d 2.1 general analysis report -...

CityChangerCargoBike D 2.1 General Analysis Report

CityChangerCargoBike – D2.1 – General Analysis Report

www.cyclelogistics.eu 2 / 77

Description of document

Grant agreement no: No 769086

Project acronym: CCCB

Project title: CityChangerCargoBike

Start date of the action: 01.09.2018 Duration: 36 months

End date of the action: 31.07.2021

Version: V4

Due date: 31.01.2019 Prepared by: Ioana Cioloca (AIM)

Checked by: Valentin Voinica (AIM)

Susanne Wrighton

(FGM)

Project coordinator: Susanne Wrighton

0043 316 810 451 23 Status: Final

Dissemination level: Public

www.cyclelogistics.eu

http://www.cyclelogistics.eu/



Project partners

Organization Country Partner no.

FORSCHUNGSGESELLSCHAFT MOBILITAET – Austrian Mobility Research FGM – AMOR Gemeinnuetzige GMBH

Austria 1

COPENHAGENIZE APS Denmark 2

European Cyclists’ Federataion ASBL Belgium 3

LOGISTICS FEDERATION EUROPEAN CYCLE LOGISTICS United Kingdom 4

POLITECHNIKA KRAKOWSKA Poland 5

Cambridgeshire County Council United Kingdom 6

AYUNTAMIENTO DE DONOSTIA / SAN SEBASTIAN Spain 7

GEMEENTE UTRECHT Netherlands 8

OSLO KOMMUNE Norway 9

STAD MECHELEN Belgium 10

CAMARA MUNICIPAL DE LISBOA Portugal 11

EUROMETROPOLE DE STRASBOURG France 12

CENTRO DE ESTUDIOS AMBIENTALES Spain 13

MUNICIPALITY OF ALBA IULIA Romania 14

GRAD DUBROVNIK Croatia 15

COMUNE DI RIMINI Italy 16

Miasto Gdynia Poland 17

OBSHTINA VARNA Bulgaria 18

DIMOS DRAMA Greece 19

MESSENGER A.S. Czech Rep. 20

Document history

Date Person Action

15.10.2018 Ioana Cioloca – Comm. Expert &PR Prepare Draft for D2.1; gather feedback; draft sent to partners

17.10.2018 Valentin Voinica – Project Manager Examples sent to partners

06.11. 2018 Valentin Voinica – Project Manager Remainder and clarifications

15.12.2018 Ioana Cioloca – Comm. Expert &PR Feedback and improvements

15.01.2019 Ioana Cioloca – Comm. Expert &PR Bulk draft of materials – v1

10.02.2019 Valentin Voinica – Project Manager Draft v2

13.02.2019 Susanne Wrighton- Coordinator Input to Draft v2


27.02.2019 Susanne Wrighton – Coordinator Feedback v3


04.03.2019 Susanne Wrighton - Coordinator Draft v4 accepted

This document reflects only the author’s view and the Innovation and Networks Executive Agency (INEA) is not responsible for any use that may be made of the information it contains.



Executive Summary General Analysis Report, as the first deliverable of work package 2 – Analysis and Concept, prepared a review of the main EU projects related to mobility and cargo bikes. It further lists main national and local studies in this field in the participating countries and cities and based on partner’s feedback, ident ifies the main cargo bikes related projects in which they were involved as well as best practices and successful implementations. In the end, the document includes a catalogue of potential successful measures, tools and guidelines for implementing cargo bikes projects. This chapter is expected to be particularly useful for further work packages of the City Charger Cargo Bike that build on the Analysis and Concept phase.



Table of content

Executive Summary 4

1. Introduction 6

2. Relevant European Research related to cargo bikes 7

3. Relevant national/ local studies related to cargo bikes 19

4. Best practice examples in cargo bikes projects 50

5. Other related initiatives and projects 68

6. Successful measures, tools and implementation guides for cargo bikes projects 72



1. Introduction Even if cargo bikes have proven to bring important improvements to the quality of life in cities, this solution so far has only been adopted or tested in a few European cities. In order to change this and to increase and accelerate the take-up of cargo bikes solutions, CityChangerCargoBike project (CCCB) will use expertise know-how from previous successful implementation and transfer them on a larger scale and in the best way possible to new cities and their local context. CCCB has 5 main objectives:

- Raise awareness among relevant stakeholders (public, private, commercial)

