TRANSFORMING

EUROPEAN

METROPOLITAN

REGIONS

Smart mobility

for better liveability

SMART-MR: Sustainable Measures for

Achieving Resilient Transportation in

Metropolitan Regions

SMART-MR: Sustainable Measures for

Achieving Resilient Transportation in

Metropolitan Regions

TRANSFORMING

EUROPEAN

METROPOLITAN

REGIONS



Smart mobility

for better liveability

Editor: Janez Nared

Ljubljana 2019

This publication is a result of the

Interreg Europe SMART-MR project,

co-financed by the European

Regional Development Fund and the

Norwegian funding.

The content of this publication solely

reflects the authors’ views, and the

programme authorities are not liable

for any use that may be made of the

information contained herein.

The whole or any part of the content

of this publication may be quoted,

reprinted, or reproduced with citation

of the publication and the project

SMART-MR.

TRANSFORMING EUROPEAN

METROPOLITAN REGIONS

Smart mobility for better liveability

© 2019, ZRC SAZU and SMART-MR partners

Editor: Janez Nared

Editorial board: Irma Karjalainen, Per Kristersson, Renzo

Liburdi, Janez Nared, Roberto Pomettini

Reviewers: David Bole, Matej Gabrovec, Jernej Tiran

Authors: Liv Maren Bjørnstad, Annabella Bucci, Katja Butina,

Balázs Fejes, Francesco Filippi, Karin Fossheim, Klemen

Gostič, Aino Hatakka, Helge Jensen, Irma Karjalainen, Per

Kristersson, Ruth Lamas Borraz, Renzo Liburdi, Birte Adelaide

Mobraaten, Janez Nared, Giampiero Orsini, Maaria Parry,

Roberto Pomettini, Nika Razpotnik Visković, Daniela Ribeiro,

Carmo Tovar, Pia Tynys

Photos by: Grisha Bruev/Shutterstock, City of Helsinki/

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Ecuadorpostales/Shutterstock, Iakov Filimonov/Shutterstock,

Matjaž Geršič, Klemen Gostič, Marc Iglesias Perez, Per Kris-

tersson, Ljubljana Cyclists’ Network, Conor Luddy/Unsplash,

Janez Nared, Simon Nyírő, Dávid Nyitrai, Miha Pavšek, Robert

Ramos, Alexander Reshnya/Shutterstock, Gregor Steklačič,

Tupungato/Shutterstock, Popova Valeriya/Shutterstock, Kai

Widell, Zavod Sopotniki

Kataložna zapisa o publikaciji (CIP) pripravili v Narodni in univerzitetni knjižnici v Ljubljani.

Copyediting by: Donald F. Reindl

Cover design by: DBP-studio, Darja Brečko Poženel

Printed book

Design by: DBP-studio, Darja Brečko Poženel

ISBN 978-961-05-0161-9

Issued by: ZRC SAZU Anton Melik Geographical Institute

Represented by: Matija Zorn

COBISS.SI-ID=298773248

Published by: Založba ZRC

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Print run: 1,000 copies, first edition, first print run

Cover photo: Chasdesign/Shutterstock, Jacek Dylag/Un-

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The first e-edition of this volume is freely available at:

https://zalozba.zrc-sazu.si/p/1547

5

CONTENT

1

INTRODUCTION 7

2

THE SENSE OF URGENCY: THE CLIMATE IS ALREADY CHANGING

9



2.1 Immediate actions and tightened climate targets are needed

9



2.2 Transition in transport systems provides an opportunity for a low-carbon future

11



in metropolitan regions

3

JOINING FORCES TO FACE CLIMATE CHANGE IN METROPOLITAN REGIONS

13

4

CREATING A VISION AND STRATEGY

17



4.1 European mobility planning tools and documents

17



4.2 Common vision as a driver of strategies

18



4.3 From a vision to strategies

19

5

COMMUNICATING A VISION AND EMPOWERING NEW HABITS

21

6

PAVING THE WAY TO LONG-TERM EFFECTS

25



6.1 Regional mobility planning

25



6.2 Low-carbon logistics

28



6.3 Transport management and sharing solutions

30



6.4 Development of and around transport nodes

33

7

GENERATING SHORT-TERM WINS

39



7.1 Regional mobility planning

39



7.2 Low-carbon logistics planning

41



7.3 Transport management and sharing solutions

43



7.4 Development of and around transport nodes

47

8

INTEGRATING MEASURES TO BUILD BETTER LIVEABILITY

51



IN METROPOLITAN REGIONS

9

POLICY RECOMMENDATIONS

57



9.1 Policy recommendations at the EU and the Interreg Europe programme level

57



9.2 Policy recommendations at the national level

57



9.3 Policy recommendations at the regional and local levels

59

10

MAKING THE SHIFT TOWARD BETTER LIVEABILITY IN METROPOLITAN REGIONS

62

11 SOURCES 67



Conor Luddy, Unsplash





7

1 INTRODUCTION

Transportation in urban areas, particularly

ten project partners from eight metropolitan

metropolitan regions, generates congestion

regions (Oslo, Gothenburg, Helsinki, Budapest,

and vast greenhouse gas emissions, and thus

Ljubljana, Rome, Porto, and Barcelona) have

imposes enormous challenges upon authorities shared their experience in transport and in providing healthy living conditions and a

mobility planning by holding seven topically

supportive environment for businesses. Thus,

interrelated workshops. The goal of this

the overall objective of the SMART-MR project

publication is not to present all of the project

was to support local and regional authorities

results. It only focuses on the main lessons

in improving transport policies and providing

learned during the seven workshops. They are

sustainable measures for achieving resilient

presented by following the Eight-Step Process

low-carbon transportation and mobility in

for Leading Change (Kotter 1996; Table 1).

metropolitan regions. To tackle this issue,

Table 1: Kotter’s steps and chapters in this publication.

Kotter’s steps for leading change





Chapters in this publication


Establishing a Sense of Urgency


2 The Sense of Urgency:

The Climate Is Already Changing

Creating the Guiding Coalition

3 Joining Forces to Face Climate

Change in Metropolitan Regions

Developing a Vision and Strategy

4 Creating a Vision and Strategy

Communicating the Change Vision

5 Communicating a Vision and

Empowering New Habits

Empowering Employees for Broad-Based

6 Paving the Way to Long-Term Effects

Action

Generating Short-Term Wins

7 Generating Short-Term Wins

Consolidating Gains and Producing

8 Integrating Measures to Build Better

More Change

Liveability in Metropolitan Regions

9 Policy Recommendations

Anchoring New Approaches in the Culture 10 Making the Shift toward Better Liveability in Metropolitan Regions

The starting point of the publication is

climate change impacts, improve mobility, and

climate change and the challenges it poses to

enhance liveability.

metropolitan regions. By following available

knowledge and our own experiences, we define To facilitate reading, we have highlighted participatory planning as an effective tool for

the main messages alongside the general

joining forces in countering climate change,

text and provided informative figures and

whereas creation and communication of a

boxes that support the main messages with

vision and strategy are logical following steps.

practical experiences from the participating

Focused on mobility and land-use planning, we

metropolitan regions.

present short- and long-term wins in mobility

planning, low-carbon logistics, transport

The main message we wish to deliver is that

management, and the sharing economy, and

alternatives to current unsustainable modes

the development of and around transport

of behaviour already exist; what is missing is

nodes. By acknowledging the importance of

a willingness to make a change. It is hoped that

integrated planning, we present activities and

this publication will help everyone make

policy recommendations that can be combined

a decisive step.

uniquely in each metropolitan region to reduce



8

Ljubljana Cyclists’ Network





9

2 THE SENSE OF URGENCY:

THE CLIMATE IS ALREADY CHANGING

Climate change

There is a strong message from scientists to

growth will concentrate in urban areas and

challenges need to

every one of us: our planet is warming because further transform metropolitan regions.

be addressed now!

of human -induced greenhouse gas emissions

Sustainable growth thus requires knowledge

(Figure 1). This trajectory will affect humanity in

of how to develop metropolitan areas, densify

many ways: primarily through water shortages,

urban structure, and enhance sustainable

reduction of areas suitable for food production, mobility in metropolitan regions. These the impacts of natural hazards, rising sea levels, challenges must be considered while designing climate-induced migration, and various kinds of response strategies. We need to accelerate our effects on health. At the same time, population

efforts to reduce emissions now.

Figure 1: Temperatures have risen considerably since 1950 and will continue to increase in the future (NASA 2019).

Land-Ocean: Global Annual Mean

(degrees Celsius - base period: 1951–1980)

4.5

4

3.5

3

2.5

2

°Celsius 1.5

1

0.5

0

-0.51950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 2060 2070 2080 2090 2100

Year

Annual mean

Linear (Annual mean)

Polynomial (Annual mean)

The challenge is to

2.1 IMMEDIATE ACTIONS AND TIGHTENED

Examining CO emissions per capita shows the

have a common

2

CLIMATE TARGETS ARE NEEDED

great differences between developed countries’

understanding that

fast actions are needed.

responsibility for climate change and that of

The international community committed to

the developing countries. Due to their standard

halting global warming below 2 °C and pursuing of living (Figure 2), Europeans have a larger efforts to limit the temperature increase to only per capita carbon footprint than those living in 1.5 °C in the Paris Agreement (2018), which is

low-income countries. Therefore, Europeans

the first ever legally binding and global climate

should also be in the lead in reducing their

deal. Although national governments are the

emissions. This is not a mission impossible:

signatories of the Paris Agreement, they also

Europeans have better access to climate-

recognize the role of cities, regions, and local

smart technology, the means to cooperate and

authorities in addressing climate change. Non-

share knowledge, and democratic decision-

party stakeholders are also invited to scale

making processes. The challenge is to create a

up and support actions to reduce emissions

common understanding of how to transform

and promote regional and international

the international goals into national and local

cooperation in tackling climate change.

goals and actions.

10

Figure 2: CO emissions per capita versus gross domestic product per capita in 2014 (Ritchie and Roser 2018a).

2

CO emissions per capita vs GDP per capita, 2014

2

Carbon dioxide (CO ) emissions per capita, measured in tonnes per person per year, 2

versus gross domestic product (GDP) per capita, measured in 2011 international-$.

log

Qatar

Trinidad and Tobago

Kuwait

United States

Canada

Russia

10 t

China

Japan

Singapore

Poland

Belgium

Norway

Mongolia

United Kingdom

Ukraine

Venezuela France

Iraq

Switzerland

Mexico Portugal

Uzbekistan Brazil

India

Tunisia

Indonesia

Panama

North Korea

Syria Kyrgyzstan

Costa Rica

Namibia

Angola

2 emissions

Moldova

Lesotho

O

1 t

Pakistan

Sri Lanka

Zimbabwe Djibouti

Senegal

Nigeria

Tajikistan

Africa

Bangladesh

Asia

Mozambique

Kenya

Laos

Europe

Per capita C

Tanzania

North America

Liberia

Guinea

Burkina Faso

Oceania

Ethiopia

South America

0.1 t

Niger

Mali

Democratic Republic of Congo

Chad

Burundi

$561

$1,000

$10,000

$100,000

GDP per capita (2011 int-$)

log

Source: Global Carbon Project, Maddison (2017) OurWorldInData.org/co2-and-other-greenhouse-gas-emissions/ • CC BY-SA The transport sector

The EU has set three key targets for 2030.

far the biggest source of CO emissions. Aiming

needs to reduce its share

2

There should be at least a 40% cut in

to ensure that Europe remains competitive

of emissions by being

more effective.

greenhouse gas emissions from 1990 levels,

and able to respond to the increasing mobility

a 27% share of renewable energy, and a 27%

needs of people and goods, the European

improvement in energy efficiency.

Commission (2016) has adopted a strategy for

low-emission mobility. The main elements of

The transport sector represents nearly

this strategy are built around increasing the

a quarter of Europe’s greenhouse gas

efficiency of the transport system, promoting

emissions (Figure 3). There has not been

multi-modality, the deployment of low-emission

a gradual decline in its emissions, as has been

alternative energy, and moving toward

made in other sectors. Emissions from the

zero-emission vehicles. The objectives of the

transport sector started to decrease only in

strategy can further be supported through

2007 and they remain higher than in 1990.

smart mobility planning and by decreasing

Within the transport sector, road traffic is by

the need for mobility.

Figure 3: Share of EU greenhouse gas emissions by source, 2015 (Shedding light … 2018).

8%

3%

30%

Energy industries

10%

Fuel combustion by energy users (excl. transport)

Transport

Agriculture

Industrial processes and product use

Waste

Source: European Environmental Agency, https://ec.europa.

eu/eurostat/cache/infographs/energy/images/pdf/pdf-energy-

eurostat-2018.pdf

24%

25%





11

Land-use planning must

2.2 TRANSITION IN TRANSPORT SYSTEMS

it is necessary to plan and build cities in such

support effective mobility.

