall, walking is a preferable option. The City of Curitiba is the capital of the Paraná state of Brazil. Curitiba is the largest city and biggest economy in southern Brazil and the 8th largest city in all of Brazil. The city has a population of 1.9 million people within an area of 430 km². Curitiba s economy is based on industry, commerce, and services. Tourism is also an important industry in Curitiba. Two million tourists visit the city yearly. Curitiba was a founding member of ICLEI in 1992. Curitiba Curitiba, Brazil Website: www.curitiba.pr.gov.br www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Freiburg, Germany Successfully reducing automobile traffic Summary: Freiburg s long-lasting ambition to encourage sustainable mobility shows successes: Due to the affordable and convenient alternatives to car use, more than one third of Freiburg residents do not own a car. Latest statistics from 1999 indicate that 18% of all journeys within the city are done by public transport, 27% by bikes, 23% by walking and only 32% by car. EcoMobility since the 1960s - Freiburg s mobility history In the 1960s, when traffic congestion in Freiburg was at an all-time high, officials decided to not replacing the trams but to maintain and develop the tram system. This decision was different to many other German cities in which the vision of an automobile city resulted in enlarging the streets and reducing public transport infrastructure. Since these days much earlier than later sustainability debates - public transport is given priority within city development and trams build the backbone of the system. In Freiburg, it is mainstream to use public transportation and bikes. Investments are done in all systems constantly so they are kept modern. It is normal to find local leaders, business people, professors and sports idols in trams and on bikes, together with students, olderly people and others. How does it work? Freiburg is a leading city in terms of successful public transportation routes. City of Freiburg Public Transportation The tram system is constantly extended, new lines are built and existing lines are prolonged. In each city development public transport must be there first, is it in new housing areas or commercial zones. Trams are fast: they have mainly own tracks independent from car roads and they get automatic priority at traffic lights. 65% of Freiburg residents have a tram stop within 500 meters of their home. It s not only convenient to use public transport, it is also not expensive: As first city in Germany, Freiburg took over a model from Basel, Switzerland in the 1980s: An unpersonalized mobility card which can be used for one month by anybody. In 1991 a regional mobility company was formed and the card transferred into a Regio card which since then allows to use all local trains, trams and buses in a wider region. During weekends not only one but two people including their children may use the one card. In 2011, one out of five inhabitants of the region purchases such a card each month and 1,5 Mio monthly passes are sold per year. The secret of Freiburg s tariff approach is: offer public transport for low prizes, increase the services constantly, extend the use and thus become one of the cheapest but highly competitive systems in Germany.

Priority to Pedestrians Since the 1980s the city center remains open only to pedestrians, cyclists, buses and trams. The local economy has enormously benefited, unfortunately rents for centrally located stores are among the highest in Germany meanwhile. Since most of the city center is a pedestrian area, walking makes up 23% of all travels in Freiburg. The city promotes walking by reducing difficulties and delays. For example, the maximum waiting time at pedestrian crossings is sought only 30 seconds. In most parts of the city, the speed limit has been reduced to 30 km/h to make safer travel conditions for those traveling by bike and other means of EcoMobility. Increasing bicycle use When possible, trams do not share roadways with cars to improve timing and efficiency of routes. Freiburg became famous through its bikes. Since the 1980s, the use of bicycles has doubled in Freiburg. Currently, bikes account for 27% of all journeys. The city has over 400 km of bike paths and new bike fast lines are built to cross the city without stops, this also in expectation of the faster e-bikes. Significant investment has also gone into bicycle parking facilities. The city has 9,000 parking spaces for bike in the city center and at Bike & Ride locations at bus or tram stops. In 2011 the city council decided to set-up a by-law on bicycle parking which, among others requests that new buildings must offer bike parking facilities, an obligation which is well-known for cars. Impacts are obvious: living without a car is easy in Freiburg Due to the affordable and convenient alternatives to car use, more than one third of Freiburg residents do not own a car. Over the past 10 years, there has been a 100% increase in public transportation use. Every day, 200,000 residents make use of the system of four tram lines and 26 bus lines. Freiburg has the lowest automobile density of any city in Germany with 423 cars per 1,000 people. The increase of car trips in Freiburg over the last 15 years was only 1.3% while the total trips increased 30%. Public transport passengers have increased 53% and bicycle trips have risen by 96% since 1976. Axel Kuehn The City of Freiburg is located in southwestern Germany near the Black Forest with a population of 220,000 in the city and 615,000 in the region. The city is known for its university and for its advanced environmental practices. The main economies of Freiburg are public administration, university, electrical and medical engineering. Freiburg has been an ICLEI member since January 1990 and is the seat of the ICLEI European Secretariat. Freiburg, Germany Freiburg Bike office: Garten- und Tiefbauamt; gut@stadt.freiburg.de Website bike concept: http://www.freiburg.de/radkonzept General Information: Green City Freiburg Email: greencity@stadt.freiburg.de Website: www.freiburg.de/greencity www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Gävle, Sweden Smart choices require easy access the challenge of making mobility management a part of everyday life Summary: The entire trip, from door to door is an important issue for Gävle, the region and all of Sweden. The ability to travel comfortably and quickly, yet in an environmentally friendly way is important to travelers. In the Gävle area, this is an especially important issue because many of the inhabitants live in rural areas and/or commute long distances to cities in the region. City buses, commuter parking, bikes on the train, and other transportation solutions are essential to a well-functioning weekday. Valuing sustainable mobility in Gävle The Municipality of Gävle is focused on reducing local and global environmental impact from travel. The interest in this topic among politicians and senior officials is large and gives the issues weight. There are many in Gävle that think mobility management issues are important including, businesses, organizations, associations and educational associations, and they cooperate with the municipality. Collaboration is highly valued in the various projects that are under way, as the relationships that are created help to facilitate the long-term efforts for achieving the development of sustainable transportation in Gävle. The work will not only reduce impact on the climate, but will also provide improved health, increased safety, better air quality, noise reduction and more money in the end. It also has to do with streamlining the use of transportation and infrastructure. The purpose is to influence travel or transportation before it begins. Sustainable travel is a complement that allows new or existing technological solutions to be more effective. It can be seen as the software (knowledge, attitude and behavioral effects) that provides a better use of hardware (physical action). 