- Use innovative tools for take-up, scale-up, and transfer between cities

- Establish favorable taeniae framework conditions for cargo bike use

- Achieve roll-out and transferability in cities

- Reduce congestions and emissions; improve public space usage and safety

CCCB is continuing the work started within the CycleLogistics and CycleLogistics Ahead projects and is divided into 7 Work Packages, all supporting the primary objective to increase the take-up, transfer and the dissemination of proven innovative solutions and approaches to new locations and new contexts. An important contribution to these objectives is expected from Work Package 2 (WP2) – Analysis and Concept, which establishes the basis for the work in the project, especially for WP3 (Awareness Raising & Capacity Building among various target groups in partner cities and beyond), WP4 (Take-up & Scale-up – Implementation of cargo-bike measures in the partner cities) and WP5 (Evaluation & Recommendation for exhaustive EU-wide roll-out). That’s why WP2 is expected to include:

- A review of the State-of-the-Art

- Analysis of framework conditions on the national and local level (useful for WP3 &4)

- Further improvement and adaptation of already successful measures to achieve a large - scale

deployment

- Development of implementation plans with necessary elements in conjunction with WP4 & 5

The first deliverable of WP2 is D2.1 - General Analysis Report; this report will include the State of the Art and Best Practice Examples, including a catalogue of potential measures and available supporting tools and guidelines. The general analysis is primarily based on desk-top research, cities feedback, relevant studies or expert interviews/ articles and covers the following:

- Section 2 – contains a review of relevant European Commission Research related to cargo bikes. It

includes main EU research on logistics and usage of cargo bikes, which can be useful for CCCB in

developing the following working packages and specifically the implementations.

The other chapters are based on partner’s feedback, especial from municipalities, based on a structure developed by AIM, FGM-AMOR, and Politechnika Krakowska.

- Section 3: Review of relevant national (or local) studies in the partner countries

- Section 4: Collection of best practice examples from across Europe including those carried out by the

CCCB-cities, especially the leading cities

- Section 5: Analysis of the measures and their implementation processes according to key performance

indicators defined by WP6

- Section 6: Elaboration of a catalogue of potential measures and available supporting tools and guidelines

available in partner cities

For sections 3 to 6, the first digit represents the section number, and the next two digits represents the partner

number.



2. Relevant European Research related to cargo bikes In this chapter, based on desktop research, we’ve identified the main EU projects related to cargo bikes and city logistics, their results, and conclusions that can provide valuable input for the CCCB project.

2.1. Cyclelogistics (Moving Goods by Cycle)

Running from May 2011 until April 2014 and spanning 11 countries, the EU-funded project CycleLogistics (http://one.cyclelogistics.eu/index.php?id=11 ) aimed to reduce energy used in urban freight transport by replacing motorized vehicles with cargo bikes for intra-urban delivery and goods transport in Europe. CycleLogistics has now left its niche market position and is a serious alternative for the transportation of light goods in inner cities. This has been achieved by:

- Communicating topic and potential to the transport sector in order to shift more goods transport from cars to cargo bikes and encouraging cycle couriers to transport heavier loads by utilizing electric assist.

- Motivating municipalities to create a favorable regulatory framework and policies for cycle logistics, to analyze the internal potential to employ cargo bikes for municipal services, and to encourage business services to take advantage of cycle logistics.

- Encouraging private individuals to use cargo bikes, trailers and baskets to transport shopping and leisure time equipment, while at the same time ensuring that retailers provide customers with incentives and necessary infrastructure.

- Testing and reporting on various cargo bike transport products (cargo bikes, trailers, electric motors, and bags & baskets), and providing valuable information to potential consumers across Europe – private, business and government. Also, an online product data for cargo bikes, trailers and bags and panniers became available.

- Establishing the European Cyclelogistics Federation - as the first professional body which represents and supports the needs of cycle logistics companies across Europe.

CycleLogistics identified major areas for using more cycles for goods transport in city centers in Europe:

- In the private logistics area, individuals are informed on how to use their bicycle to transport goods usually

moved by car, and shops are encouraged to promote this practice.

- Businesses (e.g. tradesmen, window-washers or plumbers etc.) are motivated to use bikes or cargo bikes, following well-documented examples from abroad. The Goods Delivery sector was motivated to increase deliveries by cycle.

- Towns & cities can replace unneeded motor vehicles and use (cargo) bikes to provide Municipal Services (e.g. street cleaning, park maintenance, and cycle oriented service contracts).

