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Achieving sustainable mobility in developing countries : suggestions for a post-2012 agreement
(2009)
In December 2009, countries meet in Copenhagen to establish a new global climate agreement. This article links the need for reducing transport-related greenhouse gas emissions in developing countries with the current international climate negotiations. Arguing that a sustainable transport approach requires comprehensive policy packages, it assesses the suitability of current climate negotiation proposals in promoting sustainable transport. The project-based approach under the current climate regime incentivises neither comprehensive sustainable transport and mobility policies, nor sufficient numbers of local projects. Current proposals to increase efforts by developing countries, to reform the Clean Development Mechanism, and to create new emission trading mechanisms are promising but still have to overcome several obstacles. One obstacle involves how to properly assess the impact of actions while maintaining streamlined procedures. The authors conclude from their analysis that the best way forward would be to establish an international mitigation fund with a dedicated transport window financed by industrialised countries. This fund would enable developing countries to implement national policies and local projects. Developing countries would outline low-carbon development strategies, including a sectoral strategy for low-carbon transport.
Analysing the impact of walking and cycling on urban road performance : a conceptual framework
(2017)
Im Rahmen dieses Projektes wurde die Klimaschutzfunktion des Freiraumkonzepts "RegioGrün" der Region Köln-Bonn analysiert. So wurde einerseits die Entwicklung des nahraumorientierten Freizeitverkehrs in der Region untersucht und andererseits die Funktion der im Projektraum neu angelegten Wald- und
Grünflächen als Kohlenstoffsenken quantifiziert. Ferner wurde der Beitrag von RegioGrün zur lokalen Anpassung an veränderte Klimabedingungen analysiert.
Als Herausforderung der Verkehrswende werden häufig die möglicherweise wegfallenden Arbeitsplätze diskutiert. Denn die Beschäftigung der Automobilindustrie in Deutschland gilt als wichtiges Argument für einen sozialverträglichen Strukturwandel. Aber auch die Wirtschaftszweige des Umweltverbunds bieten viele Arbeitsplätze.
Vor diesem Hintergrund untersucht die vorliegende Studie des Wuppertal Instituts und des Instituts Arbeit und Technik der Westfälischen Hochschule die Beschäftigtenzahlen in Teilmärkten der Fahrradwirtschaft sowie deren Umsatzentwicklung.
Cleaner vehicles
(2016)
This review of sources has assessed existing evidence for economic benefits arising from innovations or interventions that aim to improve the environmental performance of vehicles - such as enhancements to engine and vehicle technologies or improved fuels. It is designed to support cities in their decision making and measure selection process. The article is one of 22 reviews published in this volume.
This paper investigates the multimodal nature of urban congestion and network performance, with the aim of developing practice ready policy tools to alleviate the adverse effects of excess demand, no matter in which mode it realizes. As part of the efforts to get an overall understanding of how congestion is defined in various disciplines, we conduct a literature review of relevant engineering and microeconomics studies. The investigation reveals the main areas where contradiction can be identified between engineering and economics approaches. In a second step, we investigate the results of an expert survey about the principles of congestion analysis from a multimodal perspective. The main contribution of the paper is twofold. First, we draw attention to the pitfalls of oversimplified and narrow viewpoints on congestion. Second, we operationalize these principles in order to enable decision makers to assess the impact of urban transport measures on congestion.
This article analyses the negotiations on the future of the international climate regime at the United Nations Climate Summit in Copenhagen. It also discusses key issues in the ongoing business of implementing the Climate Convention and the Kyoto Protocol. The article lays out the main issues at stake in the negotiations, contrasts divergences in interests amongst negotiating parties, and summarises the results achieved in Copenhagen. The report discusses these results in detail and concludes with an outlook on how the challenges ahead could be overcome.
Decision-making in sustainable urban mobility planning : common practice and future directions
(2015)
The European Commission aims to foster sustainable local transport systems through the concept of "Sustainable Urban Mobility Plans" (SUMPs). This paper is intended as a think piece highlighting the challenges for cities in selecting sustainable and cost-effective transport and mobility measures. Not only does the paper convey an understanding of the challenges of determining a transport project's viability, but it also presents five case studies of sustainable urban mobility planning and the role of project appraisal in those policy-making processes.