40 Bicycles on Gavele Bridge, taking up much less space than 40 cars would. City of Gävle Biking the perfect method of transportation Biking as a method of transportation provides fast economic, environmental and health benefits. Gävle has long been known as a bike friendly city and in 1997 it received the award the Year s Biking City. Today, the city has over 200 km of bike paths and works continuously to make it even easier to travel by bicycle. A new bicycle plan for the entire municipality has been developed and each year a Bike Day is held in May together with businesses, organizations and associations. Other annual efforts to increase the interest in biking include Bicycle campaigns, competitions like the Gävle City Challenge, bike races, bicycle orienteering, bicycle pools, bike lanes and good facilities for dirt biking. The point is for people to choose the bicycle as a natural alternative, and by creating opportunities for enjoyment and new experiences it may also motivate people to increase their use of bikes in other contexts.

Influencing attitude and behavior change In terms of mobility management, the city is successfully working with both small and large projects that affect public attitudes and motivate changes in behavior. The project called Hållbar VarDag, (Sustainable Everyday Living) gives 70 Gävle families the chance to change their behavior and habits in an environmentally friendly direction over the course of twelve months. Focus areas include energy, food, travel and recycling. Throughout the year, the families meet in both small and large groups where they are given the chance to develop within these areas. When it comes to travelling, they have daily opportunities to try out public transportation, take part in the Bike Challenge, receive training in Eco Driving and the opportunity to test the ISA, Intelligent Speed Adaption system, in their private cars. The project is carried out in cooperation with a number of activities within the municipality. There are many students who are driven to school in Gävle. This phenomenon creates major problems for the traffic environment around the schools, as well as great uncertainty for the students who walk and bike. By making a school-commuting plan, schools in the municipality can improve road safety and encourage more walking and biking to school. Gävle also offers, on its website, all primary maps of schools and surrounding areas that highlight cycle routes, pedestrian crossings, etc. The idea is that schools should actively work with the map and add locations for safe drop-offs, bicycle racks, etc. Together with partners, Gävle has also developed a Web-based climate account where the citizens of Gävle can find out what effect they are having on the environment and get tips on how to reduce the impact. By filling in consumption fields in areas such as travel, lodging, food, recycling and shopping, residents will be able to determine how much greenhouse gas they emit per year and what they can do to reduce their environmental impact. Urban planning and the role of politicians in mobility management Community planning includes guidelines for the development of housing, utilities, communications, infrastructure and the environment. General plans, county transportation plans and municipal transport plans lay the foundation for the direction in which society develops. Politicians in the municipality are largely in control of the direction in which businesses operate and the investments that are to be made. This process leaves room for officials to be creative. During 2011, Gävle has been named the year s challenger municipality in the traffic and environmental organization Gröna Bilister category best improvement among Swedish municipalities within the area of environmental travel and transportation. Gävle also came in second place in the competition for the year s Electric Car Municipality 2011. The City of Gävle is the oldest city in the Norrland area of Sweden and is home to approximately 95,000 inhabitants. Gävle is the capital city of Gävleborg County. The city has a density of 1,644 per km² squared and covers a total area of 42 km². Gävle Gävle, Sweden Name: Bodil Dürebrandt Department: Sustainability Development Officer, The Municipality of Gävle Email: bodil.durebrandt@gavle.se Website: www.gavle.se www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Hangzhou, China The world s largest bike sharing program Summary: In May 2008, Hangzhou launched China s first bike sharing system to support a more EcoMobile transport system. Meanwhile, it became the world s largest bike share program. Residents and visitors may rent a bicycle and take advantage of the hundreds of kilometers of dedicated bike lanes. Start-up and regulation The bike share system in Hangzhou was designed, built, and funded by the local government in order to cover the last kilometer from the public transportation stop to the customer s destination or vice-versa. Several hundred million Chinese yuan (approximately 30 Million Euro) were invested at the start-up of the system. Strong local government involvement helps to ensure the financial sustainability of the bike share system, prevent vandalism, and improve the service level. How the bike rental works This municipally owned and operated the system which uses a card in conjunction with the city s bus system and parking. Over 80% of the rental stations in Hangzhou are unmanned Bicycle only lane in Hangzhou service stations. At one of these self-service kiosks, the customer inserts his or her card into the machine unit. Then, a bike is unlocked and the docking station flashes a green light. A deposit of 200 Chinese yuan (22 ) is then deducted from the card and the rental period has begun. To return a bike, the customer simply puts the bike in the open slot and places the card in the machine. The deposit is then returned and the rental period is over. The appropriate rental charge is then deducted from the card s balance. Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) A growing bike sharing community In May 2008, Hangzhou had 61 bike sharing stations with 2,800 bicycles. One year later, there were 640 stations with 16,000 bicycles. At the end of 2009, there were 2,000 stations with 50,000 bicycles and the system has since expanded to 2,200 stations with 60,600 bicycles. A station can now be found every 100 meters almost 3.6 bike stands per km2. Since its opening, the daily use per bicycle has increased from less than one ride to five rides. There are approximately 240,000 daily usages of the system, with the highest single day usage being 320,000 rides. Bicycle trips in Hangzhou account for 43% of all trips, and the city s bike sharing system is partly to credit for that. Daily bike sharing trips cover about 1,123,200 km. An automobile covering the same distance would produce more than 200,000 kg of CO2 emissions. Given these figures, and the goal of reaching 175,000 public bikes by 2020, there is potential for further greenhouse gas emission reductions.