Results:

- Successful Focus Group Seminars shown a major potential and interest from stakeholders and target

groups and enabled the consortium to determine supportive frame conditions for cargo bike use in the

different partner countries as a sustainable alternative to transport that utilizes motorized vehicles,

especially in urban areas that are suffering from the results of a constant increase in car traffic.

- The project Cyclelogistics, as well as the concept of using the bicycle for delivery of light goods in urban

areas, has been presented at the International Transport Forum in Leipzig in May 2012 to about 56

transport ministers from all over Europe.

- A European Cyclelogistic Federation was established by partner Outspoken from Cambridge UK, at the

inaugural meeting held in Cambridge, July 14th, 2012, gathering 45 organizations from all over Europe.

http://one.cyclelogistics.eu/index.php?id=11



- Different kinds of cargo bikes were tested during project meetings, helping partners to decide about the

types of bicycles that were needed during their national "Living Laboratory" campaigns, where every

partner leased at least 2-3 cargo bikes and provided them for free to the target groups.

- Useful project deliverables include analyses, dissemination materials and promotions regarding cargo

bikes; consumer tests and services; delivery and shop by bike evaluations.

2.2. CycleLogistics Ahead (A key step towards zero emissions logistics in cities) Cyclelogists Ahead (https://ec.europa.eu/energy/intelligent/projects/en/projects/cyclelogstics-ahead, May 2014 - April 2017) aimed to implement a near-zero emission urban logistics. Cyclelogistics Ahead built on the success of the predecessor project Cyclelogistics and focussed the new measures on the most promising areas and main target groups of the Cyclelogistics project: the transport sector, municipalities as well as private and commercial end users. The central aim of Cyclelogistics Ahead was to reduce energy consumption and emissions from freight transport by triggering zero emission logistics applications in urban areas. This was be achieved by:

- Initiating a snowball effect in the set-up of delivery companies that use (electric) cargo bikes all over

Europe.

- Promoting the professionalization and extension of existing cycle logistics companies.

- Stimulating municipalities to implement framework conditions that are favorable to cycle logistics

applications.

- Raising awareness among private and commercial end users about the possibility to influence the

development towards zero emission urban logistics solutions.

- Ensuring international networking and know-how exchange.

Results:

- Cyclelogistics Ahead demonstrated that there is a great potential and interest in the topic of cycle logistics,

reflected in a great media echo, with countless media experiences in the partner countries and articles in

newspapers and magazines.

- Partners managed to carry out Train-the-trainer workshops, Start-up workshops, Empowerment

Workshops and International training workshops that enabled know-how exchange.

- Potential cycle-based courier companies received advice by phone, mail or on-site visits and about 10%

of those started their own business.

- Various implementation has started successfully and range from a new Fast-food delivery service by

electric cargo bikes (Prague), to Delivery services of food, fresh fruit, and vegetables (Budapest and

Milan) or new Mobility concept for big cities (Budapest).

- The municipal partners implemented 10 micro consolidation centers (ex. Cambridge, Mechelen, Milan,

Berlin and San Sebastian) and regulative measures that promote cargo bikes. These range from urban

logistics cooperation platforms with the relevant stakeholders to access restrictions and studies that are

subcontracted to find out the best options for green deliveries (Mechelen).

- The project helped the appearance of over 20 Cyclelogistics start-up companies in the partner countries

(with 65 new cargo bikes) and professionalization and extension of actions for 10 existing

Cyclelogistics companies. This has led to an increase of over 25 cargo (e-) bikes and several new

contracts with international delivery companies (like TNT, Hermes, GLS and DHL) as well as in food

delivery services, shopping home delivery services etc.

- The 3rd European Cyclelogistics Federation Conference in San Sebastian (15-17 October 2015) led to

https://ec.europa.eu/energy/intelligent/projects/en/projects/cyclelogstics-ahead



the establishment of the Spanish national Cyclelogistics Federation and to the plan to establish such

national bodies in numerous European countries.

- In the city of Mechelen, after a call on Facebook to encourage end users to implement a smart mobility

box for delivery, 100 such boxes have been installed by the municipality.

- The project revealed the importance of municipalities in introducing new regulations that favor bike-related

delivery options as a solution against a lot of congestion and pollution problems that cities face today

across Europe.

- Changing procurement tenders of public authorities, educating bodies, hospitals, etc. to include or even

promote bicycle-based delivery companies would be a good way to further increase the use of cargo

bikes for urban delivery.