Der Beitrag von synthetischen Kraftstoffen zur Verkehrswende : Optionen und Prioritäten ; Kurzstudie
(2019)
Diese Kurzstudie geht auf den möglichen Beitrag von synthetischen Kraftstoffen zur Verkehrswende ein. Sie stellt die Einsatzmöglichkeiten dar, zeigt alternative Minderungsoptionen auf, und vergleicht sie mit den Einsatzmöglichkeiten von synthetischen Kraftstoffen.
Zudem gibt der Bericht einen Überblick über volkswirtschaftliche Effekte, auf deren Basis abschließend Schlussfolgerungen für den Beitrag synthetischer Kraftstoffe zur Verkehrswende abgeleitet und diese in Handlungsleitlinien (Prioritäten) übersetzt werden.
Im Folgenden wird die Klimaschutzwirkung der aktuellen Flottenverbrauchsnorm der Europäischen Kommission für Deutschland diskutiert und in den Kontext der im Jahr 2020 signifikant angestiegenen Zahl von verkauften Pkw mit Elektromotor gesetzt.
Dabei wird die aktuelle Entwicklung der Pkw-Flotte in Deutschland mit mehreren Szenarien verglichen. Erstens wird eine mögliche Verschärfung aktuell gültigen Rechts im Sinne eines European Green Deal angedacht. Zweitens wird dieser eher technische Zugang verglichen mit der Möglichkeit, durch Vermeidung und Verlagerung auf Fahrten mit dem Pkw zu verzichten. Drittens wird die Rolle von Plug-In-Hybriden diskutiert.
Auf dieser Basis werden Politikempfehlungen ausgesprochen, wie die Flottenverbrauchsnorm weiterentwickelt werden kann, um die Klimaschutzambition zu erhöhen.
Im vergangenen Jahr waren die Zuwachszahlen im Bereich der Elektromobilität in Deutschland höher als jemals zuvor. Das enorme Wachstum ist vor allem der EU-Verordnung zur Flottenemissionsnorm zu verdanken. Die Elektromobilität hat damit einen wichtigen Schritt gemacht und gezeigt, dass sie das Potenzial hat, den Verbrennungsmotor bald zu verdrängen. Doch allein ein sehr hoher Marktanteil an Elektroautos genügt nicht, um die mittelfristigen deutschen Klimaschutzziele zu erreichen. Dies ist eine der zentralen Aussagen der Autoren des vorliegenden Impulspapiers. Sie empfehlen, dass die Europäische Union Herstellern weiterhin ambitionierte Zielvorgaben für emissionsarme Pkw machen sollte, damit schon im Jahr 2030 annähernd alle neu zugelassenen Pkw elektrisch angetrieben werden. Autos mit Hybridantrieb sind auf diesem Weg maximal eine wichtige Übergangstechnologie. Zentrale Voraussetzung ist zudem, dass die derzeitigen Ladevorgänge erleichtert werden, damit der Umstieg auf Fahrzeuge mit alternativem Antriebskonzept deutlich attraktiver wird.
This article aims to analyse the potential for international climate governance to promote the decarbonisation of land transport. It first summarises challenges and barriers that impede the transformation of the sector. On this basis, the article discusses how international governance could potentially assist with overcoming these barriers and mobilising potentials. Subsequently, the article analyses to what extent existing international governance institutions deliver on the potential identified. The analysis finds that while there is a large number of international institutions trying to promote the decarbonisation of land transport, none of them emerge saliently as hubs or core institutions. There is a substantial amount of activity to generate and disseminate knowledge and learning, but the potential for providing guidance and signal, setting rules, providing transparency/accountability and means of implementation could be further exploited. The article concludes with suggestions on how international governance may be strengthened.