PROVIDES AN OPPORTUNITY FOR

a way that everyday life is as climate-friendly as

A LOW-CARBON FUTURE IN

possible for everyone. The urban environment

METROPOLITAN REGIONS

should support choices to reduce the carbon

footprint (Figure 4). Housing, services, and

Increasingly more people choose to live in

especially transportation infrastructure should

urban areas because of the wider choice of

be made climate-smart, starting at the planning

livelihoods and access to better services.

and development stage, as well as during the

However, not all of them are aware of the

implementation stage, well before the area is

global challenge of climate change. Therefore,

fully occupied.

Figure 4: Greenhouse gas emissions from transport in the European Union (million tonnes of CO equivalent; Greenhouse gas … 2018).

2

1200

1000

800

600

400

200

0

Transport including aviation

2030 Transport target

2050 Transport target

Transition to a low-carbon

Transport systems are currently in a transition

area, and lead to positive health effects. It will

mode is necessary, and

phase. Many cities are already doing much to

also affect personal finances by reducing

cities should take a lead.

reduce car dependency by adopting policies

car ownership.

aimed at reducing car use, and promoting the

use of public transport, walking, and cycling.

By creating low-carbon transportation and

The ramifications of getting people to shift

areas, cities can contribute to the global

from cars to alternative transport methods are

commitment to reduce greenhouse gas

manifold: this will enhance air quality, reduce

emissions and at the same time improve the

noise levels, increase the attractiveness of the

quality of life for city dwellers.



12

Robert Ramos





13

3 JOINING FORCES TO FACE CLIMATE

CHANGE IN METROPOLITAN REGIONS

We all need to work

Coping with climate change requires intensive

chance to take initiative or be involved in line

together in making

cooperation among all administrative levels,

with their abilities and needs.

the change.

sectors, governmental and nongovernmental

bodies, academia, and the public. Governance

Because the government structure and

thus plays a significant role. It can only

territorial organization differ from country to

be effectively realized by acknowledging

country, and because each measure involves

everybody’s part in the adaptation process

a unique mix of stakeholders, the participatory

and allowing everyone to speak. Measures,

process must be tailor-made for a specific

investments, and activities should follow a

territorial level and action taken (Figure 5).

well-defined strategy, which must be tested

It must start at the very beginning of the planning

within the participatory process, engaging all

process and should be sufficiently promoted to

the parties affected. Everyone should have a

engage all the relevant and interested parties.

Figure 5: Models of governance (RURBANCE 2015).

MODEL 1

MODEL 2

Area 1

Sector 1

Area 2

Sector 2

Area 1

Area 2

MODEL 3

MODEL 4

Policymaker

Stakeholder

Stakeholder

Mix

group 1

group 3

of previous models

Stakeholder

group 2



14

Decisionmakers have a

By introducing collaborative inclusive

whereas the residents are mostly represented

huge responsibility in

participatory processes into planning, politicians, by NGOs or representatives of the civil sector.

involving all the actors.

public administration, and planners would be

the most responsible for successful planning

Regardless of the territorial scope, the

and implementation. This approach should

media play an important role in awareness

not disregard the needs and interests of other

raising and mobilizing society to make a

actors (e.g., residents, business, and NGOs).

transformative change. Thus, they can

contribute to a behavioural shift. In addition

The right territorial level

Territorially, climate change adaptation

to the media, new technologies can also

must be chosen for each

measures must take place from the local level

support stakeholders’ involvement by offering

task: entire functional

areas should be included.

to the global level, each of them solving specific new ways of data collection, analysis, and issues. Those at the local level are more

voting. Social media in particular could play

concrete and easier to understand, whereas

an important role in mobilizing or informing

the complexity of tasks rises with the territorial

interested groups of residents.

level. This also affects the participation and

Messages and the right

engagement of the public. At the local level,

Because the participatory planning process

communication channels

initiatives often come from residents because

at the regional level is complex, it is helpful to

must be thoroughly

they clearly understand the needs of the

involve an experienced facilitator (Figure 6).

discussed.

community and respond appropriately. At the

It also requires sufficient data and studies so

regional, national, and international levels, the

that the decisions are evidence-based and

issues become more complex and abstract,

do not depend on the opinion of the most

Decisions must be data-

and they can only be managed by politicians

engaged stakeholders.

and evidence-based.

and professionals (i.e., planners and experts),

Figure 6: Workshops are often used to collect people’s ideas and to discuss existing alternatives.

Janez Nared

15

One size does not fit

Due to specific government structure,

according to their abilities. Trust, mutual

all: decisions must be

legislation, and natural and social features,

respect, and clear rules are important elements

tailored to the specific

needs of an area.

planning is specific for each region, as are the

of the process.

actors that should be involved in the planning

process. In combating climate change and

Along with the stakeholders at the regional

We all have to do

ensuring sustainable and resilient mobility in

level, regional activities must be interwoven with

our part.

metropolitan regions, the transport sector

activities and stakeholders at the local level as

must be addressed together with land-use

well as those at the national and international

planning and the housing sector. Consequently, levels. It is essential to obtain broader participation is mostly institutionally based. It

agreement to fight against climate change,

takes more effort, time, and energy to establish involving political parties, public bodies, and a strategy, whereas the results are long-lasting

civil society. Hence, the problems of air quality

and ensure smoother implementation of the

and climate change should be tackled jointly

strategy. Every group of participants should be

using policies and measures that have been

aware of their particular role in the planning

developed through an integrated approach (Air

process (e.g., planners suggest solutions and

quality … 2018, 14). Thus, the objectives are

politicians make decisions) and contribute

shared and implementation is easier.



16

Grisha Bruev, Shutterstock





17

4 CREATING A VISION AND STRATEGY

The urban population

Almost three-quarters of the EU population

problems, especially in metropolitan regions,

is expected to grow in

lives in urban areas, and the share of the

has long been developing various tools for

the future, and so

ensuring sustainable

urban population in Europe is projected to

mobility issues.

mobility is a must.

rise to over 80% by 2050 (Eurostat 2018).

Therefore, urban policies have entered the

4.1 EUROPEAN MOBILITY PLANNING TOOLS

international political agenda (Urban Agenda…

AND DOCUMENTS

2016; Draft outcome document… 2016; and

UN Sustainable Development Goals 2016) and

In the last decade, numerous studies, such as

require a new planning model for integrated

the Action Plan on Urban Mobility (2009), the

urban spaces, including in transport and

Transport White Paper (Roadmap … 2011),

mobility planning.

the Eltis guideline for sustainable urban

mobility plans (SUMPs; Eltis 2014), and the

Considering the current traffic situation in

EU initiative CIVITAS (2019), were directed to

cities, such an increase in the urban population address transport-related challenges in Europe without a serious commitment to sustainable

in a more sustainable way. They resulted in

mobility can cause a real collapse of the

the SUMP (Sustainable Urban Mobility Plan)

transport system, increase air pollution,

concept (Eltis 2014, Figure 7), which has been

and cause health problems. The European

gradually introduced throughout Europe.

Commission, aware of the gravity of these

Figure 7: Shift to sustainable urban mobility planning (Eltis 2014).

Traditional Transport Planning

Sustainable Urban Mobility Planning

Focus on traffic

Focus on people

Primary objectives:

Primary objectives: Accessibility and quality of life, as well as

Traffic flow capacity and speed

sustainability, economic viability, social equity, health, and

environmental quality

Modal-focused

Balanced development of all relevant transport modes and a shift

toward cleaner and more sustainable transport modes

Infrastructure focus

Integrated set of actions to achieve cost-effective solutions

Sectorial planning document

A sectorial planning document that is consistent and complementary

to related policy areas (such as land use and spatial planning, social

services, health, enforcement and policing, etc.)

Short- and medium-term

Short- and medium-term delivery plan embedded in a long-term

delivery plan

vision and strategy

Related to an administrative area

Related to a functioning area based on travel-to-work patterns

Domain of traffic engineers

Interdisciplinary planning teams

Planning by experts

Planning with the involvement of stakeholders using a transparent

and participatory approach

Limited impact assessment

Regular monitoring and evaluation of impacts to inform a

structured learning and improvement process





18

Mobility plans at various

The SUMP guidelines, based on a systematic

European governments and have therefore

levels could be the

consolidation of the knowledge acquired,

become a constituent element of many national

first step in addressing

mobility challenges.

describe the preparation process of a SUMP.

regulations. Initially, the SUMPs were developed

This is a strategic plan designed to meet the

at the city level, but are now also shaped at

mobility needs of people and businesses in a

the level of metropolitan regions because they

territory, limiting the negative effects of traffic

present a functional urban area.

on road congestion and safety, as well as

The vision should address

on the environment (atmospheric and noise

4.2 COMMON VISION AS A DRIVER

what kind of city people

pollution). Thus, it ensures integrated mobility

OF STRATEGIES

want to live in.

planning, combining land-use planning and

transport planning. It also strives to achieve

To ensure integral and sustainable

a better quality of life and contributes to

development of metropolitan regions, a

reaching the climate and energy targets set by

shared vision is crucial. The central issue to

the European Union.

be addressed while formulating a shared

vision is “what kind of city do we want to live

Preparation of the SUMP is a cyclical planning

in?” and it should be created by involving all

process starting from proper data collection,

interested parties. A common strategic vision

participation of the general public and

provides a description of the quality of living in

stakeholders from the beginning, definition of a

a metropolitan region and serves as a guide for

strategy, and regular monitoring for assessment developing general spatial planning measures and possible adoption of corrective measures.

in which mobility and transport are crucial,

These guidelines have been adopted by several

today and in the future (Figure 8).

Figure 8: Structural illustration of the Gothenburg region. An example of a shared vision for thirteen local municipalities in the Gothenburg region, Sweden (The Göteborg Region … 2008).

A vision must be realistic

Sharing a common vision on mobility between

It is important to balance the level of the

and shared among

stakeholders and the general public is an

vision (and ambition) in a plan with the level

stakeholders and the

general public.

essential step in mobility planning. It should

of realism, consisting of what can actually be

contribute to balanced and sustainable

implemented during the timeframe of the plan.

development of the environmental, economic,

and social components of the territory and

thus to a higher quality of life (Figure 9).





19

Figure 9: Mobility planning must be combined with land-use planning, respecting the social, economic, and territorial dimensions of an area: the case of the Helsinki region planning, Finland (Granberg 2019).

Vibrant

Attractive

Low-

emission

Healthy

4.3 FROM A VISION TO STRATEGIES

Multiple scenarios should be developed,

indicating possible alternatives. Each alternative

Transport planning develops scenarios and

scenario is compared to the reference

A vision becomes

tangible through

associated policies, specifying what actions to

scenario, including the interventions currently

strategies and plans.

undertake to improve the transport system of a being implemented and to be implemented metropolitan region in a medium- or long-term

within the given timeframe.

period. This process needs to take into account

the existing multimodal transport system, its

Strategies designed to be functional for a specific

conditions, and performance. It should also

territory are generally made up of various

Alternative scenarios

should be provided to

take into consideration land-use planning and

actions undertaken to achieve a set of objectives.

decide on the best one.

factors that may affect the future of the area

Therefore, strategies are used to solve the

and the future performance of the transport

problems highlighted by the initial analysis.

system, including the availability of financial

resources.

THE AVOID-SHIFT-IMPROVE APPROACH

The traditional approach used to address increased transport demand has not delivered the expected results. An alternative approach is the Avoid-Shift-Improve approach (GIZ-SUTP 2012):

– “Avoid” refers to the need to improve the transport system’s efficiency, reducing the need to travel and the length of the journey through integrated land-use planning and transport demand management.

– “Shift” instruments attempt to improve the efficiency of the journey through a modal shift from the most energy-consuming (i.e., cars) to more environmentally friendly urban transport modes:

1. Non-motorized transport such as walking and cycling: these are the most environmentally friendly option;

2. Public transport such as buses, trains, and so on; although public transport generates emissions, lower specific energy consumption per km and higher occupancy levels mean that the associated CO emissions per passenger/km are lower when compared to cars.

2

– The “Improve” component focuses on vehicle and fuel efficiency as well as on improving transport infrastructure; it seeks to improve the energy efficiency of transport modes and vehicle technology. Furthermore, the potential of alternative sustainable energy use is encouraged.

Of course, the simultaneous application of all three strategies is the one that guarantees a result that is closest to achieving the objectives.