- The project identified a need to professionalize and improve the cargo bikes operations, in order to be

able to cope with daily demands of delivery of relatively heavy goods and revealed a need for new ideas

on how to professionalize and make cargo bikes maintenance more efficient.

2.3. EPOMM (European Platform on Mobility Management)

The project achieved a quantum leap in the use of mobility management in Europe, established EPOMM (the European Platform On Mobility Management;2009 - 2012; http://www.epomm.eu/ ) as the authority and the networking instrument for the promotion of mobility management in Europe, thus strengthening EU cooperation and dissemination in this field. EPOMM is an EU network of Ministries or appointed agencies responsible for mobility management. EPOMM-PLUS ensured that mobility management (https://ec.europa.eu/energy/intelligent/projects/en/projects/epomm-plus ) is integrated into national transport policies by transferring good practices and supporting local pioneers by developing national networks. Results:

- At the end of the project, there were over 21 EPOMM members and national networks.

- Mobility Management projects were launched in numerous countries.

- Good practices were transferred from EU-projects to the national level.

- The project established and maintained an easy-to-use city modal split database and the Mobility

Management European project evaluation database (MAXSara)

- Project ensured successful transfers of knowledge/experience of energy-efficient transport to new players

and from country to country

- EPOMM – Plus has successfully developed important services and tools related to mobility management

(like MaxEVA, MaxExplorer, MaxLupo, MaxQ, MaxSUMO, TEMS, PolicyTransfer), some of them being

useful for CCCB.

2.4. BAMBINI (Socialisation towards clean and energy efficient transport) BAMBINI (https://ec.europa.eu/energy/intelligent/projects/en/projects/bambini; 2009 - 2012) aimed to change the current mobility behavior of the population that favors car use, targeting children (age 0-6) and their parents. Conditioning in favor of the car starts early and thereby creates a very emotional link. To counteract this, BAMBINI has addressed key actors from the baby & child merchandise industry, child care facilities, educational bodies, and municipalities, to work together in bringing about a shift from the present socialization of babies & children towards a more sustainable mobility.

http://www.epomm.eu/

https://ec.europa.eu/energy/intelligent/projects/en/projects/epomm-plus

https://ec.europa.eu/energy/intelligent/projects/en/projects/bambini



Results:

- BAMBINI content has been integrated into classes and courses held in nurseries for children and parents.

- BAMBINI developed courses for kindergarten staff, parents and children.

- During the project, various stakeholders were involved in workshops, face-to-face at conferences and

with written materials.

- BAMBINI spinner and toys have been produced by partner BAJO and have been distributed for testing in

Kindergartens and crèches.

- Children's book – The Christmas bike – has been created and translated by all partners.

- The project revealed that it is important to give all partners sufficient help with their evaluation tasks.

- It has not always been easy to involve all stakeholders; example: "train-the-trainer-activities”

- Parents can be motivated to try out bicycle trailers or carrier bikes for the transport of children to the

crèche or kindergarten more easily if rental bikes with trailers are provided for the test rides.

2.5. ENDURANCE (European support networks for sustainable urban mobility)

During 2013 to 2016, the ENDURANCE project (http://epomm.eu/endurance ) assisted cities and regions with developing Sustainable Urban Mobility Plans (SUMPs) by facilitating networking, mutual learning, and sharing of experience and best practice across EU countries. The main target groups were urban mobility professionals, cities and national authorities. The networks offered a training and policy exchange programme based on yearly national meetings and international meetings. The project was represented in 25 countries, and one core objective was to motivate 250 cities to participate in the networking and to develop, improve and/or implement a Sustainable Urban Mobility Plan. ENDURANCE made use of the existing EPOMM structure (website, national representatives, workshops, association structure, independent finance) to accomplish its tasks. Results:

- Set up a European network organization on Sustainable Urban Mobility Plans of 25 national SUMP

networks that bring together cities and other stakeholders to support the development and implementation

of SUMPs in local towns and cities.

- Engaged 328 cities who benefited from network related activities (network meetings, attendance at

training events; transfer of good practice, receiving expert support, newsletters, etc.).

- Organized three European Conferences on Sustainable Urban Mobility Plans supported by DG MOVE,

DG REGIO, EASME and the European Platform on Sustainable Urban Mobility Plans. These conferences

are a key feature in the annual calendar of professionals working on SUMP.