Fee structure and business model Since many people use the system for the first or last kilometer of a trip, 96% of trips are under one hour, with an average ride time of 23 minutes. Three percent of trips are between one and two hours, 0.6% are between two and three hours, and only 0.4% are greater than three hours. Since bikes are free during the first hour of rental and most trips are under one hour, the bike system itself does not generate much revenue. Advertising on the bikes is the main source of funding. Since advertising revenues are large, bikes are available to customers at a very affordable rate. For a use of one to two hours, the fee is one yuan (0.11 ). For two to three hours, it is two yuan (0.22 ). After three hours, the fee is three yuan (0.33 ) per hour. A bicycle repair stand, Hangzhou Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) The fleet of public bikes and the daily trips per bike have been steadily growing in Hangzhou. Hangzhou is going to have 100,000 to 200,000 bicycles. The ultimate goal of public bike service is not only to solve the last mile to end a trip of citizens, but also the last 100 meters. Guoping Wang, former Secretary of Hangzhou Municipal Party Committee, 2009 Hangzhou The City of Hangzhou is a city in Eastern China, located on the Yangtze River 180 kilometers southwest of Shanghai. It is the capital city of the Zhejiang province. Hangzhou is made up of six central urban districts which make up 683 km² and are populated by over 2.2 million people. Hangzhou s economy is based on light industry, agriculture, textiles, medicine, and information technology. Hangzhou, China Department: Hangzhou Public Bicycle Operation Company www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES La Rochelle, France A leader in e-mobility policy Summary: Since the 1990s, car traffic in the periphery of La Rochelle has doubled. In reaction to this, the city has defined a long-term strategy for public transportation to ensure seamless intermodality between different transport networks and modes. La Rochelle is also developing car sharing stations, public roadside charging points for e-cars and other infrastructure required to achieve a more EcoMobile transportation policy.. The beginning of intermodal transportation For one day in 1997, La Rochelle banned greenhouse gas-emitting cars in the city center. Citizens, authority, and the media collaborated to ensure that the day was a success. This day marked the beginning of a new attitude in many European cities that cars were usually not required for passenger transport within the city. Subsequently, car traffic has decreased significantly within the city. However, traffic has increased outside the city. To combat the higher commuter level, the local government built new housing, office buildings, and public areas to bring citizens to the city center. Higher densities make it easier for people to rely on sustainable transportation modes. The public transportation network is also becoming denser and as a result, reaching more places and attracting more users. To further encourage public transport use and intermodality, the city is building more Park and Ride stations to connect a parking facility with public transit. La Rochelle is also synchronizing connections of an extended tram network to city bus routes. The introduction of the bike sharing system In 1974, La Rochelle initiated the first successful bicycle sharing system in France. By 2003, there were 300 shared bikes in use and Bikesharing station near public transportation encourages rental in La Rochelle 130 kilometers of bicycle lanes. In 2009, the system was refurbished and became fully automated with smartcards that are integrated into the public transportation system and accessible at all times. The new system began with 26 stations and 110 bicycles. In 2010 there were already 350 bicycles, 50 stations, 300 km of exclusive bike lanes, and 700 users of the system. The city is currently developing more bike paths to reach the goal of 800 km. Fred Le Lan La Rochelle invests in solar e-mobility In Electric shuttle boats that allow 300,000 passengers to cross the city channel each year are available on request yearround. Each boat can carry 30 passengers and accommodates bicycles on board. Electro-solar boats carrying up to 75 passengers are also available. Photovoltaic panels provide 20% of the necessary energy. The electro-solar system has seen a ridership of 200,000 passengers per year.la Rochelle has also invested in an electric car sharing service which shares the public transportation smartcard. The service is available around the clock at seven stations around the city and comprises 50 vehicles and 73 charging stations. These cars are typically rented for short duration uses, with an average trip distance of seven km.