20

Iakov Filimonov, Shutterstock





21

5 COMMUNICATING A VISION AND

EMPOWERING NEW HABITS

Communicating the

No matter how good a vision and strategies

car ownership as a “human right” and are

vision to the public

are, they are powerless if not successfully

reluctant to change their behaviour (Figure

should motivate it

instead of describing

communicated to the public. Thus, strong

10). People unused to environmentally friendly

“if not” scenarios.

collaboration with the public is an essential

modes of transport are hesitant to shift their

tool for achieving common agreement on

mobility habits only because they have received

a transport vision and acceptance of the

information about the positive health impacts

measures implemented. Despite the various

of cycling-related measures. Therefore, change

territorial aspects (local/regional), complexity of

must first take place in people’s minds, and only

measures (soft/hard), and levels of stakeholder

then are they prepared to adopt a common

involvement, only well-defined communication

vision and change their behaviour. It is of great

approaches can gain an adequate level of

importance for communication strategies to

acceptance and be followed by expected long-

strongly and clearly explain to different levels

lasting behavioural change.

of the public what the situation will be at the

end of the planning process, and what the

A common mistake is to think that raising

main social benefits are (CIVITAS Vanguard…

people’s awareness and influencing attitudes

2011). One way is by showing good examples

is a simple one-step process that can change

to the public about things that really will change

behaviour with nothing but simple information

in their daily lives and comparing them to

activity. Current generations are already

negative alternatives if transportation measures

accustomed to the fact that cars occupy nearly

continue to ignore the climate-smart principle.

70% of public space in cities. They almost view

Figure 10: Road vehicles per 1,000 inhabitants versus gross domestic product per capita in 2014 (Ritchie and Roser 2018b).

United States

Iceland

Australia

700

Italy

Greece

600

Japan

tants)

Norway

Slovenia Belgium

Poland

United Kingdom

Qatar

Brunei

500

Czech Republic

Barbados

Lebanon

Africa

400

Bulgaria

South Korea

Asia

Hungary

Saudi Arabia

Europe

Montenegro

North America

300

Russia

Mexico

Oceania

BrazilRomania

South America

Oman

200

Iran

Ukraine

Chile

South Africa

Road vehicles (per 1000 inhabi

Moldova

Kiribati

Turkey

Singapore

Zimbabwe

China

100

Honduras

El Salvador

Indonesia

Bahamas

Hong Kong

Kyrgyzstan India Bhutan

Afghanistan

Yemen

Niger

Ethiopia Nepal Bangladesh Laos

Gabon

Equatorial Guinea

0

$1,000

$10,000

$100,000

GDP per capita, PPP (constant 2011 international $)

log

Source: NationMaster Database; World Bank - World Development Indicators (WDI) OurWorldInData.org/technology-adoption/ • CC BY-SA



22

Laying one’s cards on

One of the main challenges for metropolitan

social media involvement, information events,

the table is always

regions is to select appropriate communication press conferences, and TV/radio broadcasting.

an effective

communication strategy.

approaches and tools for different planning

No matter which tools are used, the aim of

phases (Figure 11). In order to raise public

communication activities must be to overcome

interest and receive early encouragement,

solely notifying the public about set goals,

Public participation is

promotion of activities should begin early in the visions, and measures. Its main aim is to beneficial for the planner

process. Although basic information material

tailor participatory processes in an attractive

and the participants.

usually suffices in the initial stages, later in

manner; not only to consult, but also to

the process various effective communication

involve and empower the target audience in a

measures must take place. Some of the

sufficient manner.

commonly known approaches are workshops,

Figure 11: Communication must address the right questions and the right people.

Simon Nyírő

Building trust is a

In the process of public involvement, it is

participatory process therefore requires skilled

way toward a better

important to emphasize that the number of

moderation of discussions, strategic selection

participatory planning

culture.

activities, expense, and time devoted to public

of appropriate communication tools, and

participation do not equal the actual influence

potential mediation in the case of emerging

on decisions. If people perceive that they

conflicts (CH4LLENGE 2016).

have significant influence on a final decision,

In this way, the main challenge of

whereas in the end they do not, they will be

communication is to determine joint interests

dissatisfied with the outcome of the process

in mobility and to sensitize participants to a

regardless of the amount of participatory

culture of planning that is based on regular

activities performed. Therefore, it is important

communication, trust, mutual consultation,

to be open and honest at the beginning of the

and joint decision-making, which is the best

process about the level of influence that the

way to mitigate potential conflicts already in

public has in order to avoid the possibility of

the initial stages.

future disappointment.

Because the fight against air pollution

Social media can

Public involvement can also result in

and climate change is far from being won,

effectively support

disagreements that are sometimes difficult

appropriate communication processes in the

communication with

the public.

to overcome. Thus, one challenge is to

transport sector are currently very high on the

communicate proposed measures in

list of priorities. Communication activities that

an agreeable manner and find a way of

are already complex should become even more

accommodating disagreements. Ensuring

direct, smart, and creative in their purpose

the overall quality of communication and the

to achieve commonly shared key targets of

23

sustainable mobility. Even if social media was

fresh opportunities for visitors to “like” posts,

once perceived as a one-way communication

comment, and directly engage in the dialogue

tool, good practices of new formats of social

process with their own content. Sharing is

media platforms (e.g., Twitter, Facebook,

surviving, and communicating is living!

LinkedIn, YouTube, and Instagram), blogs,

online surveys, and wiki sites now provide



24

Matjaž Geršič





25

6 PAVING THE WAY

TO LONG-TERM EFFECTS

The large share of the population living in

especially when the actions contributing to

metropolitan regions means it is an important

the aforementioned objective are identified

source of global greenhouse-gas emissions.

during the creation of the plan together with

However, because of high population density,

institutions, stakeholders, and the general

at the same time it is also the answer to how

public. The mandatory monitoring of the plan

to address climate change; dense settlement

involves measurement of the indicators linked

makes possible efficient public transport and

to each individual action every two years.

optimal provision of services.

The actions to be applied concern:

Integrative thinking is

To achieve a low-carbon future, metropolitan

– Integration between the various transport

crucial in addressing

regions must still improve their organization.

systems (redistribution of the transport

climate-change

Changes need to be made in transportation,

challenges in

network in favour of public transport,

metropolitan regions.

housing, and consumption. At the same time,

pedestrians, and cyclists, strengthening

integrated climate change mitigation and

interchange nodes);

adaptation actions should together improve

resilience in urban areas (IPCC 2018).

– Improvement of public transport provision

(lanes reserved for public transport,

In combating climate change, metropolitan

increase of accessibility to public transport

regions face new challenges, especially in

for passengers with reduced mobility, and

regional mobility, which cannot be solved solely

use of information and communication

with traditional mobility measures. A broader

technologies (ICT) to improve public

perspective is needed, integrating relevant

transport management);

sectors, new technologies, and new solutions.

– Development of pedestrian and bicycle

Establishing a healthy and liveable environment

mobility (creation of cycling routes and

for future generations in transportation, land-

services for cyclists);

use planning, and environmental protection

– Introduction of shared mobility systems

requires sustainable measures that ensure

(shared mobility equipment at train or

long-lasting effects toward a low-carbon

underground stations, transit and parking

society. In this chapter, selected measures

facilities for shared mobility, and promotion

in regional mobility planning, low-carbon

of shared mobility in public bodies and

logistics, transport management and sharing

companies);

solutions, and transit-oriented development

– Use of low-pollution vehicles (installation of

supported by low-carbon station areas are

electric charging stations, and replacement of

presented. These are crucial, but they do

vehicles for passenger and freight transport

not embrace all the measures possible. The

with electric vehicles);

measures presented are supported by case

studies, which were successfully implemented

– Rethinking urban logistics (changing the

in participating metropolitan regions.

collection and distribution of goods in urban

areas in order to reduce traffic and pollution,

6.1 REGIONAL MOBILITY PLANNING

and redistributing the road capacity for

improved flows of goods vehicles);

Sustainable mobility

To define long-term targets, to set goals, and

– Dissemination of the culture of safe mobility

plans are necessary

to guide the process leading to sustainable

(improving the most dangerous road

for cities and

mobility, mobility plans are necessary for cities

network, creating stops and protected

metropolitan regions.

and metropolitan regions. A metropolitan

sidewalks for pedestrians, and protected

mobility plan is a medium- or long-term plan

bicycle lanes).

(ten years) and provides for an update every

five years.

Solutions are numerous

In a long-term perspective, the objective of

but should be tailored

the mobility plan is to provide a safer and

to regions’ needs.

more efficient mobility system. It also ensures

an environmentally, economically, and

socially more sustainable system of mobility,

26

A SUSTAINABLE URBAN MOBILITY PLAN

toward that common goal were already taken

FOR THE LJUBLJANA URBAN REGION

in 2007, when the municipalities began to

actively participate and formulate an expert

More than a decade ago, stakeholders and

basis to manage public transport in the

the regional and municipal authorities of the

region. Based on that common vision, various

Ljubljana Urban Region (LUR) committed

activities have focused on finding solutions

themselves to taking active measures toward

to provide accessible, fast, efficient, safe, and

sustainable development of the region. With

environmentally and economically acceptable

awareness that mobility challenges demand a transport. Only further development of long-term perspective and can only be solved

sustainable mobility can pave the way for the

through the joint effort and cooperation

Ljubljana Urban Region to further develop

of all municipalities and key stakeholders,

its potentials, while also representing an

the municipalities of the Ljubljana Urban

important role in ensuring a comfortable

Region recognized that sustainable mobility

lifestyle and connecting people (Figure 12).

is a priority development task. Initial steps

Figure 12: Areas in the Ljubljana Urban Region with insufficient access to public transport.

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27

SUMP is a key tool for implementing a new

mobility, with almost two thousand

approach to transport and spatial planning,

participants. The state-of-the-art analysis on

which has already been used in Slovenia

the five main pillars comprised cycling and

at the local level (nine municipalities in

walking, public transport, motorized transport,

the region already have local SUMPs), but

logistics, and transport planning, and it served

until recently has not been approached at

as the foundation for defining a common

the regional level. In the framework of the

vision for regional transport development

SMART-MR project and with the cooperation

and sixteen strategic goals. The vision and

of all twenty-six municipalities, we prepared

the goals were the focus point of five public

a Sustainable urban mobility plan for the

workshops carried out in various parts of the

Ljubljana Urban Region (SUMP LUR).

region and on an online GIS portal, in which

the residents of the region, stakeholders,

The preparation of the SUMP LUR followed

and regional decisionmakers could also

the European platform on SUMP guidelines

graphically submit their initiatives for priority

(Eltis 2014; Figure 13) and the national

actions that will help achieve those goals.

SUMP guidelines prepared by the Ministry

Priority measures, which are an integral part

of Infrastructure (2012) with logical

of the action plan, were verified at workshops

modification of the proposed procedures

with representatives of the municipalities

for regional needs. At the regional level,

and key stakeholders, and additionally with

it is more important to involve various

interviews with key stakeholders that will be

stakeholders and representatives of the

actively involved implementing measures in

organized public at various levels (state

the future.

and municipal), and the involvement of the

general public should be planned more

The first SUMP at the level of the entire

carefully and be more focus-oriented.

development region in Slovenia was

unanimously approved at the tenth regular

Preparation of the SUMP LUR involved

session of the Council of the LUR (twenty-

various stakeholders and the general public

six mayors). It is an innovative strategic

at all stages. As part of the state-of-the-

document arising from actual needs of

art analysis, two workshops were held: for

the region as a whole and reacting to its

key stakeholders and for representatives

concrete challenges in sustainable mobility.

of municipalities. In order to collect future

The main aim of the measures included

prospects on mobility development, interviews in the action plan is to raise the quality of were carried out with all twenty-six mayors

life with an emphasis on decreasing car

of LUR municipalities. For the general public

use, promoting public transport and non-

there was an online survey on travel habits,

motorized means of transport, decreasing

regional mobility challenges, and views on the

high levels of emissions and traffic noise,

priorities for the development of sustainable

and reducing traffic congestion.

Figure 13: Phases in preparing the Sustainable urban mobility plan for the Ljubljana Urban Region.

Phases in preparing a regional SUMP

Role of SUMP

and designing

a process

Implemen-

tation and

State of the art

learning from

and main

experience

challenges

Regional

SUMP

Action plan

Vision



Goals,

objectives

and actions





28

City logistics must also

6.2 LOW-CARBON LOGISTICS

freight volumes are expected to grow by

become more efficient.

40% by 2050 (McKinsey 2017). Therefore, to

The long-term actions and impacts of low-carbon

reduce freight traffic in metropolitan regions

logistics planning mainly focus on the reduction of the total demand for freight transport must transport externalities and vehicle movements, as decrease or deliveries must become more well as improved acceptance and understanding

efficient. Efficiency can be achieved through

of commercial activities in metropolitan regions.

implementing solutions that increase load

Thus, low-carbon logistics planning must become

factors; for example, consolidation. Additional

part of transport planning, which so far has not

emission reductions can be expected from the

been particularly common.

transition to cleaner fuels and the introduction

of eco-friendly vehicles for deliveries (Figure 14).

First, long-term reduction in carbon emissions

and improvement of air quality can be achieved

from reduced vehicle movements. However,

Figure 14: The last-mile solution in Gothenburg: an electric vehicle providing transportation from a transportation hub to a final destination in the home.