- The project revealed that EU projects on urban mobility are increasingly competing for the involvement of

cities and recommended more cooperation and steps to prevent duplication of actions in order to make

the best use of available resources. Also, before establishing a new network, a thorough a desk review

of the current national situation is required to identify existing networks and support activities as well as

current and future user needs, requiring fewer efforts for setting-up. Project found that in countries with

already well-established planning principles that are similar to those promoted by a SUMP it can be

difficult to identify the added value of national sustainable urban mobility planning networks, while in

countries without any policy reference to sustainable urban mobility planning at state or regional level it

can be difficult to engage local authorities in such planning and exchange activities.

- ENDURANCE developed the European Platform on Sustainable Urban Mobility Plans

(http://www.eltis.org/mobility-plans) which includes study cases, good practices, training materials, and

mobility plans tools.

http://epomm.eu/endurance

http://www.eltis.org/mobility-plans



2.6. CITYLOG (Sustainability and efficiency of city logistics)

Dedicated to urban freight delivery systems and new vehicle concept in delivery goods, the CITYLOG project

(https://cordis.europa.eu/project/rcn/93637/reporting/en; 2010 - 2012) was dedicated to the sustainability and

the efficiency of urban delivery of goods through adaptive and integrated management and innovative vehicle

solutions. Identified action domains for improving city logistic:

- Logistic-oriented telematics for optimized routing and drivers' support systems.

- Reduce vehicles number by adapting them to different mission profiles, ensuring interoperability amongst

the vehicles, especially in terms of load unit handling.

- Design of innovative load units able to operate in different missions, with a re-configurable internal layout

enabling uses either as a simple container or mobile pack station (BentoBox concept).

The innovative approach of CITYLOG decreased the number and optimize the use of delivery trucks in urban

areas while bringing an increased quality of services, energy efficiency and quality of services. Project context

and objectives proposed the integration of technologies, new tools, and functionalities:

- City logistics trends have been analyzed before starting the collection of the stakeholder needs, by using

web questionnaires and public workshops, able to extract the most significant use cases to be used as a

basis for the implementations.

- Focusing on the information communication technology (ICT) tools, the four proposed solutions - pre-trip

planner, ad hoc maps, dynamic assisted navigation, and last mile parcel tracking - have been well

described and then integrated into a common architecture.

- Selected technical solutions were able to ensure full interoperability between the freight bus and

distribution van, implementing a reliable BentoBox concept and load unit operations, based on a vehicle-

centered solution and containers with extensible legs.

- In the second part of the project, the CITYLOG solutions were deployed in test sites, analyze results and

assess impact and business perspectives.

Results:

- Implementation of a dynamic navigation server with route calculation and real-time traffic information.

- The onboard telematics unit, navigation system (NAVI) with a traditional map database.

- New delivery van vehicle dedicated to urban distribution able to load and unload an interoperable module

(load unit) and equipped with a telematics unit and a pedestrian detection system.

- Freight bus 16-tonne vehicle dedicated to urban distribution able to load and unload 3 interoperable

modules (load units) and equipped with a vulnerable road user detection system.

- Static and dynamic map attributes for urban freight transport.

- Pre-trip planner with functionality algorithm for freight bus and delivery vehicles.

- LMPT service - is managing messages coming from the CITYLOG components.

- Bento box - a pack-station which allows great flexibility in the delivery process by separating the courier

driver activity and the receiver activity.

- The CITYLOG transshipment concept implementation

Even it wasn’t dedicated to cargo bikes, CITYLOG has important conclusions on intermodal transport implementation and ITC tools needed for achieving logistic efficiency, which can be useful for CCCB implementations.

https://cordis.europa.eu/project/rcn/93637/reporting/en



2.7. DISLOG (Electric vechicles for efficient urban distribution logistics)

DisLog project (https://trimis.ec.europa.eu/project/electric-vechicles-efficient-urban-distribution-logistics, 2013 – 2016) investigated how, and under which conditions, electric vehicles can best contribute to an improved urban logistics system. Actual commercial transport has to cope with smaller shipments, time-exact delivery, need for increased efficiency of distribution systems and search for alternative vehicles causing fewer emissions. Furthermore, increasing traffic volumes and a lack of parking places are adding to the challenges of urban distribution systems. The choice of e-vehicles for commercial transport is still very limited, though, and little is known about the requirements and impacts of electric vehicles on the efficiency of urban deliveries, due to the low number of vehicles currently in use. Even if electric mobility offers new opportunities for the economic, traffic-efficient and ecological design of inner-city supply processes, there are some obstacles to a larger adoption, mainly the limited ranges of vehicles and their high acquisition costs. The possibilities for the use of e-mobility for higher payloads (500 - 6500kg) for inner-city logistics or in the areas of business administration, transport, and the environment have hardly been studied and tested in this field of application. Concepts and calculations for the economically sensible use (like lower costs over the entire life cycle - TCO) are little to non-existent.