Fee structure and business model The public transport smartcard can be used for local trains, buses, shuttle boats, bike sharing, car sharing, taxis, and Park and Ride. The integrated ticketing strategy in La Rochelle has successfully created a more efficient system for citizens to take advantage of the city s variety of transport modes. Information systems were key to enable such intermodal culture. For example, the city improved sign and schedule postings at stations, and provides users with real time information via SMS. La Rochelle created both a student travel plan and a business travel plan. The student travel plan includes 195 kilometers of pedestrian-only paths and 320 bicycles Carsharing station in La Rochelle available for students to rent on an annual basis. The business travel plan led to the development of the city s Park and Ride system and increased the frequency of public transportation for working times. These transport policies are successful in part because they provide customers with a variety of transport choices which are seamlessly integrated and that are available at modest prices. The result is visible through the decrease of car use shares from 57% to 50% over the last 13 years. Fred Le Lan La Rochelle has been for years an open place for experimentations in the field of advanced and clean transportation systems and has always adopted initiatives in the same spirit. Maxime Bono, Mayor of La Rochelle, 2011 La Rochelle The City of La Rochelle is located in Western France and is inhabited by 80,000 people. The city extends over 29 km². Located on the coast of the Atlantic Ocean and part of the region of Nantes, the city s main income sources are its harbors and the tourism. La Rochelle, France Name: Matthieu Graindorge Department: Urban Community of La Rochelle Email: matthieu.graindorge@agglo-larochelle.fr Website: www.agglo-larochelle.fr www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES London, United Kingdom London s bike sharing program is off to an encouraging start Summary: London launched its city bike sharing system, Barclays Cycle Hire, in mid-2010. A year later, over 6 million trips have been made with the system. The result is that the profile of bicycling has been successfully raised in London and the modal share of cycling has increased substantially, with 25,000 trips made daily on the shared bikes. Bicycle sharing systems Bicycle sharing systems are a way to reduce car dependency, minimize pollution, boost local economy and increase quality of life. Bicycle sharing systems play a key role in EcoMobility, either by encouraging Intermodality (as docking stations are often conveniently placed for transitions to and from public transport), or by providing the added flexibility of being able to pick up and ride anywhere without maintenance costs. As such, such systems make it easy for citizens to use a bike occasionally or for frequent short trips, and enable them to test the waters of city cycling with minimal commitment. The goal is that, citizens will become engaged in bicycle mobility in a more permanent way. London is among the cities that have implemented a bike sharing system. With 6,000 bikes at 400 Shared bicycles at a docking station in London docking stations throughout London, Barclays Cycle Hire (BCH) s first year statistics reported 6 million rides, only 12 thefts, and fewer than 100 accidents. A quick and promising bike-rental start in London London s system was implemented in 2010. In its first ten weeks of operation, over 90,000 users registered one million cycle rides. The system now has nearly 130,000 members and many casual users. Of the over six million hires that have now been made, nearly one million have been by non-members. Because of the fare structure, in the first three months of operation, 95% of journeys were under half an hour, earning Transport for London no revenue besides access fees but encouraging citizens to rent a bike. James Cridland The next bike is close With one station every 300 meters, users can pick up or drop off bikes conveniently near their destinations. The amount of bicycles available and the ubiquity of their placement in the city is a major factor in the success of the system: it is convenient. BCH stations, however, are usually not located next to train stations. As the greatest demand for shared bikes is from commuters who come to London by train, the rush for cycles in the vicinity of the main railway stations would be far too high. As such, BCH is not practical for work commutes. Another criticism of the system is that it does not enable transport to the suburbs. Though right now the BCH scheme is marketed for short journeys, there has been discussion of expanding the coverage of the system. This would enable more people to use the bicycles for more types of trips.

Marketing strategy The marketing of BCH has been a great success, with awareness of the scheme hitting 82% of citizens soon after its launch. BCH s marketing engages multiple target audiences, including cyclists, commuters, residents, and tourists. It is hoped that this will increase the modal share of cycling in London. When people become BCH members, they receive a welcome pack and enter a customer relationship management program to encourage continued use of the system. BCH is also marketed to be accessible, with online bicycle allocation and a smart phone app to locate available bicycles. Fee structure and payments Initially BCH required registration and membership fees to be paid in exchange for an electronic access key, A Barclays Cycle Hire bicycle but this was later changed to allow casual cycle hires by non-members with a valid credit or debit card. Access can be bought for periods of 24 hours ( 1.2), 7 days ( 5.8), or annual membership ( 51.8). Once an access fee is paid, a member can choose a period of time for using the a bicycle. To encourage short trips, the first 30 minutes of use are free. Beyond that, up to an hour costs 1.2, up to two hours costs 7, up to three hours costs 17.2, up to six hours costs 40.2, up to 24 hours (maximum) costs 57.5. The late return fee is 172.5 and the non-return fee is 345 Financial sustainability Of the first 1.4 million journeys made using BCH, only 72,700 earned any revenue, with 44% of the income coming from individuals who were charged late return fees. This indicates the popularity of the system for short trips, but poses a challenge for Transport for London. The