Per Kristersson

Logistics mostly relate to

The second long-term benefit of low-carbon

zero-emission vehicles on operators delivering

the private sector, which

logistics planning is improved acceptance and

their goods. Improved knowledge of the

must also be included in

planning processes.

understanding of these activities among all

private-sector needs helps improve the quality

stakeholder groups. Increasing this acceptance

of public planning, and the best solution is

might result in opportunities for shared

based on the compromise achieved when the

infrastructure because stakeholders then

municipality knows the needs of businesses

become aware of the needs of the business

and the general public.

sector. Another benefit is more effective and

consensus-based stakeholder collaboration,

Finally, metropolitan regions are facing rapid

which in the end provides a valuable framework changes in the transport sector due to digital for decision-making and policy implementation. and technological developments. With these Whereas the municipality traditionally focuses

changes in mind, long-term logistics planning

on social and environmental issues, businesses and efficient public-private collaboration emphasize efficiency. Authorities also have

will improve the commercial potential of

the opportunity to guide industry by changing

sustainable distribution solutions and provide

their own delivery and procurement practices,

more efficient management of freight traffic in

either by having deliveries performed by one

metropolitan regions, which in turn will help

single operator or by imposing requirements of reduce emissions.



29

LOGISTICS IN OSLO

infrastructure. One cargo van picks up the

goods at the DHL main terminal some 20 km

The City of Oslo has decided on major

north of Oslo and transports the load to the

steps in its climate strategy with an effect

micro terminal in the early morning hours,

on city logistics. Its aim is to achieve a 20%

after which the e-bikers transport the goods

reduction in traffic by 2020, fossil-free goods

the last mile to offices and shops during

distribution by 2030, and no more new

opening hours. The e-bikes are charged

fossil-fuel cars to be sold by 2025, with the

overnight at the micro terminal.

exception of heavy-duty vehicles until 2030.

At present DHL serves the Oslo central area

In developing the city’s Sustainable Urban

with eight cargo vans, and the new micro

Logistics Plan, planners followed the

terminal system will reduce the number

guidelines from the project NORSULP (TØI

of vehicles to only five. According to DHL,

2019) and focused on specific measures

it is profitable to replace the vans with

and concrete dialogue with stakeholders.

e-bikes because they are cheaper. This is

The city’s logistics need to be improved by

a development project; it is hoped that it

concrete measures from both the municipal

will work satisfactorily, and if so the electric

side and the industry side.

cargo bike services will be extended to other

parts of Oslo.

One private-driven initiative is a cargo bike

micro terminal. DHL Express has started

The project is a cooperation effort between

delivery of parcels and express goods for

DHL, the City of Oslo’s Agency for Urban

the Oslo central area using electric cargo

Environment, and the Norwegian Public

bikes, replacing diesel cargo vans (Figure 15).

Roads Administration’s City Logistics project.

This is made possible by establishing a small

The Institute for Transport Economics will

depot or micro terminal in central Oslo

evaluate the results in due course.

and reorganizing the logistics with this new

Figure 15: Electric cargo bike in Oslo.

Janez Nared





30

Sustainable mobility

6.3 TRANSPORT MANAGEMENT AND

be decarbonized, phasing out diesel buses.

in metropolitan regions

SHARING SOLUTIONS

However, this is not so easy at the moment

primarily depends

on the provision of

because current electric bus operational

public transport.

The backbone of a metropolitan region’s

models face many uncertainties. Currently,

transport system should be public transport,

electric buses have low ranges and charging

which is one of the most effective and

requires significant time. Trolleybuses could

sustainable ways of moving people in

be a good option, especially in cities, where

metropolitan regions – also in the long

they are already available, because the basic

Public transport

term. Public transport should be accessible,

infrastructure is quite expensive. Nevertheless,

should also decrease

reliable, and comfortable, in most cases

metropolitan regions’ mobility strategies’ target

its dependency on

having electrically driven track-bound modes

of zero-emission buses by 2030 is contingent

fossil fuels.

on the main lines with high capacity (Figure

upon improving battery and charging

16). In the long term, public transport should

technology.

Figure 16: Provision of effective public transport is crucial for all metropolitan regions.

Dávid Nyitrai

By prudently combining

An important option for decarbonizing

road transport. The same also applies to

land use and mobility

transport is to enhance walking and cycling

electric cars, which do not reduce congestion.

planning, soft transport

modes can gain

as soft transport modes because the cleanest

Autonomous vehicles are already available in

in importance.

modes are those that do not require any

public transport (mainly in the underground

energy except manpower. Even better is to

system); tests with autonomous trams

reduce transport needs with appropriate land-

and buses are ongoing (Figure 17). Their

use planning, the help of new communication

penetration into individual transport will cause

Electric cars are not an

all-encompassing solution.

technologies, work from home, and so on.

enormous changes in the transportation

system, which are not yet fully predictable.

With the future development of autonomous

vehicles, parking problems could be partially

solved; however, this will not help reduce



31

Figure 17: New technologies allow remote control and better efficiency of transport systems.

Simon Nyírő

The right mix of

There is a need for integration between the city transport modes, shared solutions, and transport modes and

and region regarding transport management,

autonomous vehicles in order to cut

mobility as a service

can enhance the

between different sectors, and also between

greenhouse gas emissions and create a

attractiveness of

service providers. A new manner of integration

liveable urban environment without limiting

public transport.

is realized in the Mobility as a Service (MaaS)

mobility options.

system, in which a joint platform has been set

up to integrate planning and managing trips

In the traditional mobility paradigm, the modal

together with buying and validating tickets.

split is based on the majority of people using

cars, followed by those using public transport,

A future challenge of managing transportation

and on a small scale people that walk, bicycle,

is to find the right mix between various

or use other transport modes (Figure 18).

Figure 18: Modal split targets of Budapest according to the SUMP (BKK 2015). The modal split in Budapest differs from the traditional mobility paradigm because public transport still prevails.

PUBLIC TRANSPORT

PASSENGER CAR TRANSPORT

WALKING

CYCLING

2014

45%

20

2030

50

35%

18% 2%

10

%

20%

%

%



32

The sharing economy

The sharing economy could be a good way

New business models in the sharing economy

should support and

to increase the efficiency of public transport

with their collaborative platforms, using

supplement

public transport.

because it allows rapid change of this

transport digitalization, with access to big data,

mobility paradigm: from car ownership to

are changing the way people move. The main

car sharing, from owning a parking space to

outputs of this change should be fewer cars,

sharing different parking spaces, and from

less congestion, and less pollution.

one solution to go from point A to point B to

a multiplicity of solutions in the palm of the

This allows cities to have much more space

hand (on a mobile phone). Public transport,

dedicated to people than to cars (Figure 19),

car sharing, carpooling, bicycling, bike sharing,

permitting people to use public space to have

walking, and so on – different transport

fun, to play, to live with each other – in other

solutions, different providers, and the flexibility words, to be happier.

to make the decision on the transport mode

according to the needs of each moment and

with access to all the real-time information –

allow people to make the best choice.

Figure 19: Urban development in Oslo is based on a car-free city.

Gregor Steklačič

Sharing-economy models

Sharing solutions combined with autonomous

at the same time promote fair competition

in mobility must be

vehicles could also be a good solution,

between different companies, allowing

properly regulated

so as not to create

especially for low-density areas.

traditional business to thrive in identical

unfair competition.

conditions as new ones. It is important to never

Proper planning and regulation of new

forget that the target is to have fewer cars, and

(sharing) business models in mobility can

in the majority of cities this requires efficient

supplement existing public transport with new

public transport that allows the transportation

solutions for better mobility (Figure 20) and

of significant numbers of people.





33

Figure 20: The car-sharing system in Ljubljana uses electric cars.

Janez Nared

The transit-oriented

6.4 DEVELOPMENT OF AND AROUND

acquiring well-connected and affordable land

development model

TRANSPORT NODES

for development in transport corridors.

focuses on public

transport hubs.

Transit corridors, especially rail-based

TOD integrates transport and land-use

corridors, are vital for urban development.

planning, but at the same time it is a narrow

Station areas are recognized as a development

concept that focuses on transport and how

Combining transport

priority in terms of mobility, urban

to make transit as effective as possible. It is

corridors with

development, and climate targets. They are

defined as an area that has a compact and

densification of

the starting points for transforming the urban

dense design with both housing and services

settlement and services

can reduce the need

environment from low-carbon station areas to

within walking distance of public transport and

for a car.

low-carbon metropolitan regions.

with regional connectivity (Figure 21). Thus,

TOD economizes mobility by decreasing the

Station areas or public transport hubs are the

need for travel and by making possible efficient

key focus for transit-oriented development

provision of public transport. In addition to

(TOD). The TOD main drivers are reduction of

TOD, there is a need for a broader perspective

car use and reducing congestion and pollution

for community and low-carbon development,

by avoiding urban sprawl. At the same time,

both in densifying the existing urban area and

TOD aims to increase regional accessibility by

in creating new station areas.

Figure 21: Transit-oriented development (Lehmann 2015).

1,000 m

TRANSIT STOP

TRANSIT ROUTE

HIGH DENSITY

MEDIUM DENSITY

LOWER DENSITY

34

The LOAD method can

The new development concept creates the

The aim of the sustainable densification

optimize creation of

need to redefine TOD. Supported by the study

and compact areas is both to increase the

sustainable, compact,

and accessible

“Sustainable Density in Station Communities”

population within the given space and also to

station areas.

(Nordström, Swartz and Ståhle 2017),

maintain a well-defined division of land use

recommended density for exploitation used by

that ensures that a high-quality and accessible

UN Habitat (2015) is added.

urban area with an optimal land-use mix is

obtained (Figures 22 and 23).

Figure 22: Example of efficient distribution of land use (Nordström, Swartz and Ståhle 2017).

10%

40%

20%

Developed land

Street zone

Public space zone

Residual land

30%

Figure 23: Land-use recommendations; e-number is the floor space on the plot divided by the surface area of the plot. 1.0

e-number is equal to one floor covering the total surface area (Nordström, Swartz, and Ståhle 2017).





>0.25



e-number in small urban areas

>0.5

e-number in large urban areas

30-40 %

>0.5

developed land

e-number in small urban areas

>1.0

e-number in large urban areas

< 10 %

10-40 %

40-60 %

other land

office floor area

EVELOPED LAND

D

office floor area

WITHIN 500 M

20-30 %

ETRES> 15 %

public street zone

public space zone

WITH

PUBLIC SPACE

STREET IN 1000 METRES



35

CREATING LIVEABILITY-ORIENTED

use. According to LOAD with a low-carbon

AREA DEVELOPMENT (LOAD)

development aspect, the building stock

in station areas should consist of energy-

Development is all about creating an

efficient multifunctional buildings with

attractive and liveable space for generations

businesses integrated with housing. Housing

to come. This can be done by starting the

should also be mixed; that is, station areas

planning process from other perspectives

should provide different types of housing

than just transport. A social-environmental

supply for people’s different needs. It is also

holistic approach is needed instead. It

important to increase affordable housing near

was concluded in the project that a new

stations. Increasing the amount of housing

methodology named Liveability-Oriented Area stock and residents improves the ability of Development (LOAD) should be introduced.

services to enter the region and increase

their profitability. All this requires close joint

LOAD is proposed to use what is commonly

planning of land use, housing, and mobility.

considered a sustainable development

perspective, combining the three

By applying the given principles and

dimensions: economic, environmental, and

recommendations for sustainable

social development.

development to a case study of Ytterby in

Sweden’s Gothenburg region, a theoretical

LOAD is defined by an area developed with

potential of more than twice the present

dense housing, mixed use, and liveability

number of inhabitants and jobs within a 1 km

targets that create attractiveness.

radius from a station could be attained.

LOAD uses a methodology that is based on

In the densification scenario, areas within

UN Habitat’s guidelines.

500 m of the station are developed with no

or moderate limitations. Only areas with

LOAD recommends considering these

no limitations are developed outside 500

guidelines as an inspirational tool for

m. With these conditions, the densification

development and using the set principles

scenario shows major densification potential

outlined as goals.

within 500 m of the station in Ytterby.

Twenty-five per cent of the area (200,000

LOAD proposes a flexible attitude for how to

m²) has no or moderate limitations. Within

reach these goals at the local level, adapting

500 to 1,000 m of the station, there is above

recommendations to unique circumstances

all a densification potential in the western

but with the overall goals in mind.

and northern parts. However, agricultural

land in the southeast has only moderate

The LOAD concept, from the perspective

limitations. Based on the detailed overview

of efficient land use and the land-use mix

plan, new production of residences ought to

in station areas, is recommended to be

be minimized beyond the 1,000 m line from

applied both for pre-existing station areas

Ytterby station until the areas within have

when complementing urban structures and

been developed (Figure 24).

for new station areas when planning land

Figure 24: Densification scenario for Ytterby (Nordström, Swartz, and Ståhle 2017).

Within

1000 metres

Within

500 metres

Developed land

Densification areas within 500 metres of the station

with no or moderate limitations.

Densification areas within 500-1000 metres of the

station with no limitations.