Optimization of urban logistics by means of electric vehicles, innovative transport vehicles and adapted

logistics concepts were developed and tested by the DisLog project partners.

Results:

- Based on empirical research and expert interviews, detailed requirements towards such an urban

distribution concept were identified, the resulting developed specifications forming the basis for the

configuration of vans and small transport vehicles equipped with electric engines, as well as for their

custom-made transportation units. In a further step, these innovative concepts were tested and evaluated

for further development of requirements toward electric vehicles, distribution concepts and regulatory

measures for electric delivery vehicles will be derived.

- To this end, innovative containerization and vehicle concepts, as well as new logistics concepts optimized

for these new technologies, will be developed, tested and evaluated. Based on the theoretical and

practical results, a new e-city logistics system based on light e-commercial vehicles with supply-specific

construction in combination with a special containerization solution (the BentoBox) was tested (courier in

Berlin).

- Project partners developed specifications on logistics concepts, vehicle concepts, charging infrastructure,

test scenarios and defined indicators to evaluate the city trials.

- In addition, transferable insights for a future economic and ecological urban supply of e-commercial

vehicles were derived from the practical testing of transferable products. In terms of profitability, the focus

was on investigating and optimizing operating costs throughout the entire service period (TCO), as e-

vehicles have higher procurement costs, but lower operating costs.

2.8. Trendy Travel (Emotions for sustainable transport)

More than 50% of all human decisions are emotional and most marketing campaigns for cars, targeting and

exploiting human emotions. This constitutes a formidable barrier for marketing and awareness campaigns for

sustainable transport and positive consequences of the use of sustainable modes. Public transport, cycling,

and walking should be associated with positive emotions like excitement, fun, being moved (in the heart), lust

for life, pride and so on. An emotional approach was developed in the EMOTIONS project and was continued

and expanded in TRENDY TRAVEL ( 2008 – 2010;

(https://ec.europa.eu/energy/intelligent/projects/en/projects/trendy-travel;http://www.trendy-travel.eu)

designed to address current and potential users of clean urban transport, multipliers, practitioners and

https://trimis.ec.europa.eu/project/electric-vechicles-efficient-urban-distribution-logistics

https://ec.europa.eu/energy/intelligent/projects/en/projects/trendy-travel

http://www.trendy-travel.eu/



decision-makers in public transport companies, energy agencies, educational institutions, municipalities, and

regions.

Results:

- A change of perception and attitude of key decision makers should be made, especially on the high

potential that soft policies and sustainable transport have for solving traffic problems in cities

- Effects on city budgets and job profiles of key staff of cities.

- Creating virtuous circles (upward spirals) for sustainable transport measured through the change of

attitudes and perception and growth in investments in soft policies for sustainable transport and in

sustainable transport infrastructure.

- Demonstrate results in energy savings, emissions reductions, cost savings.

- Dissemination of good practice and set up follower groups in each partner’s state.

2.9. SMILE (Sustainable Mobility Initiative for Local Environment) Across Europe, the migration of people out of the city center to the suburbs is leading to dispersed settlement structures with low population densities and long travel distances (urban sprawl), increased car ownership, commuter traffic, traffic congestion, and pollution. LIFE project ”In Town Without My Car!” (1999) was a response to this critical situation. The success of this project led to the lunch of a second LIFE project, the ”European Mobility Week”(2002) and to the development of a compendium of best practices, recommendations, and models. SMILE (the Sustainable Mobility Initiatives for Local Environment; (http://ec.europa.eu/environment/life/project/Projects/index.cfm?fuseaction=search.dspPage&n_proj_id=1869 ; 2003 – 2005) project’s objective was to gather, systemize and evaluate the methods implemented and results achieved by the 400 initiatives, so as to determine not only which had achieved their goals, but also why they had been successful, which initiatives were still active, and which could be transferred to other cities in Europe. Results:

- The project raised awareness on the growing impact of private car use on the health and well-being of

citie’s inhabitants and successfully influenced public behavior.