scheme will have to grow substantially over the next few years in order to meet its estimated revenue projections. With an average income of only 3,876 per day from journeys, BCH administrators have acknowledged the necessity for the scheme to grow substantially over the next few years to meet its estimated revenue projections. BCH is investing another 29 million to expand the system into the western Boroughs of Hammersmith and Fulham in 2013. The system is also expanding eastward for the summer Olympics in 2012. I am determined to transform London into a city that cycles and where hundreds of thousands enjoy the elixir of using two wheels to get around the capital. London Mayor Boris Johnson The City of London is the capital city of England and the United Kingdom. It is a major global city and one of the world s largest financial centers. The city has a population of approximately eight million people and Greater London covers an area of 607 square miles. London has been very active in climate protection for many years and now also takes up the various challenges of adaptation to climate change. James Cridland London, UK. London Name: Katharina Kroeger Department: Transport for London Email: Katharina.Kroeger@tfl.gov.uk Website: www.tfl.gov.uk www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Lund, Sweden An ambitious city of ideas and innovation Summary: In July 2011, Lund Municipality was awarded recognition as Sweden s most environmentally sustainable city. An area of sustainability in which Lund is especially strong is transportation. The municipality of Lund has a highly developed environmentally adapted transport plan (abbreviated to LundaMaTs) that has been extended to develop the transport system to encompass environmental, economical, and social sustainability (abbreviated to LundaMaTs II). The plan represents a long-term effort to reduce car travel and increase the proportion who walk, cycle, or travel by public transport. Pedestrians Pedestrian traffic in a small city like Lund is especially significant. That is, with the right infrastructure, most trips could be made on foot as most things are within walking distance. Most transport demands can be met by walking. The city has already closed several streets and squares to car traffic, and several more are limited to bus traffic during certain parts of the day. Lund is already an attractive pedestrian environment, but project proposals for further improvement include a pedestrian traffic plan, improved accessibility for the disabled, an increased number of safe outdoor environments. Bicycle infrastructure Lund is already one of Europe s foremost cycling cities. The municipality has made efforts to improve cycling infrastructure to make cycling appealing. Further plans Lund Central Station Bicycle Facilities include additional bicycle infrastructure improvements, bicycle traffic safety campaigns, and working with private and public actors to develop new ways to increase cycling. In Lund, 43% of all trips are made by bicycle. There are 5000 bike parking spaces in the town, including a multi-storey facility at the central train station, and 160 km of bicycle paths. There has been no increase in car usage for the past 10 years, and the city has ambitions of decreasing car use. Decreasing car use and increasing transport safety Statistics of kilometers driven by car annually, per inhabitant were measured. In 2010 the figure was 2 percent lower than the previous year, meaning that motorists in Lund slightly decreased their car use. Measured by the lowest mileage by car per capita is Lund in 5th place in Sweden, just behind Stockholm which ranks 4th.Alternatives to private automobiles are plentiful, thus making it quite easy to travel without a car. In addition to the options of cycling and walking, there is an accessible bus system that connects approximately 400 bus stops with 11 bus lines. The bus fleet is run on compressed natural gas, with a few smaller busses using diesel fuel. Plans of introducing a tram network are currently underway, to allow for faster public transport with a greater passenger capacity. Lund is also well-connected to nearby Malmö, Sweden s third largest city, by train, bus, and bicycle path. Decreasing car use is also part of an effort to increase road safety, a measurement in which Lund ranks highly. Despite already being reputed as a city with high mobility safety, Lund has a vision of zero deaths and injuries from traffic. In the past 10 years, the city has halved the number of deaths and injuries from traffic accidents. Hana Peters

Using technology to encourage reevaluation of modal choice A new internet service is now available to people who wish to review their everyday travel choices. The online application allows people to compare different vehicles based on cost, time, environmental impact, and physical enrichment. The map uses a service known as the Open Street Map, a wiki map, where users constantly contribute by updating the content to improve its accuracy. Over time, the map becomes more and more refined. Plans for continuing and increasing EcoMobility Certain streets in Lund are closed to car traffic, allowing only busses and taxis as motorized vehicles on the streets. While Lund is already an outstanding example in many respects, the city continues to strive for higher levels of excellence in the field of sustainable transportation. These efforts are exemplified in the LundaMaTs II plan, which takes a broad approach and incorporates innovative interdisciplinary perspectives. The six areas within which concrete measures are orga nized: urban planning, pedestrian traffic, bicycle traffic, public transport, road transport, and commercial trans port. Projects included in the action plan are: a pedestrian traffic plan, physical accessibility, coordinated goods transport, intelligent transport systems, and dozens more. These projects are intended as steps to reach the conditions that must exist (management, planning, implementation, follow up and co operation) to meet the plan s vision and targets for sustainable transportation. Citizen awareness and involvement As a university city with a high proportion of young people, youth involvement is often directed at environmental issues, with students organizing awareness-raising campaigns, or working with the city government to improve local sustainability. Lund is also home to a number of high tech companies and manufacturers, whose