36

Low-carbon and

In the Helsinki region, a concept for low-

services – and there are four cross-cutting

liveable station areas

carbon station areas has been developed for

themes: climate change mitigation, resilience, a

reduce emissions.

assisting planners to meet climate targets.

circular economy, and social sustainability and

The concept will help cities develop low-

health. In addition, technology integration and

carbon areas both in existing urban structure

leadership are recognized as essential parts

as well as in planning new station areas. In

of transformation. Nearly seventy different

the concept, there are four perspectives on

criteria will help planners and city developers

low-carbon station areas – land use, housing

transform low-carbon areas step by step

and living, mobility, and businesses and

(Figures 25 and 26).

Figure 25: The low-carbon district toolkit for station areas includes planning criteria in four themes and four crosscutting perspectives.

Low-Carbon District Concept

LAND USE

L E A D E R S H I P

M I T I G A T I O N

HOUSING AND LIVING

R E S I L I E N C E

C I R C U L A R E C O N O M Y

BUSINESS AND SERVICES

S O C I A L S U S T A I N A B I L I T Y

A N D H E A L T H

T E C H N O L O G Y I N T E G R AT I O N

MOBILITY

Figure 26: Low-carbon district toolkit for developing climate-friendly station areas.

• Supporting the change of behaviour

• Support reducing the need for travelling

• Creating a holistic

mobility strategy (SUMP)

• Supporting Transit

oriented development

• Creating multifunctional

• Developing land use

Land use

buildings and integrating

according to LOAD

business with housing

principles

• Increasing energy-efficiency

• Developing mixed

Station

of building stock

land use

>1.0 e-number in large urban areas

>0.5 e-number in small urban areas”

• Supporting walking

and cycling with direct

500 m

accesses towards a station

• Supporting businesses and

• Offering safe and adequate

>0.5 e-number in large urban areas

services within stations, with

Bike&Ride services

>0.25 e-number in small urban areas

incentives from the municipality

closest to a station

• Creating circular and sharing

1000 m

economy businesses and services

• Reducing car parking

possibilities near station

• Prioritization of Bike&Ride

• Offering last mile transport services within a station

in relation to Park&Ride

• Offering low-carbon city logistics services within a station

• Prioritization of shared and

• Smoothing trip chains in public transport with good

renewable energy vehicles

planning and providing apps for last mile services and

MaaS services



37

From a business operational viewpoint,

encourages movement toward low-carbon

stations have much untapped potential as a

mobility. Last-mile transport services, low-

marketplace. Improving and strengthening

carbon city logistics services, and MaaS

services at station areas will increase the

services within a station also reduce emissions.

added value of trip chains, will make rail

A vibrant station area also makes a sharing

transportation more attractive, and will

economy possible. Sharing and circular

also reduce the need for travel (Figure 27).

economies and new models of ownership can

Enhancing the service palette of the stations

be seen as a means to reduce consumption.

makes people’s everyday lives easier and

Figure 27: Good transport connections are key for developing station areas. The case of Tikkurila, Finland.

Kai Widell

The public sector is considered to have a

hubs for city logistics can be part of modern

key role in encouraging and facilitating

e-commerce and its logistics can be handled in

companies to locate themselves close to

a centralized way to reduce number of trips.

stations and introduce new types of low-

carbon business operations. New business

The development of public space and safety

operation models may result from new

are considered key measures for improving

types of public-private partnerships. The

station areas. Upgrading public space in

public sector is also seen in encouraging

particular is the most focused measure to be

and facilitating the public’s initiatives. Social

taken to increase station areas’ usability, also

sustainability is an important theme in

from the perspective of safety.

developing liveability-oriented station areas.

Locating services centrally on ground floors

Low-carbon development

If the active development of station-based

at the station and nearby will also increase

of and around

services is further enhanced, the added value

social activities and enhance safety. As a minor

transport nodes yields

long-term results.

of the trip chains can be strengthened and

measure, increasing smart and energy-efficient

people can be encouraged to use public

lighting and enhancing underpasses and

transport. Developing station areas as small

overpasses will also increase the feeling of safety.



38

Gregor Steklačič





39

7 GENERATING SHORT-TERM WINS

Short-term wins

To support the shift to sustainable and resilient short-term results that meet the demand for help convince the

transportation in metropolitan regions, it is

sustainable mobility of people and goods.

public and politicians.

important to implement measures that have

both short- and long-term wins. The short-

Regional mobility planning must go hand in

term wins should be communicated in order to hand with visioning and goal setting, both mobilize stakeholders and the general public

of which should include public engagement

around the same targets. Short-term wins

and thus contribute to greater public

in regional mobility planning are essential to

awareness. Awareness-raising helps in better

allow broad commitment to the principles of

understanding and accepting long-term

In the short term,

sustainable mobility and to get the relevant

projects.

regional mobility

people on board.

planning can contribute

to better public

Regional mobility planning can also define

acceptance.

7.1 REGIONAL MOBILITY PLANNING

some short-term and quickly realizable goals,

such as development of smart ICT solutions,

Like every planning processes, regional mobility which require relatively small investments planning also takes time to show its results,

compared to infrastructure developments.

Optimization of

particularly when infrastructure investments

Optimization of the current transport

current infrastructure

and massive transformations are expected. It

system, improvement of planning solutions,

by harmonizing and

can also support some soft measures, whereby harmonizing timetables, and connecting integrating timetables

focusing on promotion and implementation

different transport modes can also provide

can provide tangible

short-term wins.

of small steps can provide some tangible and

tangible short-term wins (Figure 28).

Figure 28: Some measures do not require large investments but can considerably improve the mobility: the case of Kavalir, a free public transport option in the pedestrian area in Ljubljana.

Matjaž Geršič

Mobility managers can

For addressing soft measures in mobility,

In general, the objective of reducing the

effectively support

mobility managers can be important. They

environmental impact from traffic in

regional mobility by

defining problems and

closely work with public offices, private

metropolitan regions is also pursued through

possible solutions.

companies, schools, and universities to meet

the following actions:

the needs of employees and to propose

– Establishing a network of regional mobility

solutions to the problems of mobility in daily

managers that also promote and disseminate

journeys. Mobility managers can also participate

the principles of sustainable mobility through

in creating mobility plans, providing relevant

specific training activities in companies or

information for the territory they cover.

schools;



40

– Promoting cost-effective and sustainable

real-time information on board and at stops,

solutions in areas with low population density

on websites, on social networks such as

and low frequency of public transportation,

Facebook and Twitter, on smartphone apps,

such as car sharing and carpooling;

on screens and loudspeakers in stations, at

– Providing grants and incentives for

stops, and in cars;

sustainable mobility projects;

– Organizing awareness campaigns, road

– Improving public transport services through

education, and conferences on sustainable

the interconnection of innovative and

mobility;

complementary services such as bicycle and

– Creating home-school and home-work paths

electric vehicle rental services;

for bicycles and walking, and promoting

– Intensifying communication through

collective pedestrian mobility.

diversified communication systems:

MOBILITY MANAGERS ENHANCING

The function of a mobility manager is

EFFICIENT MOBILITY IN ROME, ITALY

therefore a valuable element of dialogue with

the territory and an important and unique

In 1998, Italian law envisaged the role of

node of the information network in the

mobility managers. Their task is to analyse

mobility system.

mobility needs of employees in public

bodies and large companies and to identify

The network of mobility managers has slowly

effective solutions.

expanded, and today it includes more than

two hundred mobility managers appointed in

Considering that a large share of people’s

Rome companies that represent a system of

daily movements take place on the paths

over 230,000 employees moving daily in the

from home to work and from home to school

metropolitan area. Sixteen school places have

(Figure 29), it is easy to imagine the strategic

been appointed for scholar mobility managers,

importance that mobility managers can have

for a current total of 18,583 students.

in planning and managing local mobility. They

collect and analyse massive data on types of

The coordination of this network aims

vehicles, times, and itineraries of daily travel,

to increase the supply of alternative and

and thus provide insight into the needs of

sustainable mobility solutions, including

travellers. In this way, concrete solutions can

projects and experimental initiatives

be identified, sometimes very simple ones,

for reducing travel, tariff reductions for

to facilitate the systematic movement of the

employees and students, activation of

home-to-destination pole, be it a place of

company or inter-company shuttles, electric

study, work, or other places with a strong

mobility, bike-to-work projects, and so on.

attraction of mobility demand.

Figure 29: Mobility managers can decrease car dependency in Rome by providing attractive alternatives.

Tupungato, Shutterstock





41

Optimization of current

7.2 LOW-CARBON LOGISTICS PLANNING

infrastructure. Rather than constantly building

infrastructure supported

new infrastructure, it is important to adapt

by smart ICT solutions

can have some

In the short-term perspective, a shift to low-

existing infrastructure to changing needs

short-term effects.

and zero-emission vehicles in logistics must

of end users and improve the utilization

be supported. Rapid development of battery

of what is already available. For example,

technologies will make such vehicles more

reduced accessibility for cars in city centres

competitive in the future, but in the short run

(e.g., by removing parking places) can impact

various incentives and supporting measures

accessibility for goods and service deliveries

could be applied. An increased uptake of these

(Figure 30). Thus, it increases the alternatives

vehicles can be achieved through prioritizing

for loading and unloading. Innovative tools, ICT

zero-emission vehicles in loading/unloading

platforms, or booking systems can be used in

and parking, restrictions on fossil-fuel vehicles,

managing loading areas in the metropolitan

and improved charging infrastructure. These

regions, which also improves utilization of

measures have the overall benefits of reduced

the existing infrastructure. Having certain

emissions in metropolitan regions. For industry, standards or requirements to existing freight these supporting measures are beneficial when delivery areas is also a way of improving developing new technologies due to reducing

infrastructure and making freight deliveries in

the uncertainties of changed operations (e.g.,

metropolitan regions more efficient. Another

by subsidizing zero-emission vehicles as long

possibility is to differentiate the usage of space

as their price is higher than prices for fossil-

depending on time while jointly considering the

fuel-driven vehicles).

needs of both passenger and freight transport.

A second benefit of low-carbon logistics

planning is improved use of existing

Figure 30: Delivery in the city centre of Ljubljana is limited to morning hours.

Klemen Gostič





42

PILOT PROJECT FOR FREE LOADING-

Helsinki, and ten logistics companies have

UNLOADING PLACES FOR CITY LOGISTICS

developed an app together that they are now

piloting for locating free loading-unloading

In the city centre of Helsinki, 40% of light lorry places for city logistics (Figure 31). The aim is drivers report that they have difficulty finding

to find ways to enhance distribution. In this

a place for loading and unloading. This

pilot project, drivers can scan twenty-two

causes an increase in costs and emissions,

loading-unloading places in city centre and

as well as problems with air quality. In 21%

see whether they are vacant. These places

of the cases, drivers say that they have to

are equipped with cameras, and status

park on the sidewalk, which creates obstacles information can be shared in real time. For and insecurity for pedestrians. From a

reporting, the program registers every stop

business perspective, these parking issues

lasting more than three minutes, and drivers

are also often a significant ineffective factor

are able to report causes for stopping. In this

in operation.

way, the pilot project also provides statistical

data on distribution and traffic problems

Although there is much experience in

and generates a timeline specifically showing

optimizing the logistics industry, accurate

when deliveries take place during a day or

scheduling in urban conditions is not

month. A short time-reservation system is

practicable. The City of Helsinki, Forum Virium part of the developing pilot project.

Figure 31: Free loading-unloading places for city logistics in Helsinki have brought important improvement despite low costs; screenshot from the application (Forum Virium Helsinki … 2017).

The pilot project started in August 2016

Companies consider the new cooperation

and is still ongoing. In order to estimate the

in developing distribution logistics together

effects of different seasons, particularly the

with the city to be very important. The pilot

snowy winter, the pilot project must run for a project has improved the flow and efficiency full year.

in logistics and deliveries. Costs have been

lowered by savings in fuel, emissions have

The pilot project was produced mainly on a

decreased, and air quality and road safety

voluntary basis. The total budget, including

have been improved. One of the goals is to

the cameras for twenty-two loading-

keep the city centre lively and services close

unloading places, was small. Installation

for residents while also building an attractive

services were provided by the city. ICT

city for businesses. The pilot project will

programming and developing were also

provide new information for the city planning

carried out voluntarily by Vediafi and Tieto.

regarding the need for parking space and its

utilization at different times.





43

In summary, short-term actions in low-carbon

Reducing greenhouse gas emissions in

logistics planning can include measures

transport is essential for protecting the

that reduce local emissions and improve

environment. Electric buses will be the

accessibility for commercial vehicles through

long-term solution, but in the short and

better use of infrastructure.

medium terms low-emission diesel buses

(euro 6), hybrid, and CNG buses can be a

Low-budget ICT solutions

7.3 TRANSPORT MANAGEMENT AND

temporary solution.

can considerably improve

SHARING SOLUTIONS

passenger satisfaction.

Enhancing cycling in the city can also contribute

In public transport, as the backbone of the

to space saving and lower CO emissions.