Energy efficiency watch : final report on the evaluation of national energy efficiency action plans
(2009)
Vor dem Hintergrund der Richtlinie zu Endenergieeffizienz und Energiedienstleistung (2006/32/EC, ESD) hat die Bundesregierung im September 2007 einen nationalen Energieeffizienz Aktionsplan (NEEAP) vorgelegt. Für den bundesdeutschen Kontext besteht in diesem Zusammenhang nun die Herausforderung zur Entwicklung eines bundesweiten ESD-Evaluations- und Monitoringsystems, welches ein vom Akteur unabhängiges Verfahren zum Nachweis erzielter Einsparungen bereitstellt. Die Qualität des Verfahrens muss dabei durch entsprechende Regelungen und Maßnahmen gesichert werden. Der Bericht beschreibt in Anlehnung an das Projekt EMEEES (Evaluierung und Monitoring für die EU-Richtlinie zu Endenergieeffizienz und Energiedienstleistung), wie erzielte Endenergieeinsparungen aus der Umsetzung des deutschen NEEAPs nachgewiesen werden können. Der Schwerpunkt liegt dabei auf der Entwicklung von geeigneten Bottom-up Methoden, die sowohl die erzielten Gesamteinsparungen als auch zusätzliche Einsparungen berechnen können. Zudem wird eine Berechnung von so genannten Early Energy Savings ermöglicht.
Much mitigation-related governance activity is evident in a range of sectoral systems, and regarding particular governance functions. However, there is a tendency for this activity to relate to the easiest functions to address, such as "learning and knowledge building", or to take place in somewhat limited "niches". Across all sectoral systems examined, the gap between identified governance needs and what is currently supplied is most serious in terms of the critical function of setting rules to facilitate collective action. A lack of "guidance and signal" is also evident, particularly in the finance, extractive industries, energy-intensive industries, and buildings sectoral systems.
Of the sectoral systems examined, the power sector appears the most advanced in covering the main international governance functions required of it. Nevertheless, it still falls short in achieving critical governance functions necessary for sufficient decarbonisation. Significantly, while the signal is strong and clear for the phase-in of renewable energy, it is either vague or absent when it comes to the phase-out of fossil fuel-generated electricity. The same lack of signal that certain high-carbon activities need actively to be phased out is also evident in financial, fossil-fuel extractive industry and transport-related sectors.
More effective mitigation action will need greater co-ordination or orchestration effort, sometimes led by the UNFCCC, but also from the bodies such as the G20, as well as existing (or potentially new) sector-level institutions. The EU needs to re-consider what it means to provide climate leadership in an increasingly "polycentric" governance landscape.
Investments in urban transport should deliver the maximum economic, social and environmental benefits; in times of constrained budgets, projects' economic viability is often the deciding factor. This paper discusses the current practices and challenges facing cities in assessing urban transport interventions. On this basis, it develops options for decision-makers to appraise small-scale, sustainable urban transport policy measures.
The analysis of current appraisal practice shows that data requirements and complexity are cities’ main obstacles appraising projects and comparing potential alternatives. Additionally, there is often a risk that project appraisal enters the planning process too late to play any meaningful role. Conducting a Cost-benefit
analysis (CBA) ex-ante is often only approved if the implementation of the measure in question is already likely. Often, a CBA is a means to access funds rather than a basis for decision-making. Project appraisal of small-scale and non-infrastructure-based measures is often simply too expensive.
On the basis of these findings, the paper discusses the following alternatives to comprehensive CBAs: 1) learn from others, 2) use a simplified assessment method, 3) rely on norms and values. All of these options aim to cope with the trade-off between effort and certitude. In practice, some policy-makers may already apply one or more of these options, but this has not been documented in a systematic manner. A systematic documentation of such practices could be a major step forward for implementation of sustainable and integrated urban transport projects, as it would shed some light on the reasoning behind decisions, from which conclusions could be drawn on the likely follow-on effects thereof and also possible improvements to the process.