attention to sustainability can have a great impact. Hana Peters The City of Lund is located in southern Sweden and has a population of approximately 82,800 people. It is one of the oldest cities in presentday Sweden, founded around the year 990. It is also home to Lund University, one of Scandinavia s largest institutions for education and research. The city has a density of 3,215 inhabitants per km squared and covers a total area of 25.75 kilometers squared. Lund Name: Christian Ryden Department: Lunds kommun Email: christian.ryden@lund.se Website: www.lund.se Lund, Sweden www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Portland, Oregon, USA A leader in sustainable development in the United States Summary: Though the primary mode of transportation for Portland residents is single-occupancy car trips, initiatives by the local government have increased information on alternative transport modes. Approximately 8% of Portland commuters travel by bicycle, which is ten times the national average and the highest proportion of any major U.S. city. Shifting the pattern in the United States 75 % of Portland residents commute by private vehicle, 12% by public transit, 8% by bicycle, and 5% walk. According to a Portland study, people who live in pedestrian-friendly neighborhoods make four times as many walking and biking trips, three times as many public transit trips, take overall fewer car trips, and drive fewer miles than those in neighborhoods without walking infrastructure. The United States has been associated with high levels of automobile use, but Portland is overcoming that pattern by developing successful public transportation systems and increasing the quality of life in the city center. As a result, Portland residents travel approximately 17% fewer miles than the national average. Light rail system leads to urban development During the 1970s, there were plans to build an expressway through the city of Portland. The community collaborated to have a light rail system for public transit built instead. The introduction of this light rail led to an increase in the number of trips to the city center. The downtown area grew from 5% of the city s total retail to 30% because houses and businesses Portland By Cycle rides help people new to cycling get experience they need on the were built where parking lots would otherwise have been needed. The city roads has now developed a plan to control outward growth and redirect it towards the city center by ensuring that 85% of all new growth is within a five minute walk of a transit station. SmartTrips gives residents information for smart travel In 2002, Portland introduced an initiative called SmartTrips, which aims to reduce drive-alone trips in private vehicles and to increase awareness and raise acceptability of public transportation and cycling. Upon request, residents receive a variety of materials for a program of a chosen mode of transportation. Portland By Cycle is one of these programs. This kit includes a bicycle map of the city and of the resident s neighborhood, a Portland By Cycle Guide with bicycle tips and rules, workshop schedules, a Women on Bikes brochure, a coupon booklet for local businesses, and a t-shirt or umbrella. On request, an Oregon Bicycling Manual, a City of Portland downtown bicycling map, and a bicycle helmet brochure can also be ordered. Group rides and classes are held so infrequent cyclists can tour parts of the city and learn the best ways to get around on bicycle. A clinic is also held for women on bicycle handling skills, basic maintenance, and how to shop by bike. Thirty percent of area residents have either ordered SmartTrips materials or participated in an event or activity. SmartTrips projects have yielded an annual reduction in drive-alone car trips of 9 to 13%, which translates to a reduction of carbon emissions of 19 million pounds. City of Portland

An increase in bicycle commuters Since 1991, Portland has invested $57 million in bicycle infrastructure. Consequently, the city has witnessed a 10% increase in bicycling every year. The number of workers commuting by bicycle increased 608% between 1990 and 2008. Bikeways have increased 297% from 79 miles in 1991 to 314 miles in 2010. Portland has improved safety for bicyclists by installing colored bike lanes on busy roads and designating right of way to a commuter on bicycle. In the next decade, the city plans to invest $100 million with a goal of achieving a bicycle modal share of at least 20%. Vision for 2040 The city has also established an urban growth strategy that outlines plans for focusing growth in concentrated neighborhoods near public transit stations. Portland aims to reduce vehicle-miles traveled per resident in the metropolitan area by 10% in 20 years and 20% in 30 years. In order for this to be feasible, the city will improve connections of pedestrians and bicyclists to public transit and build more communities focused on public transit. Portland SmartTrips consists of many programs promoting EcoMobility City of Portland Success is the trip not taken. Sam Adams, Mayor of Portland Portland The City of Portland is the most populous in Oregon and the third most populous in the Pacific Northwest. The city has a population of 585,000 and the metropolitan area has an estimated population of 2.3 million. The major economic activities in Portland are manufacturing, high technology, and services. Portland is an ICLEI member since July 1991. Portland, USA Name: Linda Ginenthal, Program Manager Department: SmartTrips Email: linda.ginenthal@pdxtrans.org Website: www.portlandonline.com/transportation/index.cfm?c=43801 www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Seoul, Republic of Korea An efficient bus rapid transit integrated with the subway system Summary: Public transportation accounts for nearly 65% of all trips in Seoul. Bus trips account for nearly 30%, and the subway for 35%. The frequent use of public transportation is due to the major transformations that the system has undergone in the past decade, namely the profound improvement of the bus system and its integration with the city s subway system. A bus system that needed a tune up Prior to the system s reform in 2004, Seoul s bus service was managed solely by private bus companies. The Seoul Metropolitan Government (SMG) was only responsible for creating uniform fares. The private companies made their own routes and schedules. In order to maximize profits, bus companies