2

transport system, improvements to the

Introducing a bike-sharing scheme (Figure 32)

passenger information and ticketing system or

can improve the situation in the short term,

Bike-sharing platforms

other ICT solutions can also ensure short-term

making bike transport accessible for non-bike-

have proved successful in

wins. Passengers require real-time information

owners or tourists. Bike sharing can be fully

many cities.

about the lines, routes, and transfers, while

integrated into the public transport system;

special attention should be given to less-frequent the first step in the integration should be the users of the system as well (e.g., tourists).

ticketing system and the journey planner.

Fast and reliable information about the traffic

Bicycle routes and infrastructure also need to

situation is essential, especially in the case of any

be developed in order to facilitate cycling and

unexpected events or disruptions. Passengers

to make it safer.

appreciate easy ways of getting tickets; for

example, directly via mobile applications.

Figure 32: Bike-sharing systems have been developed in many European cities.

Dávid Nyitrai

We should plan for

A congestion charge or tax and effective

be increased. One of the possible means to

people, not cars.

parking policies can be effective tools

reach this goal (which has worked well all over

for regulating car use in the inner city.

the world) is to promote combined transport

By using public space for people rather

modes and to connect private and public

than for cars, inner-city areas will increase

transport effectively; for example, creating

their attractiveness. In line with European

park-and-ride sites on the outskirts of the city

development directives, the need to create

(Figure 33). The essence of the park-and-ride

a liveable urban environment requires traffic

system is to combine the comfort and flexibility

calming and mitigation of car traffic in the inner of car use with the economical and space-zones, and the ratio of public transport must

saving operations of track-bound vehicles.





44

Figure 33: The Barje park-and-ride site on the outskirts of Ljubljana provides sufficient service with frequent buses, bike sharing, and 347 parking places (seventeen of them for disabled people).

Miha Pavšek

SUPERBLOCKS IN BARCELONA

The objective of the superblock concept is

to free certain routes from passing traffic in

The Superblocks project in Barcelona is

order to humanize them and regain them

one of the largest urban transformations

for peoples’ activities. The superblock model

ever planned. It is conceived as units of

gives priority to pedestrians, followed by

urban organization. The inner streets of

bicycles and public transport (Figure 34).

the superblocks that were full of cars in the

past have become spaces where the right

In this sense, the implantation of the

of passage of vehicles is no longer the main

superblocks in Barcelona enhances liveability

function, but they become a space to stay

and changes the current way of managing,

and socialize, for games, leisure, and so on.

understanding, moving, and living the public

space of the city, also by using an open

model of public participation.

Figure 34: Superblock image.

Col·lectiu Superilla





45

The first pilot project was developed in

The benefits of implementing the superblock

the district of Sant Martí (2016–2017).

model in Barcelona are:

Basic mobility measures were applied, with

– Improving the habitability of public space;

temporary and fast execution, to visualize

the new uses that could be achieved. This

– Progress toward more sustainable mobility;

was followed by a process of assessment

– Increasing and improving urban green

and proposals from residents to promote

spaces and biodiversity; and

working together.

– Promoting the participation and shared

responsibility of the general public.

The final mobility scheme was implemented

with actions in public space to adapt the

model to the territory, its residents, and their

activities (Figure 35).

Figure 35: The superblock model in Barcelona. Evaluation phase in the first Barcelona’s Superblock project (Barcelona City Council 2016).

Department of Urban Model

EVALUATION

AIR QUALITY

A

AT

A

ILA

OU

-Air quality measurement station

AJOZ

AD

N

ÀV

D

RO

ACUN

EN

BA

RAN

LL

E G

C BO

BOLÍVIA

RO

EL POBL

NOISE

TAT D

BLA D

CIU

-Installation of four sonometers

RAM

CAPACITY MEASURES

TÀNGER

-Installation of four manual traffic counters

-Installation of seven automatic traffic counters

ACCIDENT RATE

SANCHO DE ÁVILA

-Data col ection in the Superblock area and

its surroundings

ALMOGÀVERS

Quality measurement

PALLARS

Automatic traffic counter

Sonometer

Manual traffic counter

PUJADES

In the long run, the superblock in Sant Martí

– 174.7 ha of green spaces to 380.8 ha;

aims to go from:

– 53% of the population with admissible air

– 8.7% of current traffic calming zones (10

quality to 71%; and

km/h) to 58%;

– 55% of the population with admissible

– 46.1% of pedestrian space to 65.8%;

noise levels to 72%.

– 95% of the population with a cycling

network less than 300 m from home to

100%;



46

Greater flexibility can also be provided by the

should sit together and agree on a common

sharing economy with new and innovative

vision and strategy that, among other mobility

business models that directly compete with

targets, will link the new forms of mobility to

more traditional ones. They use technological

the existing transport system.

platforms and mobilize start-ups to collect,

analyse, and share transport big data. Thus

The new sharing-economy business models in

they can supplement existing public transport

the transport sector should be complementary

modes, whereas their regulation is one of the

to public transport. It is important to have an

priorities that metropolitan regions must solve.

intermodal ticketing system that allows the

integration of different providers, regardless

Without proper regulation, these models can

of whether they are for-profit or aimed at the

cause disruption to the current transport

public interest. This would allow people to

system. Therefore, the crucial stakeholders

make optimal choices for their mobility.

SOPOTNIKI (CO-TRAVELLERS): THE FREE

Kočevje, Postojna, Pivka, Ajdovščina and

TRANSPORT SERVICE PROVIDING JUST AND Ankaran-Ancarano (Figure 36).

EQUITABLE MOBILITY IN SLOVENIA

The organization aims to prevent the

Sopotniki (2019) is an organization for

isolation and loneliness of elderly people

intergenerational solidarity that was

from small remote villages, who almost never

established to help the elderly become

leave their homes due to remoteness, lack of

involved in an active social life and ensure

transport means, or poor traffic connections.

that their mobility needs are taken care of.

The service is considered an innovative

The free transport service enables the elderly

approach toward the mobility of the rural

to run errands that would otherwise be out

elderly that will soon expand to other parts

of reach independently and in a carefree

of Slovenia.

manner. The drivers are volunteers of various

ages and occupations that have adapted their Currently it is financed from three sources: work and study obligations in such a way that

municipalities, donations from supporters

they can provide the service six days a week,

and satisfied users, and corporate donations.

from morning until the last passenger arrives

The success and acceptance of the practice

home safely. This service has developed in

is allowing expansion to other municipalities,

the Slovenian municipalities of Hrpelje-Kozina, especially to the most remote areas.

Divača, Sežana, Sevnica, Brežice, Krško,

Figure 36: The free transport service Sopotniki.

Zavod Sopotniki

Integration of public

The intermodal ticket system should have

to rethink the simplification of ticketing systems

transport modes makes

considerable benefits for people that choose

(e.g., a flat price) and, if necessary, a reduction

their use more attractive.

Zavod Sopotniki

more sustainable modes of transport; namely,

of public transport prices.

public transport. For this reason, it is important





47

ANDA: THE NEW TICKETING SYSTEM

part of the population, in particular due to a

FOR THE PORTO METROPOLITAN AREA,

complex zoning system (forty-seven zones)

PORTUGAL

and a complex intermodal tariff.

ANDA is a mobile ticketing system for the

With ANDA, passengers can simply install

Porto Metropolitan Area, using ex-post

the ANDA APP on a mobile phone to be able

billing that optimizes the cost of using public

to use public transport (Figure 37). They will

transport.

receive the bill afterward based on the trips

they make each month (post-billing), applying

The main objective of the ANDA project is

the tariff combination that is most favourable

to simplify the experience of using public

for the passenger (a spot price).

transport in the Porto Metropolitan Area,

particularly for those that do not use public

In that way, passengers do not need to have

transport today because they do not want to

any prior knowledge about the rules (tariffs,

overcome the “knowhow” barrier.

zones, or values) of the intermodal system.

In fact, the intermodal ticketing system for

Another important strategic objective of the

public transport in the Porto Metropolitan

project is that ANDA can be used in the near

Area is considered complex by a significant

future as a “Mobility as a Service (MaaS)”.

Figure 37: Promotion of ANDA (Andante 2019).

The ANDA APP is a solution that truly

simplifies mobility:

– A single invoice is issued at the end of the

month, benefiting from adjusted fares

according to real use;

– Passengers do not need to have any

knowledge of the tariff system;

– There is a possibility to join additional

services, such as car sharing, bike sharing,

park-and-ride, taxis, and so on; and

– There is a possibility to reward users for

their mobility choices.

Sharing business models

Finally, to face this new reality, stronger

7.4 DEVELOPMENT OF AND AROUND

intensify the use of ICT in

cooperation between different policy levels

TRANSPORT NODES

metropolitan mobility.

is important to enhance sustainable urban

mobility.

In the short term, one main focus in low-carbon

station areas is to develop walking and cycling

In station areas priority is

In conclusion, the sharing economy offers

opportunities, public transport, and smooth

given to walking, cycling,

an opportunity for better multi-mobility. It

trip chains to support the shift in people’s

and public transport.

allows the transport industry to tap into new

behaviour toward a low-carbon everyday

opportunities created by digitalization and new

lifestyle. The priority order in planning urban

technologies. It also makes it possible to move

space around stations and in station areas

in a smarter and more sustainable way.

should be walking, cycling, public transport,

logistics, car-sharing services, and finally limited

space for parking cars (Figure 38).

48

Figure 38: The priority order of transport modes in low-carbon areas.

Local walkability

Connected cycling possibilities

Local cycling possibilities

Priority for public transport

Public transport

Sharing cars

Cars

Station areas contribute

Direct, uninterrupted, and unimpeded walking

a priority in parking, and park-and-ride areas

to low-carbon trip chains.

and cycling connections to station areas with

should be planned further away from the

good, safe, and weatherproof bicycle parking

station, especially if implemented close to city

and maintenance facilities are a starting point

centres. This land area is more important to

for low-carbon trip chains. By prioritizing bike-

use as a liveable urban space or for housing.

and-ride in planning, an attractive mobility

These measures can make possible low-

alternative will be offered. Promoting the use

carbon trip chains in a reasonably short-term

of electric bikes as city bikes and with better

perspective, thereby reducing emissions from

charging infrastructure would also expand

the transport sector.

the functional area of a station. Cars are not

THE DEVELOPMENT OF THE TIKKURILA

Finnish Transportation Agency, and the city

STATION AREA, VANTAA, HELSINKI

concluded a joint contract for planning and

REGION, FINLAND

construction of a new station hub. It contained

a new covered terminal for rail lines, a large

The Helsinki region is growing rapidly and

shopping centre with office buildings, and a

urban sprawl has been strong. To ensure

multi-storey car park for offices and park-and-

sustainable development, both regional

ride. In addition to the transportation hub,

and local plans steer new developments in

the building project also included business

the vicinity of existing urban structure and

premises to infill the economical expectations

toward the station area.

of the private investors. The site between

the railroad and the street was extremely

Tikkurila is the administrative centre of the

narrow, and construction was not allowed to

city of Vantaa and is located on the main

cause any trouble for rail traffic. This is why

railway line from Helsinki to other parts

cooperation with all involved parties was a key

of Finland. Tikkurila was developed in the

issue during the entire process.

1960s and 1970s and was loosely planned

and built; it is dominated by car parks and

Now Tikkurila is one of the most desirable

low-storey housing.

areas in Vantaa and it offers good

connectivity with excellent services and

The city started the development project

modern housing for new residents. The

in 2007 and created a plan framework for

different sides of the main railroad are

identifying possibilities to infill the station area

better connected, and the quality of the new

(Figure 39). The city implemented dismantling

public spaces is much higher than before.

renovation and increased the gross floor area

by 125,000 m² in seven years. At the same

The city of Vantaa has managed to develop

time, the new Ring rail line into the airport was a more sustainable and densely built station constructed via Tikkurila. The rail company, the area with a combination of good planning





49

Figure 39: The Tikkurila station area.

City of Vantaa

and a participation process, attracting

near railroads, making possible low-carbon

investors into projects and making joint

mobility instead of car-dependent urban

contracts for funding, and to involve major

sprawl. The different sides of the main

actors such as the Finnish Transport Agency

railroad are now better connected, and the

and rail company. The development process

quality of new public spaces is much higher

has increased the volume of new residents

than before.

Figure 40: Spatial analysis of five-, ten-, and fifteen-minute journeys to a station by bicycle in the Helsinki region.



50

Alexander Reshnya, Shutterstock





51

8 INTEGRATING MEASURES

TO BUILD BETTER LIVEABILITY

IN METROPOLITAN REGIONS

Integrated mobility

The need for change in metropolitan regions is

mobility and freight transport patterns in the

planning should include

driven by urban population growth and by the

area. Using information and communication

all public and private

sectors as well as the

impacts of global warming, air-quality issues,

technologies (ICT) to collect data on end users’

general public.

and shifting business structures. This requires

travel behaviour can provide this information

an approach to create sustainable mobility

and offer users an improved travel experience.

that meets the needs of a larger population,

Car-oriented mobility needs to be substituted

including businesses and freight distribution

by a more sustainable provision of mobility by

in these areas. To summarize, mobility in

providing sharing options or improved public

many metropolitan regions is car-dependent

transport – for example, through integrated

and logistics is often excluded from mobility

ticketing. In addition, car-dependent regions

thinking. To change this, the regional and

can be developed into rail-based and transit-

local authorities need an overall picture of

oriented urban areas (Figure 41).