- In order to improve urban mobility, good practices for municipalities were promoted on a large scale.

- Best answers to citizen’s concerns regarding noise and pollution were identified.

- Provided technical assistance to 10 demonstration projects on urban mobility and encouraged the

spread of good practices across Europe.

- After sending a questionnaire to over 700 cities, the SMILE team gathered comprehensive information

regarding transport policies and measures implemented for sustainable mobility in a dedicated platform

(www.smile-europe.org – not available any more) and formulated recommendations for local authorities

regarding sectorial integration, mobility management, urban planning, parking management, urban freight

coordination, responsible car use, public transport, walking, cycling and intermodality.

- The resulting guidelines were published in a brochure ‚Towards Sustainable Urban Transport Policies:

Recommendations for Local Authorities’ presenting innovative sustainable transport measures, mobility

master-plans, car sharing, eco-driving, restricted access systems, intermodal approaches, information

systems, and mobility management in companies.

http://ec.europa.eu/environment/life/project/Projects/index.cfm?fuseaction=search.dspPage&n_proj_id=1869

http://ec.europa.eu/environment/life/project/Projects/index.cfm?fuseaction=search.dspPage&n_proj_id=1869

http://www.smile-europe.org/



2.10. U-TURN (Rethinking Urban Transportation) The U-TURN (Rethinking Urban Transportation through advanced tools and supply chain collaboration - https://ec.europa.eu/inea/en/horizon-2020/projects/h2020-transport/urban-mobility/u-turn; 2015–2018) project addressed urban freight distribution with a focus on food logistics and suggested innovative collaboration practices and tools towards achieving more efficient operations from both an environmental and cost perspective. Urban environmental sustainability is highly associated with the impact generated by food transport, especially following current consumer trends such as shopping packaged goods in smaller convenient retail shops or online shopping with special home-delivery requirements. These trends create a new distribution landscape that calls for collaboration and consolidation of flows in order to control cost, traffic and environmental burden in urban areas. Results:

- U-Turn analyzed existing transportation flows of food products in urban areas, of cities like London, Milan,

and Athens

- Involved market stakeholders in a collaborative discussion through focus groups, in-depth interviews,

surveys and workshops

- Designed and implemented a collaboration platform for supporting information sharing and the creation

of appropriate logistics sharing partnerships.

- Conducted pilots applying representative collaborative proposals in practice (real-life scenarios) in order

to demonstrate the applicability of the proposed initiatives.

2.11. NOVELOG (Business models and guidance for sustainable city logistics) NOVELOG (New cooperative business models and guidance for sustainable city logistics) project (https://ec.europa.eu/inea/en/horizon-2020/projects/h2020-transport/urban-mobility/novelog; 2015 – 2018) advanced the understanding of freight distribution and service trips by providing guidance for implementing effective and sustainable policies and measures. This guidance is supporting the choice of the most optimal and applicable solutions for urban freight and service transport, as well as facilitate stakeholder collaboration and the development, field testing and transfer of best governance and business models. The project developed several tools in order to help cities understand urban freight transport (UFT), facilitate stakeholder collaboration, as well as transfer best governance (measures and policies) and business cooperation models. The project demonstrated the quantifiable impacts on the environment (CO2 -emissions, noise pollution, and energy use), the economy (service level increase) and the society (reduction of congestion, reduction of accidents) through the pilot and case studies implementation.

Results:

- The project successfully involved experts from all UFT stakeholder categories (city authorities, academia, and industry) and established multi-stakeholder platforms for a higher impact.

- UCT - The Understanding the Cities Tool, facilitates the cooperation, consensus building and common

understanding among city stakeholder on solutions to urban logistics problems.

- The NOVELOG Evaluation Tool formulated a multi-criteria multi-stakeholder decision-making process, which facilitates the establishment and combination of objectives, performance criteria and indicators, and relevant weights to reveal stakeholders’ preferences. The Tool is composed of 140 indicators that are grouped into seven impact areas of a lifecycle-based sustainability framework.