created routes that they considered commercially sustainable. Since profits were dependent on the number of passengers, these routes were often indirect and overlapping. The service frequency was unnecessarily high in some locations and too low in others. The system was inefficient and chaotic. The speed and reliability of the bus system needed to be improved and the integration with other bus routes and the metro system needed to be created. Post-reform service Buses in traffic in Seoul Seoul s bus system is now operated by the Seoul Metropolitan Government. A bus rapid transit system, which provides faster, more efficient service than the original bus system, was created, with four primary sets of routes servicing the city. One line connects suburban areas to downtown. Another connects major subway stations or bus terminals outside the city. A third line is an express bus connecting downtown and the metropolitan area. A fourth line circles downtown, stopping at railway stations, tourist areas, and shopping centers. To make the routes easy to understand, the route numbering was also restructured. Areas in Seoul were given specific numbers zero through seven. Route numbers now indicate first the origin, then the destination of the route. To make the new system more efficient, buses now receive traffic signal priority at intersections. Previously, the bus system only consisted of curbside lanes. Median bus lanes were created to allow for smoother traffic flow for buses. The bus system now includes 74 km of median lanes and 294 km of curbside lanes. To make this new network more environmentally sustainable, the SMG plans to convert over 7,000 of the diesel buses to natural gas to significantly reduce pollution and emissions in the city. Lloyd Wright (GIZ)

Integration of bus and subway systems Seoul has one of the busiest subway systems in the world. Fourteen routes service more than 8 million passengers per day. In order for public transport to be a viable option for most of Seoul s population, the bus system and subway systems needed to be interconnected. Intelligent transport technologies were introduced to create seamless transitions between transport modes. The SMG hired mathematicians to coordinate the subway and bus schedules into one timetable while taking into account car traffic patterns and schedules. GPS units were installed on each bus, allowing a centralized command center to receive real-time information to display on screens at stations, over the internet, or on mobile phone applications. This allows passengers with transfers to accommodate for delays and change their route if necessary. A contact-less smart card was also introduced. The card can be used for the bus system and the metro and allows for free transfers within 30 minutes. The smart card minimizes dwell time at stops due to reduced cash payments. Also, the fare charged with a smart card is always lower than the cash fare. Measurable Success From 2004 to 2008, ridership of the bus system increased by more than 15%. In 2008, the bus system transported nearly 5 million people on 400 routes each weekday. Average bus speeds have increased with the introduction of median bus lanes and the average daily revenues increased from 248 in 2004 to 353 in 2008. This new transportation network led to a decrease in CO2 emissions, NO2 emissions, and particulate matter of 35%, 20%, and 40%, respectively. A blue bus connecting suburban areas to downtown Seoul. Lloyd Wright (GIZ) Our greatest technical challenges involve integrating systems with those of other provinces and changing legacy systems according to the standards. Soojin Lee, City Transportation Headquarters, Seoul The City of Seoul is the capital and largest city of the Republic of Korea. The city has a population of nearly 10.5 million people and a density of over 17,000 people/km². The Metropolitan area of Seoul has 29.5 million residents. Seoul s main economic activities are commercial, manufacturing, and administration. Seoul is an ICLEI member since April 1999. Seoul Seoul, Republic of Korea Website: www.english.seoul.go.kr www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Stockholm, Sweden Congestion tax and public transit decrease traffic volume Summary: With an expected population rise of 200,000 inhabitants between 2000 and 2030, Stockholm is committed to creating a sustainable community and reducing CO2 emissions to zero by 2050. Reducing traffic and replacing fossil fuel-run public transport vehicles with ones that run on renewable energy shall help to reach this goal. Furthermore, following the introduction of a city congestion tax, the city has decreased the trips to the inner city by 15-20% which also contributed to the CO2 reduction goal. Congestion tax decreases overall traffic in city center In 2003, the local government agreed to a trial period of a congestion tax aiming to reduce congestion and improve the accessibility and quality of life in the city. The trial period took place from January to July 2006. Following the trial, a referendum and city vote made the congestion charge permanent. The congestion charge has reduced traffic in the city center by 15%-20% or approximately 100,000 trips. Travel times have reduced 30-50%. CO2 emissions have, however, decreased by far less since there has been a slight increase in the suburbs. The congestion charge also created an incentive for residents still choosing to travel by car to buy vehicles powered by renewable energy since they are exempt from charges. These vehicles now make up 40% of the market share. Toll Fare Schedule, Stockholm Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) A reliable public transportation system Stockholm s public transit network consists of three metro lines, three shuttle trains, two local train connection lines, three light rail lines, 17 bus routes, and an inner-city boat. A single ticket system is valid for all systems throughout the city. The city has coordinated schedules between all modes, to minimize waiting time. The central train station is the hub where all public transport lines meet. The terminal provides real-time information for all lines. With constantly updated information, transitions between modes can be made efficiently. At all end stops on the rail lines, there is a Park and Ride station so people living outside the city can get to the city with their car, but can use public transportation within the city to save money and energy.