Figure 41: Sustainable growth in metropolitan regions is only possible by giving priority to public transport.

Janez Nared

Collaboration of all the

The lack of metropolitan collaboration (at the

planning and land-use planning require

actors at all the levels

institutional, administrational, planning, and

extended collaboration between the levels of

must be intensified.

operational levels) has been identified as a

government. A joint metropolitan development

barrier in tackling suburban car traffic and the

agenda is an area where urgent actions are

development of suburban public transport

needed to further develop the mobility system

services. The focus on inter-municipal and

of the metropolitan regions.

regional collaboration is essential to solve

these issues. Different responsibilities in

Finally, a sectorial approach to infrastructure

local and regional authorities on transport

development separating modes and means of



52

Planning should

transport is no longer appropriate. Investments Overall, the changes that need to be produced optimize both land

must be aligned with transport strategies

are 1) a better approach to mobility and

use and mobility.

connecting both transport and spatial planning, knowledge of mobility patterns, 2) using which might decrease the need for mobility

ICT for better public transport experiences,

and provide more sustainable development

3) reduction in car-dependent mobility, 4)

(Figure 42).

improved metropolitan cooperation, and 5)

more integrative and less sectorial thinking.

Figure 42: Smart Kalasatama is an urban redevelopment project in Helsinki in which the core will be a modern railway station. Its population will rise from 3,000 to 25,000 and it will also offer jobs for 10,000 people. The vision of Smart Kalasatama is to save one hour of people’s time every day by using smart services.

City of Helsinki/Suomen Ilmakuva Oy

Within these overall changes, the metropolitan

greater liveability in metropolitan regions.

regions seek to achieve some more specific

Some of them are presented in Table 2.

actions that combined could contribute to

53

Table 2: Set of activities that could lead to greater liveability in metropolitan regions.

Field of

Activity

Short-term

Long-term

Indicators for

intervention

effects/wins

effects/wins

measuring

progress on

the activity

Participatory

Public consultation

- New local knowledge

- Higher public

- Number of

transport planning

and possible tailor-

acceptance

consultation rounds

made solutions from

- Better quality of plans/

- People attending the

stakeholders

strategies

consultations

- Awareness raising

- General acceptance of

- Mutual learning

the plan

Creating a

Promotion and

- Broad commitment

- Lower environmental

- Number of travellers

mobility plan

implementation of

to the principles of

impact deriving from

on public transport

interventions to organize

sustainable mobility

traffic

- Number of private

and manage the demand

- Involvement of relevant

goods transport

for mobility of people and

people

operators involved

goods

Regulation of access

- Fewer cars

- Shift to public transport

- Number of travellers

in some zones (and/or

- Lower pollution/

- Lower environmental

on public transport

parking)

emissions

impact from mobility

- Shortening the time of

- Less noise from traffic

trips

congestion

- Measurable lower

levels of pollutants in

the air

Support for intermodal

- Multimodal approach

- Improvement of

- Number of travellers

nodes and infrastructure

to travel

mobility

on public transport

planning for both

- Optimization of the use - Improvement of

- Number of private

passengers and freight

of means of transport

resilience of the

goods transport

(more passengers

transport system

operators’ trips, last

on each means of

(through multimodality)

mile

transport)

- Lower environmental

- Time of trips

- Less traffic

impact from mobility

- Levels of pollutants in

- Less pollution

- Better traffic flows

the air

Informatization of

- Optimization and

- Shift to public transport

- Number of travellers

mobility, provision of

simplification of

- Improvement of

on public transport

real-time data on public

multimodal travel

resilience of the

- Number of users of

transport and traffic;

transport system

apps showing real-time

integrated ticketing

(giving best solutions in

data and giving tickets

systems on mobile and

real time for travelling)

- Time of trips

personal devices

- Lower environmental

- Levels of pollutants in

impact from mobility

the air

Promote diffusion of and

- Optimization and

- Improvement of

- Number of sharing/

experimentation with

simplification of travel

mobility

pooling service users

collective services such as

in modal shifts

- Lower environmental

- Levels of pollutants in

car sharing, carpooling,

- Fewer cars

impact from mobility

the air

bike sharing, etc.

- Less congestion

Increase in the size of

- More soft mobility

- Improvement of

- Length of cycle lanes

areas and uninterrupted

- Fewer cars

mobility

- Pedestrian areas

paths for bicycles and

- Less noise from traffic

- Shift to soft mobility

- Levels of pollutants in

pedestrians

congestion

- Lower environmental

the air

- Better and healthier

impact from mobility

quality of life

54

Field of

Activity

Short-term

Long-term

Indicators for

intervention

effects/wins

effects/wins

measuring

progress on

the activity

Low-carbon

Planning low-carbon

- Shift to low- and zero-

- Reduction in carbon

- Share of low-carbon

logistics

logistics

emission vehicles

emissions

freight vehicles

– Multilevel governance

- Better use of existing

- Better air quality

- Level of NO and PM

X

– Involvement of

infrastructure

- Better acceptance and

- Dialog between

stakeholders

- Improved terminal

understanding among

stakeholders and

structure

all stakeholder groups

public authorities

- Shared data on freight

Low-carbon last-mile pilot - Reduction in freight

- Reduction in carbon

- Share of low-carbon

projects:

transport by vans

emissions

freight vehicles

– Establish consolidation

- Better use of existing

- Better air quality

- Level of carbon

centres for last-mile

infrastructure

- Better use of existing

emissions

freight

- Modal split in favour

infrastructure

- Level of noise pollution

– Transition to e-vehicles

of cargo bikes and

- Amount of “search

in last-mile freight

e-vehicles

traffic”

– Transition to bikes in

- Improved efficiency in

- Level of NO and PM

X

last-mile freight

loading/unloading

– Extended use of ICT

- Reduction in “search

tools

traffic”

– Reduce kerbside

- Improved accessibility

parking for private

for deliveries

vehicles

Establish charging

- Transition to e-vehicles

- Reduction in carbon

- Share of low-carbon

infrastructure adapted

in last-mile freight

emissions

freight vehicles

for freight vehicles (vans)

- Level of NO emissions

X

- Level of noise pollution

Establish low-/zero-

- Modal split in favour

- Reduction in carbon

- Share of low-carbon

emission zones

of cargo bikes and

emissions

freight vehicles

e-vehicles

- Better air quality

- Level of NO emissions

X

Managing

Improving mobility

- Better mobility options

- Lower greenhouse gas

- Modal split

transportation

solutions

- Accessible, reliable,

emissions

- Number of public

and comfortable public

- More public space for

transport trips made

transport

people

Park-and-ride solutions

- Increased parking

- Decreased congestion

- Number of park-and-

capacity in station

in the city centre

ride sites

areas

- Healthier environment

- Number of park-and-

- Fewer cars entering the

ride spaces

inner-city area

- Smaller number of

vehicles in the inner-

city area





Introduction of


- Cleaner diesel engines


- Zero-emission buses

- Level of CO emission

2

alternative fuelled buses

with reduced emissions

for lower GHG

from public transport

- Hybrid technology for

emissions

- Number of low-/zero-

less fuel consumption

- Healthier environment

emission buses

55

Field of

Activity

Short-term

Long-term

Indicators for

intervention

effects/wins

effects/wins

measuring

progress on

the activity

Sharing economy

Promotion of the sharing

- New and innovative

- More mobility solutions

- Number of new

economy

business models

business models

Regulating the sharing

- Fair competition

- Sustainable mobility

- Existence of

economy

- Integration of new

- Wellbeing of people

regulation at the local/

business providers

metropolitan level

with public transport

(mobility as a service)

- Allowing and

encouraging

sustainable new

solutions and models

Integrating sharing

- Enables travellers to

- Public transport

- Modal split

mobility solutions with

gain access to public

sustainability

(% reduction on private

public transport

transport on an as-

car)

needed basis

- Last-mile solutions

Transit-oriented

Definition of “Liveability-

- Integration of spatial

- Higher regional

- Existence of LOAD

development

Oriented Area

and transport planning

accessibility

methodology

Development” (LOAD)

- Co-creation of the

- Reduction of car use

methodology

neighbourhood

- Reduction of

congestion and

pollution

Shaping

Promoting use of the low-

- Lower emissions from

- Sustainable urban

- Level of CO emissions

2

low-carbon areas

carbon district concept

the transport sector

structure

- Modal split

- Liveability of station

- Contributes to achieve

areas

regional low-carbon

- New businesses

targets

- Promoting low-carbon

modes of transport

Supporting new services

- Added value to trip

- Vital and attractive

- Service level

in stations

chains

stations

- Improved social safety



56

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57

9 POLICY RECOMMENDATIONS

9.1 POLICY RECOMMENDATIONS AT

Develop a common European framework

THE EU AND THE INTERREG EUROPE

for a sharing economy

PROGRAMME LEVEL

A common regulation framework for a sharing

Support participatory planning at all levels

economy should be established at the European

and in all fields

level in accordance with top-down logic and

include a definition of a sharing economy and

Participatory planning should become an

a demarcation of the roles regarding market

integral part of planning in all fields and at all

access and activity, among others. This common

territorial levels. This includes coordination

framework is important for activating similar

among administrative levels (local, regional,

regulations at the national level, particularly in

and national authorities), sectors, non-

mobility, where the sharing economy should

governmental organizations, and the general

supplement public transport and not compete

public. The European Commission should

with it in an unregulated manner.

enhance participation in its decision-making

processes. At the same time, inclusion of

Promote integrated spatial and mobility

relevant stakeholders must be required in new

planning to generate polycentricity

regulations from all fields.

The implementation of the Liveability-Oriented

Support exchange of experiences and

Area Development (LOAD) concept should be

consolidate collaboration networks within

promoted in order to create polycentricity. A

European programmes

sustainable approach requires overcoming

the distinction between spatial and mobility

European Union programmes should support

planning. They need to be considered together

exchange of experiences to allow cities and

with economic, social, and environmental

metropolitan regions to learn from each other.

planning. In order to do so, the public

Consolidating collaboration networks, such as

transport network, especially rail-based transit

SMART-MR, can allow better transferability of

corridors, should be strengthened and station

knowledge by sharing examples of good and

areas prioritized as development targets in

bad practice. By evaluating different systems

transforming new and existing urban structure

and developing new methods and tools, it is

into low-carbon / carbon-neutral areas.

possible to achieve faster changes in fields

Hence, a polycentric urban model integrated

such as participatory planning, urban logistics,

by various nodes of dense housing and well

or sharing economy.

served by mass public transport would help

reduce car dependency. It is necessary to

Support research, development, and

recognize metropolitan regions as having

innovation (RDI) in metropolitan mobility

viable solutions for sustainability, to support

and logistics

polycentricity at all levels, and to support

station areas as nodes for everyday services

Transportation systems and logistics in

and platforms for climate-smart services.

metropolitan regions require vast investments

and considerable progress to become carbon

9.2 POLICY RECOMMENDATIONS AT

neutral. To support this process, research

THE NATIONAL LEVEL

programmes on carbon neutral mobility and

logistics must be enhanced, making possible

Enhance multilevel governance

development of zero-emission vehicles, use

of big data, and the development of business

Solving complex and nationally relevant

models supporting efficient mobility and

issues such as climate change, air pollution,

logistics. Academia, research institutions, and

and mobility requires the engagement of all

other relevant actors should be included in

administrative levels, sectors, non-governmental

the process.

organizations, and the general public. The

limited competences of a single authority

should raise interest in cooperating and

coordinating activities with others instead of

slowing down the change process. Cooperation

should start as early as possible in the planning

58

process and should become part of the

and the underground. Settlement and the

planning culture. National authorities should

public transport network should go hand in

provide a forum for cooperation between the

hand, and major investment should be made

players involved: various levels of competences, in infrastructure to make public transport roles, financial capabilities, and so on. In order

more appealing. Transportation should be

to improve metropolitan mobility management,

integrated in terms of joint ticketing and

integration is required regarding information,

timetables. Public transport should become

territories, and sectors, especially in land use,

competitive with cars.

housing, and transportation.

Apply road pricing policies

Adopt evidence-based decision-making

supported by participatory processes

A taxation system for car usage should be

established, aimed at reducing congestion and

Participatory processes should be supported

all other negative externalities from traffic.

by solid data, studies, or pilot projects.