The research project seeks to identify the CDM SD tool's possible shortcomings, and to make structured recommendations on how to improve the EB's SD tool. Findings from this project are meant to have a lighthouse effect on the development of provisions on Sustainable Development within other carbon mechanisms of the UNFCCC and beyond. This report represents the consolidated findings of three work packages within this research project. The first chapter provides some background on the subject at hand, and leads into the report. The following chapter covers the assessment and comparison of the SD provisions of selected flexible mechanisms and multilateral standards.
Evaluation of energy saving measures in the transport sector : a review of efforts and certainty
(2009)
The EU Directive on Energy End-use Efficiency and Energy Services (ESD) set an indicative target for EU Member States to achieve a 9% annual energy saving by 2016 from new energy efficiency improvement (EEI) measures. Until now there has been no common methodology on how to measure and evaluate such savings. An international consortium funded by the Intelligent Energy Europe programme and co-ordinated by the Wuppertal Institute has developed harmonised methods for the evaluation of end-use EEI measures. The European Commission encourages Member States to prove energy savings with the help of these methods.
From the evaluation point of view, the transport sector is a special case. In the transport sector, data collection appears to be difficult. A number of values can be derived from existing national statistics, but sources have to be analysed in order to be operational. In passenger transportation, measures prevalently aim at changing mobility behaviour. Mobility behaviour depends on specific socio-economic and local conditions and might therefore vary considerably from measure to measure. Often, only surveys that are well-defined for certain conditions can generate appropriate data.
The paper discusses availability and certainty of data sources to be derived to evaluate EEI measures in passenger transportation. It first introduces two transport-related bottom-up evaluation methods for the transport sector. One aims at evaluating measures fostering vehicle energy efficiency. The other one aims at evaluating modal shifts. The paper then points to sources of corresponding data and the way the data have to be analysed. Thereby it demonstrates the trade-off between evaluation costs and the level of certainty. In so doing, it gives recommendations how to conduct the evaluation of transport-related EEI measures with keeping both efforts low and certainty high.
The EU-CIVITAS project FLOW has developed a multimodal methodology to calculate the impact of walking and cycling measures on transport network performance and congestion. The methodology better includes non-motorised modes than previous methods which focussed on motorised transport. The article outlines key characteristics.
The transformation of urban mobility systems causes financial costs for the procurement and operation of innovative products and services and for the adaptation of existing infrastructure. While public budgets are limited, investments in infrastructure and transport services compete against other spending priorities, and private investors often are reluctant to invest into sustainable transport projects. Thus, cities need to seek additional funding and financing options and to develop business models to attract private sector investments in the development of the urban transport system. Moreover, financing schemes should cover the entire SUMP (Sustainable Urban Mobility Planning) cycle, starting from planning, to project implementation and procurement up to the operation and maintenance of services and infrastructures.
This requires the blending of different revenue sources, including:
project related revenue sources such as public transport fares and the lease of advertising space in buses;
the extension of the local tax base, for example through the introduction of road user charges and parking fees or the use of value capture mechanisms;
National, bilateral, and European grants;
Debt financing through loans and other instruments such as issuing green bonds. Finally, a prudential engagement of the private sector in infrastructure development and service provision can reduce the direct burden on public budgets while enhancing service quality. The applicability of specific financing options critically depends on the national legislative environment. Many of the instruments and case examples presented here may not be transferred to other Member States due to the different distribution of responsibilities and powers between the political levels in the Member States. This report, however, can inspire the search for potential funding and financing sources and is therefore aimed not only at local and regional authorities but also at decisionmakers at the national level. Still, whether a specific instrument can be used in a Member State needs to be assessed on a case-by-case base.
How urban transport projects are appraised : current practice in the EU ; a common practice reader
(2014)
Die Verbreitung von Pedelecs (Fahrräder mit elektromotorischer Tretunterstützung) entwickelt sich in Deutschland dynamisch. Vor diesem Hintergrund werden dem Pedelec große Potenziale beigemessen, zum Klimaschutz beizutragen. Das Verkehrsmittel könnte nämlich auf Wegen genutzt werden, für die sonst in erster Linie das Auto verwendet wird.