A world leader in sustainable transport In Stockholm s city center, 62% of trips are made on foot and 6% by bicycle. In the past decade, the number of bicycles has increased by 75%. Twenty-five percent of trips in the city center are made by public transport, but the figure rises to 78% during rush hour periods. By the end of 2011, half of the public transport fleet vehicles will run on renewable energy. Currently, all rail traffic is powered by hydropower and wind energy. Thirty percent of the city buses are powered by renewable energy. Transportation sector helps decrease CO2 emissions in Stockholm The emissions have decreased from 5,4 tonnes CO2 e/ cap in 1995 to 4 tonnes in 2005 and will reach 3 tonnes by 2015. The reductions per capita are mostly a result in lower emissions, but also of the growing population (even though they require transport Cars arrive at an automated license plate scanning location while entering the city center and new dwellings). The main source of reduction is the increased proportion of the dwellings connected to the district heating system. 75% of all building space is connected and only 20% of the fuel used is fossil. As for transport the emissions also have decreased. For example, between 2000 and 2005 the population grew by 5 % but the emissions decreased. The public transport in the inner city runs on renewables, the sales of clean cars has been stimulated so that 40 % of all new cars sold are biofueled, electric or low emitting conventional vehicles (<120g CO2/km). Cycling has also doubled during the past decade and will be even further stimulated in the new budget proposal. Stockholm s polycentric development Focusing urban development near transit stations has been a priority in Stockholm. Along these stations, the city is broken up into many compact, self-sufficient districts that contain homes and a wide variety of businesses. These districts are mixed-use, with workplaces and shops built close to residential areas. All housing is less than 500m from a transit station and there is a bus-rail interchange in each community. A drawback to this system is that smaller satellite centers cannot contain the diversity of a large city center. This is compensated by good transit connections in each district as well as the network of footpaths and bicycle paths linking sub centers. Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) Stockholm, Sweden Stockholm The City of Stockholm is Sweden s capital and most populated city. It is also the most populated urban area in Scandinavia. Stockholm has a population of 850,000 people within 188 km². The metropolitan area has a population of 2.1 million people in an area of 6,520 km². There is very little heavy industry in Stockholm, making it one of the cleanest metropolises in the world. Stockholm has been an ICLEI member since December 1991. Name: Gustaf Landahl, Head of Department Department: City of Stockholm, Environment and Health Administration Email: gustaf.landahl@stockholm.se Website: www.stockholm.se www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011

EcoMobility PRIORITY FOR ECOMOBILITY IN OUR CITIES. A SERIES OF LOCAL STORIES Vancouver, Canada Increasing intermodal EcoMobile transport methods Summary: Typical of most major metropolises, Vancouver has no freeways into or through its downtown area. In 1960, plans for a city freeway were rejected by an alliance of citizens and community leaders. Vancouver s urban development has since been focused on significantly reducing car use. Shifting Vancouver towards sustainability Growth in Vancouver s public transit ridership is exceeding all other major Canadian cities. Transit ridership has increased 52% for the Vancouver region over the last 10 years. The modes of transportation include buses, community shuttles, ferries, commuter rail, and an automated rapid transit system known as SkyTrain. Vancouver s bus service consists of trolleybuses, hybrid compressed natural gas (CNG), and conventional diesels that serve the entire city. The buses are in various sizes including small community shuttles, conventional and articulated. Cyclists in Vancouver Some routes have dedicated lanes, which improves their efficiency. Buses are bicycle and wheelchair-accessible and run on renewable energy. The downtown streetcar links high-activity areas in the city with other transit modes. The SkyTrain, which consists of three lines of automated trains, is the world s longest automated light rapid transit system. The SkyTrain led to the development of multiple dense urban centers. The system runs mainly on hydroelectric energy, thus reducing its ecological footprint. Cycling: Vancouver s fastest growing transport mode Vancouver promotes biking as a safe, convenient, and healthy mode of transport. The city intends to integrate the bicycle network with the current transportation network to reduce traffic congestion. Vancouver has over 400 km of bike paths throughout the city. Nearly 60,000 trips (approximately 4%) are made every day on bicycle. In the downtown area and surrounding neighborhoods, this modal share is roughly 11%. Together, biking and walking account for nearly 50% of all downtown trips. More than 3,500 residents commute to work downtown by bicycle each day, an increase of 70% during the last decade. Half of all Vancouver residents commute less than five km to work and 80% commute less than 10 km. These short distances are ideal for biking. The Central Valley Greenway saw almost 2,000 cyclists per day were using this route within one month of its opening in 2009. Anna Bryukhanova

Walking: Vancouver s top priority Seventeen percent of all trips taken in Vancouver are made by pedestrians. Still, the city plans to increase the modal share of walking by making streets easily accessible and safer for pedestrians. The city maintains more than 2,100 km of sidewalks and urges communities to make their sidewalk areas more appealing to walkers by decorating them and planting flowers. The city also maintains greenways for pedestrians and cyclists that connect parks, historic sites, communities, and retail areas along the waterfront and through nature sites. They provide alternative ways to travel through the city and create an enriched natural city experience. There are currently 90 km of greenways, with more being developed. The largest is Central Valley Greenway, a 25 km route in the city which links 11 SkyTrain stations, 23 bus routes, 16 bicycle routes, and 11 other greenways. Fee structure and business model Vancouver has a ten part goal of becoming the world s greenest city by 2020. One of these goal areas involves transportation. In the last 15 years, the city s population increased 18% and commutes by 16%, but the number of daily vehicles entering the city continues to decline. There are two main goals of this initiative. The first is to achieve over half of all trips in the city by walking, bicycling, or public transport. The second of these goals is to reduce the average distance driven by vehicle per resident by 20%. To assist in meeting these goals, the city has allocated over $12 million (8.4 million ) per year for cycling paths and other transportation projects. Vancouver is a dense city with no highways cutting across. Monika Zimmermann Vancouver Vancouver, Canada The City of Vancouver is one of Canada s main port cities. The city has a population of 640,000 people in an area of 115 km², while the metropolitan area has a population of 2.3 million people. This makes Vancouver the third metropolitan area in the country.vancouver is one of Canada s largest industrial centers. Port activity generates much of Vancouver s GDP (gross domestic product). Mining and forest products are also a major part of Vancouver s economy. Furthermore, Vancouver has an ambitous plan to become one of the greenest cities in the world. Vancouver has been an ICLEI member since April 1993. Name: Michael Shiffer Division: Vice President, Planning and Policy, TransLink Email: michael.shiffer@translink.ca Website: www.translink.ca www.iclei.org/casestories ecomobility@iclei.org www.iclei.org/ecomobility Local EcoMobility stories are produced by ICLEI Local Governments for Sustainability in cooperation with the featured cities. The media are free to use the content of this case story, giving reference to ICLEI. www.iclei.org/ecomobility/cases - October 2011 ICLEI e.v. 2011