Road pricing policies can be applied at the

Developing strategies and plans must be

national level to tax traffic on highways and

supported by a combination of both solid

roads. In order to prevent cars from accessing

data and participation because none of them

central urban areas, congestion charging

alone could provide optimal results: data are

schemes can be implemented so that more

sometimes difficult to interpret and should be

polluting vehicles pay higher fees for driving in

contextualized through the planning process;

the inner city.

on the other hand, participatory processes

could depend too much on stakeholders’

Develop regulation and tax systems for

capacity to influence decision-making, and so

sharing-economy services

results from participatory processes should

be thoroughly examined. A combination of

Because there is no single tax system in

both can optimize decisions by complementing Europe, each country will be able to develop information with valuable stakeholders’

tax systems for the various sharing-economy

experiences and by influencing stakeholders’

services. A regulation framework and a taxation

positions with relevant information. The

system should be established to ensure

authorities should understand the need and

sustainable mobility and the priority of public

collaborate with local and regional entities.

transport, while at the same time allowing

the emergence of new business models

Provide space for logistics distribution

complementing public transport.

centres in central urban areas

Co-create land-use and infrastructure

Terminals are large investments for a society,

development plans

and it is therefore recommended that the

national authorities take responsibility in

New housing and development areas need to

ensuring the provision of terminal structures

be planned and coordinated with connections

in line with future logistics developments.

to public transport to avoid car dependency. It

National recommendations or guidelines

is important that the public transport service

can require that regional or local authorities

already be provided when the residents move

change the structure of terminals so that

in. To accomplish this co-creating, land-use

transhipment points are closer to city centres

planning and infrastructure investments are a

and that space for logistics activities is

key factor. The participating stakeholders will

secured in regional and local plans. Securing

need to agree on timelines, project size, and

inner-city space for logistics activities should

financing, and on setting common sustainable

be anchored at the national level in order

mobility goals. The stakeholders will be bound

to allow the transfer to clean vehicles. Even

by the agreed amount of housing being built

though this recommendation is carried out

and infrastructure being in place on time.

at the regional and local levels, the national

authority has the responsibility to place this

Prioritize station areas in the development

issue on the political agenda.

of low-carbon mobility and sustainable

urban living

Public transportation should become the

core of urban mobility

Station areas should be developed as nodes

of climate-smart housing and mobility by

A solution for air pollution and climate change

applying an integrated planning approach

caused by car traffic could be to make public

that includes land use, housing, and transport

transport attractive, efficient, and affordable

planning. Rail transport should be prioritized

by encouraging the use of trams, buses,

as the basis for urban development, and the





59

service level of low-carbon public transport

collaboratively with logistics firms without

should be secured. Developing station areas

relying exclusively on industry experiences to

as resilient communities could be fostered by

guide their decisions.

dense housing, by increasing energy efficiency

in housing, and by promoting sustainable

Develop local and regional logistics plans

travel modes.

and strategies

9.3 POLICY RECOMMENDATIONS AT

Logistics planning should be part of low-carbon

THE REGIONAL AND LOCAL LEVELS

urban mobility and land-use plans because

space is an important factor. This will crystallize

Adapt participation processes to each

in developing sustainable urban logistics

specific regional or local context

plans. A combination of regional and municipal

planning is key in providing comprehensive

Planning processes at the local and regional

logistic plans. By developing pilot projects,

levels depend greatly on the local or regional

transparency and knowledge of new logistics

context: the government structure, natural and solutions will be transferred.

social features of the area, the legal framework,

stakeholders’ engagement, and so on. For this

Regulate sharing-economy services as part

reason, the participation process must always

of the public transport system

address local specifics by raising the right

questions, involving relevant stakeholders,

Local legislation should provide a regulation

and following local and regional traditions and

framework for the management of sharing-

habits. The participatory process should have

economy services as part of public transport.

clear rules agreed upon from the beginning. A

If sharing-economy services remain a private

combination of participatory inputs and data

model, competition between operators (e.g.,

should be used for decision-making.

periodic calls for licenses), defining drop-up

zones, and the obligation for sustainability (e.g.,

Develop personalized communication

fleets of zero-emissions vehicles only) need to

campaigns for different stakeholders

be ensured, and mobility information should

be shared with the public authorities.

Public authorities need to develop

communication campaigns focused on

Redesign public open space in favour of

different stakeholder groups, emphasizing the

pedestrians, cyclists, and public transport

benefits that each of them will experience from

the actions to be implemented. Sometimes

In metropolitan regions, an integrated design

effective solutions to certain problems

process according to sustainable mobility

require unpopular measures that might

principles (e.g., TOD principles) guarantees

not be positively accepted by the public. In

transport development toward sustainability-

order to avoid this, focus can be placed on

oriented objectives. Traditionally, public open

communicating the objective and not the

space has been adapted to cars. Therefore,

measure itself, so that the acceptance rate will

a revision of public space is required, giving

be higher, with people being aware of a greater priority to public transport and soft transport cause. The participatory process realized

modes such as walking and cycling. In general, by

should also be communicated.

applying a substantial reduction in road capacity

for motorized traffic in favour of green space,

Ensure sufficient competence on

lower pollution levels and greater liveability

logistics transport among local and

standards of public space are achieved.

regional authorities

Use station areas as pilot platforms for

Increasing municipalities’ knowledge and

new solutions that can contribute to

information about the impact of logistics in

low-carbon daily life, smoothing trip

cities and business is crucial for low-carbon

chains and making possible circular and

logistics planning. Ensuring that authorities

sharing-economy solutions

have knowledge about the impact of each

policy or measure before implementation

Prosperity of station areas can be strengthened

is also recommended. Urban logistics

by supporting the allocation of services at a

should be given increased priority in public

station or close to it. Therefore, co-creation

administration. Recruiting staff with logistics

of services between private and public actors

competence and having such skills in-

is recommended to add value to trip chains

house makes the authorities able to work

and attractiveness of low-carbon rail-based

60

transportation. It is also recommended to

Prioritize station areas as starting points for

identify the challenges of station areas as

low-carbon area development

business environments and to map the

customer needs in the region. Furthermore,

Land-use and transport planning need to

a culture of experimentation should be

be integrated in metropolitan regions and

supported in order to identify customer needs

urban infill should be located near railway

and regional challenges, and to create new

stations. A regional low-carbon-roadmap based

solutions with an emphasis on using open

on regional challenges should be worked

data, big data, and digitalization. Station areas

out in order to build cooperation between

should be revitalized and developed especially

stakeholders and prioritize the implementation

as circular and sharing-economy platforms and of the measures listed. Station areas should be city logistics hubs. Services could be up-scaled

the starting point for actions and pilot projects

and transferred to other areas in metropolitan

regarding low-carbon-area development. This

regions.

development should be based on the concept

of the low-carbon district concept, which

Implement the Liveability-Oriented Area

embraces climate-change mitigation, resilience,

Development (LOAD) concept in local

a circular economy, social sustainability, health,

master plans

and technology integration. Recommended

actions should include the improvement of

The Liveability-Oriented Area Development

liveability, walkability, and the public transport

(LOAD) concept is recommended for

environment, as well as smoothing trip chains.

implementation in local master plans.

By improving the quality of public open spaces,

Developing areas near railway stations with

safety and liveability of station areas will also be

dense housing, mixed use, and liveability

improved. Land areas for circular and sharing-

features creates attractiveness. An increase

economy solutions should be revised in land-

in population, embracing both residents

use planning.

and workers, gives businesses a basis to

develop services in the area. Dense housing

development makes possible non-car-based

mobility. In addition, other transport modes

within the community can be used, such as

walking, cycling, and mobility sharing. Adding

to attractiveness, regional accessibility will

be within a short distance. Therefore, it is

important to define the land-use potential of

station areas and to set priorities for it.

Develop an accessible regional network of

LOAD communities

Developing a fast, frequent, and reliable public

transport network, integrated by different

transport modes, will make sustainable mobility

possible. A regional network of public transport

that connects LOAD communities will be

the basis of an effective mobility structure.

Residents will be able to choose where to live,

work, and recreate according to their personal

preferences without jeopardizing solutions

addressing climate change mitigation.

61





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63

10 MAKING THE SHIFT



TOWARD BETTER LIVEABILITY

IN METROPOLITAN REGIONS

Climate change

The global warming challenges call for

create liveability, also by supporting residents’

challenges call for

urgent actions. All stakeholders need to be

mobility needs. The vision needs to be shared

immediate action.

identified and invited to participate in these

by stakeholders and jointly expressed.

urgent actions to mitigate climate change

To empower urgent actions that mitigate

challenges (Figure 43). Stakeholders have

climate-change challenges, stakeholders that

different perspectives and their role must

are professionally responsible for planning

Visions and strategies

be clearly defined and recognized in each

and decisionmakers should include the

must lead to more

process/action taken. A co-creating process

metropolitan vision and strategies in their

liveable and sustainable

metropolitan regions.

must be established that benefits from

work regardless of subject. For example,

stakeholders’ contribution and creates a

when creating any new project, reduction

common understanding on the need for a

of greenhouse gas emissions and climate

jointly adopted common vision and strategy.

change challenges should be part of this and

In metropolitan regions it is necessary for the

addressed accordingly, and positive gains

vision to be sustainable and for innovations to

should be communicated.

Figure 43: The change to a low-carbon future requires strong leadership.

Simon Nyírő

64

A win-win future exists

By communicating the impact of global

communicated using clear visual information.

for greater liveability and

warming, including and empowering

The aim is to share knowledge, raise awareness

for the planet.

stakeholders to take actions mitigating the

of local solutions, and encourage people to

challenges, it is possible to create a greater,

try new low-carbon solutions. By doing this,

but possibly different, liveability in metropolitan attitudes can be changed, and that will change regions. An awareness must be enhanced

the culture of mobility.

that a win-win future exists for the climate, the

Alternative solutions are

planet, and its inhabitants.

As observed, there is a common understanding

here; willingness to apply

of what needs to be done to create a long-

them is what is lacking.

By sharing the best practices, inspiring local

term sustainable and liveable society. The main

examples, innovations, and stories, one can

concern is the lack of willingness to make the

motivate stakeholders at all levels to focus

necessary sacrifices at the global, national,

on actions and positive results. The changes

and individual levels. There is a call for strong

toward low-carbon metropolitan mobility and

leadership that will lead people forward.

urban space as well as services should be

GRETA THUNBERG SPEECH AT COP24, KATOWICE, POLAND, DECEMBER 2018

“You say you love your children above all else, and yet you are stealing their future in front of their very eyes. You only talk about moving forward with the same bad ideas that got us into this mess –

even when the only sensible thing to do is to pull the emergency brake. You are not mature enough to tell us it like it is. Even that burden you leave to us children. Our civilization is being sacrificed for the opportunity of a very small number of people to continue making enormous amounts of money. Our biosphere is being sacrificed so that rich people in countries like mine can live in luxury. It is the suffering of the many that pays for the luxury of the few. In the year 2078 I will be celebrating my seventy-fifth birthday. If I have children, maybe they will spend that day with me.

Maybe they will ask me about you. Maybe they will ask why you didn’t do anything while there still was time to act. Until you start focusing on what needs to be done, rather than what is politically possible, there is no hope. We cannot solve a crisis without treating it as a crisis. We need to keep the fossil fuels in the ground and we need to focus on equity. And if the solutions within the system are so impossible to find, then maybe we should change the system itself. We have not come here to beg the world leaders to care. You have ignored us in the past, and you will ignore us again. We have run out of excuses, and we are running out of time. We have come here to let you know that change is coming, whether you like it or not. The real power belongs to the people.”

(Thunberg 2018, transcript).

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67

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69

THE SMART-MR PARTNERSHIP

Research Centre of the Slovenian

Regional Development Agency of

The City of Oslo, The Agency of

Akershus County Council, Norway

Academy of Sciences and Arts, Anton

Ljubljana Urban Region, Slovenia

Urban Environment, Norway

Melik Geographical Institute, Slovenia,

the lead partner

The Göteborg Region Association

Helsinki Region Environmental

BKK Centre for Budapest

Metropolitan City of Rome Capital, Italy

of Local Authorities, Sweden

Services Authority, Finland

Transport, Hungary

All the project results are

available at the project website:

https://www.interregeurope.

Porto Metropolitan Area, Portugal

Barcelona Metropolitan Area, Spain

eu/smart-mr/

Project partners at the meeting in Oslo.

Marc Iglesias Perez

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This publication is a result of the Interreg Europe SMART-MR project, co-financed by the European Regional Development Fund and the Norwegian funding.

The project was further co-financed by:

– The Slovenian Research Agency, research core funding Geography of Slovenia (P6-0101)

– The Regional Development Agency of the Ljubljana Urban Region

– The Urban Environment Agency (Oslo)

– The Akershus County Council

– The Göteborg Region Association of Local Authorities

– The Helsinki Region Environmental Services Authority

– The Ministry of Economic Affairs and Employment of Finland

– The Hungarian state via the Széchenyi Programme Office Nonprofit LLC

– The BKK Centre for Budapest Transport

– The Italian government’s national rotation fund

– The Porto Metropolitan Area

– The Barcelona Metropolitan Area

OTHER SMART-MR OUTPUTS:

SMART-MR website

SMART-MR brochure

SMART-MR video

SMART-MR good practices

SMART-MR newsletters

SMART-MR library

71

DIC SWAN ECOLA

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Printed matter

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