Die Studie untersucht Möglichkeiten zur Förderung des Pedelecs, durch die vorhandene Potenziale des Pedelecs ausgeschöpft werden und sich Personenmobilität dadurch klimafreundlicher gestaltet. Es werden Politikinstrumente und private Maßnahmen erarbeitet, die die Anschaffung und Nutzung des Pedelecs fördern. Anschließend wird deren Klimaschutzwirkung quantifiziert.
Dazu werden zunächst sieben einstellungsbasierte Mobilitätstypen erarbeitet und deren Affinitäten zum Pedelec definiert. Außerdem werden die Pedelec-Affinitäten verschiedener Lebensphasen von Personen und Haushalten untersucht. Sodann werden Instrumente und Maßnahmen zur Förderung von Anschaffung und Nutzung des Pedelecs und deren Wirkungsmechanismen erarbeitet, um daraufhin festzustellen, auf welche Weise sie das Verkehrsmittelwahlverhalten (potenzieller) Pedelec-Nutzer beeinflussen.
Die Quantifizierung der Wirkung der Instrumente und Maßnahmen findet in zwei Szenarien anhand einer Fallstudie für die Stadt Wuppertal statt. Das erste Szenario geht von einem business as usual aus, und das zweite Szenario nimmt demgegenüber die Einführung von Instrumenten und Maßnahmen an, die Anschaffung und Nutzung von Pedelecs ambitioniert fördern. Die qualitativen Szenarienannahmen werden über ein Modell quantitativ berechnet, welches die vorhergehenden Analysen zu den Mobilitätstypen und Lebensphasen und zu deren jeweiligen Pedelec-Affinitäten aufgreift.
Es stellt sich heraus, dass eine ambitionierte Förderung des Pedelecs deutlich zum Klimaschutz beiträgt. In Wuppertal reduzieren sich die CO2-Emissionen in der Personenmobilität bis 2050 gegenüber einem business as usual um 11 Prozent. Als besonders wirksam zur Erhöhung des Anteils des Pedelecs erweist sich die Einführung einer Regelgeschwindigkeit von 30 km/h innerorts inklusive aller Hauptverkehrsstraßen. Die Unterstützung des Erwerbs von Pedelecs erhöht bei ambitionierter Förderung den Anteil von Pedelecs deutlich, während sie sich in einem business as usual als Strohfeuer erweist. Das Fahrrad profitiert zwar von der Förderung des Pedelecs, kann in der Größenordnung ähnliche Klimaschutzeffekte aber nicht bewirken.
Die Ergebnisse der Fallstudie Wuppertal lassen Rückschlüsse auf die generelle Wirksamkeit der Förderung von Pedelec-Anschaffung und -Nutzung zu. Entscheidungsträger aus Politik, Verwaltung und Privatwirtschaft können sie nutzen, um die Art und Weise der Umsetzung ihrer eigenen Klimaschutzziele festzulegen. Die Entscheidungsträger auf der lokalen Ebene können durch Pedelec-Förderung unabhängig von den Entscheidungen anderer Akteure, etwa der Automobilindustrie und der Bundesregierung, ambitionierte Klimaschutzpolitik betreiben.
The study shows that more cyclists and pedestrians can make cities safer. The ranking, compiled by the Wuppertal Institute and funded by Greenpeace, compared 13 metropolises in terms of public transport, road safety, air quality, mobility management, and the proportion of cyclists and pedestrians. The result: Amsterdam and Copenhagen, residents travel about a third of their trips by bicycle, and these cities have the fewest bicycle accidents.
Marketing and rewarding
(2016)
This review of sources has assessed existing evidence for economic benefits arising from marketing / social marketing and rewards-based schemes encouraging greater use of more sustainable modes and travel behaviours. It is designed to support cities in their decision making and measure selection process. The article is one of 22 reviews published in this volume.
Mit dem Klimawandel leben
(2013)
A fundamental problem has been the lack of widely-accepted methods for analysing the impact of walking and cycling on transport network performance. By trying to put walking and cycling on an equal footing with motorised transport, the FLOW multimodal urban road transport network performance analysis methodology (the FLOW methodology) aims to contribute to a more informed debate on the role of walking and cycling on transport network performance.
Mobilität dient in der Regel einem bestimmten Zweck - etwa um einzukaufen oder um zur Arbeit zu pendeln. Meistens handelt es sich dabei um kurze Wege oder Wegeketten - immerhin sind 62 % aller Wege in Deutschland kürzer als 5 Kilometer. Elektromobilität auf zwei oder vier Rädern ist genau für diese Wege gut geeignet, allerdings gibt es für die lokale Ebene bereits leistungsstarke umweltfreundliche Verkehrsmittel wie das traditionelle Fahrrad oder den öffentlichen Personennahverkehr (ÖPNV).
This SUITS policy brief aims to highlight how the transformational process of the nine local authorities involved in SUITS into learning organizations made these cities far better prepared to cope with the challenges due to the pandemic than they would otherwise have been. Due to the higher levels of organizational resilience and the awareness of individuals' importance during such external crises, the nine local authorities were not just trying to react to the unforeseen challenges, but were able to act with a clear pathway and to use their experiences to facilitate their learning from recent years. Of course, the pandemic could not have been foreseen, but as SUITS local authorities are becoming learning organizations, they are enhancing their organizational capacity. In so doing, they have been learning a required resilience to reduce the "complexity and confusion - of what to do best" in the beginning of the crisis and to cope with the challenges. This advantage was of enormous relevance for the local authorities.
Pit stop Poznan : an analysis of negotiations on the Bali action plan at the stopover to Copenhagen
(2009)
This paper analyzes the international climate negotiations that took place at the 14th Conference of the Parties to the UNFCCC (COP) and the 4th Meeting of the Parties to the Kyoto Protocol (CMP) held in Poznan, December 1–12, 2008. It works out the main issues at stake in the negotiations, contrasts divergences in interests amongst negotiating Parties, and summarizes the main results achieved in Poznan. Furthermore, it contextualizes the Poznan negotiations within the broader political and economic context, which has shaped climate policy making throughout 2008. The paper ends with an outlook on the tasks ahead in 2009, until the next COP/CMP in December 2009 in Copenhagen.
In this policy paper we discuss policy instruments which can help to decarbonise passenger cars in the European Union. We elaborate to what extent these policy instruments are effective, technology-neutral, predictable, cost-effective and enforceable. Based on these criteria, we develop recommendations for the European Union and its Member States on (1) how to shape their policy frameworks in order to achieve existing climate change mitigation targets; (2) how to support car manufacturers in selling innovative and competitive products; and (3) how to encourage consumers in Europe to purchase appropriate vehicles.
We conclude that favourable policy instruments are used, but there is a strong need for adjustment and further development. The effectiveness of the current EU emission standard should be further increased by turning away from granting "super-credits" and introducing a size-based (instead of weight-based) credit system. Moreover, its overall ambition is questionable and the existing compliance mechanisms should be sharpened.
Fuel taxes are an effective means to push consumers to buy energy-efficient cars. However, a sharp increase may not have the desired effects. Instead, the Member States should harmonise their excise duties at the level of those Member States, which currently impose the highest taxes (Netherlands, Italy). This includes the abolition of any diesel tax bonus. An introduction and harmonisation of vehicle taxes (purchase and circulation) should be based on a vehicle's energy consumption. Additionally, reformation efforts should aim to change the taxation of company cars in a way that vehicle sizes are reduced over time.
Ambitious Member States may also want to introduce a sales quota for electric vehicles. Sales quotas are a very cost-effective policy instrument provided that the mandated technology will achieve a certain market share. This may be assumed for battery-electric vehicles. Further supportive instruments that should be considered are eco-labelling, public procurement and purchase incentives. However, the latter instrument's effectiveness is debatable and its implementation should therefore not be a Member State's priority.
The paper examines policies and measures that promote the usage of pedelecs and that contribute to climate friendly passenger transportation thereby. As pedelecs allow the rider to pedal at lower efforts, pedelecs provide the potential to increase the share of bicycle trips in metropolitan regions with hilly landscapes and with a significant share of medium commuting distances. The paper develops attitude-based mobility types and defines their specific pedelec affinity based upon differentiated reasons to use a pedelec. Thereafter policies and measures are examined that foster purchase and usage of pedelecs, and factors influencing the modal behaviour of (potential) attitude-based target groups are defined. Quantification of climate protection effects is conducted based on two scenarios for the German city of Wuppertal, a city known for its steep slopes. The first scenario assumes business as usual, and the second scenario is based on the introduction of ambitious policies and measures to encourage purchase and usage of pedelecs. Following a mixed-method approach, qualitative scenario assumptions are calculated by a quantitative model, which incorporates the analyses on attitude-based mobility types respective pedelec affinities.The results indicate that ambitious promotion of pedelecs significantly contributes to climate change mitigation. Compared to business as usual, ambitious policies and measures to purchase and use pedelecs reduce CO2-emissions of passenger transport in Wuppertal by 11 per cent in 2050. A spatially inclusive and comprehensive 30 kph speed limit proves to be particularly effective. In the scenario of ambitious promotion of pedelecs, interventions solely fostering the purchase of pedelecs significantly increase the modal share of pedelecs, whereas in a business as usual case such efforts remain ineffective. The traditional bicycle profits from the promotion of pedelecs, but its increased usage does not bring about similar climate protection effects.
This Topic Guide aims to provide answers to the question: "How can transport products, services and works be delivered sustainably?". Public procurement accounts for about 19% of the European Union's GDP and thus is a powerful lever to support the transition of urban mobility. The purchasing power of municipalities and regions can create a critical demand for innovative and green goods, services and business models such as low emission vehicles or shared mobility solutions. Public procurement can increase their competitiveness and availability, and thus trigger the market penetration of innovative products and services. The Guide discusses the general concept of sustainable public procurement, the legislative environment in the EU and leads through the different stages of a procurement process for SUMP (Sustainable Urban Mobility Planning) measures in a stepwise approach. It also discusses different inherent principles of sustainable public procurement in the field of urban mobility such as life cycle costing and how these can be applied. In so doing, it points to relevant further guidance discussing specific issues and concepts.
Was erreicht eine engagierte Förderung von Pedelecs im städtischen Personenverkehr für den Klimaschutz? Diese Frage wird in zwei Szenarien für die Stadt Wuppertal beantwortet. Während das erste Szenario von einem business as usual ausgeht, nimmt das zweite Szenario eine ambitionierte Förderung von Anschaffung und Nutzung des Pedelecs an. Es stellt sich heraus, dass eine ambitionierte Förderung des Pedelecs deutlich zum Klimaschutz beiträgt. In Wuppertal reduzieren sich die CO2-Emissionen pro Kopf in der Personenmobilität bis 2050 gegenüber einem business as usual um 11%. Als besonders wirksam zur Erhöhung des Anteils des Pedelecs erweist sich die Einführung einer flächenhaften Regelgeschwindigkeit von 30 km/h innerorts inklusive aller Hauptverkehrsstraßen.
Die Städte tragen weltweit am stärksten zum Klimawandel bei. Wer mit dem Klimaschutz ernst machen will, muss also dort ansetzen. Eine Metropole in einen weitgehend CO2-freien Ballungsraum umzuwandeln, ist eine sehr anspruchsvolle, aber machbare Aufgabe, die natürlich nicht umsonst zu haben ist, sich im Großen und Ganzen aber rechnet. Wie eine aktuelle Studie zeigt, lässt sich die weitgehende CO2-Freiheit aber nur realisieren, wenn der gesamte Entwicklungsprozess der urbanen Infrastrukturen in die Stadt-, Gebäude-, Verkehrs- und Energieplanung sowie in die Investitionsentscheidungen der privaten Akteure vorrangig integriert wird. Und wenn alle mitziehen: Verwaltungen, Stadtplaner, Energieversorger und der Bürger.