- The NOVELOG Toolkit is helping cities to identify measures implemented in other similar cities and facilitates the selection of the most suitable measure or combination of measures for implementation. The

Toolkit helps the cities focus on the specific measures that would provide the greatest benefit to the city or to specific impact areas that are a city’s priority.

https://ec.europa.eu/inea/en/horizon-2020/projects/h2020-transport/urban-mobility/u-turn

https://ec.europa.eu/inea/en/horizon-2020/projects/h2020-transport/urban-mobility/novelog



- The Guidance Tool developed a common framework to support the cities incorporate UFT solutions in their SUMPs, enabling collaborative schemes among private and public sector stakeholders, who participate in the decision-making and operation of UFT policies and measures in the city.

2.12. The City at Eye Level (Improving cities, streets, and places) STIPO, the team for urban development in Rotterdam, Amsterdam, Stockholm, and Thessaloniki, initiated in 2012 ’The City at Eye Level’ (https://thecityateyelevel.com/ ) as a worldwide program with many partners, dedicated to public space quality identified as the backbone of a sustainable city. The project is addressing development of great streets, places where you intuitively want to stay longer, human scale interaction between buildings and streets, ownership by users, active ground floors and a people-centered approach based on the user's experience. Results:

- Open source books have been developed with 200+ co-authors, including the UN-Habitat, Project for

Public Spaces, Future of Places Research Center, Faculty of Planning of the University of Porto Alegre,

the Placemaking Leadership Council, the European Placemaking Network, Pakhuis de Zwijger

Amsterdam, Bernard van Leer Foundation and many many others.

- Forming an collaborative network throughout the world with global and local partners, helps cities in the

transformation of specific public spaces (parks, squares, streets), street coalitions and place management

with the underlying sustainable finance, redevelopment of empty buildings into lively hubs of interaction,

transformation of existing areas, new area development (rules and strategies for with human scale), city-

wide public space strategies.

- Using gamification, project developed street and places research using the Eye Level Game and the

Place Game (workshops to co-create with the local network) for public space user analyses.

- Based on a large and constantly learning network, project shares knowledge open source, is developing

new knowledge, awareness, the exchange between partners is providing lectures, training, and

masterclasses, conferences, research in public space use, books.

- Set up strategies for cities, areas, streets, and plazas, combining use, design, and organization (software,

hardware and orgware) at the level of the building, the street and the context, creating a public space with

human scale, interaction and human experience.

2.13. PRO-E-BIKE (Promoting E-bikes for delivery of goods and passenger transport)

PRO-E-BIKE (https://ec.europa.eu/energy/intelligent/projects/en/projects/pro-e-bike ; 2013) project promoted clean and energy efficient vehicles, electric bicycles and electric scooters (common name “E-bikes”), for delivery of goods and passenger transport among private and public bodies such as delivery companies, public administration and citizens in European urban areas, as an alternative to “conventionally fossil-fuelled” vehicles. The project actions were directed towards E-bike market uptake and promotion of policies that stimulate the usage of E-bikes in urban transport and change the behavior of target groups (delivery companies, public administration, local authorities, citizens) in selected urban areas.

Results:

- Successful collaboration with various actors. - Based on pilot projects, project builds understanding and raise confidence in E-bike technology among

target groups, by allowing them to test and analyze E-bike technology. - Market development by setting up a platform for manufacturers, distributors and potential E-bike users

(http://www.pro-e-bike.org/). - Demonstrated measurable effects in terms of CO2 emission, reduction, and energy savings by the

inclusion of E-bikes in urban transport.

https://thecityateyelevel.com/

https://ec.europa.eu/energy/intelligent/projects/en/projects/pro-e-bike

http://www.pro-e-bike.org/



2.14. SWITCH (Embracing active travel for health)

The main objective of the SWITCH (https://ec.europa.eu/energy/intelligent/projects/en/projects/switch; 2014 - 2016) project was to reduce GHG-emissions and primary energy consumption by switching car trips to walking and cycling (active modes) for short urban trips. Active modes, like walking and cycling, are the basis of healthy, environmentally friendly multimodal travel behavior with synergies to public transport. The SWITCH-approach used personalized travel planning to encourage people to switch car trips to active modes, based on a combination of personalized travel planning approach, their application to target groups of persons, the application of ICT solutions and the use of public health arguments to motivate behavioral change. SWITCH campaigns used a three-step approach: raise awareness, impart knowledge and motivate behavioral change.

Results:

- SWITCH campaigns had been implemented in several cities, reducing greenhouse gas emissions and

primary energy consumption.

- The SWITCH campaign guide and toolbox, incl. an e-learning tool, explain all components of a campaign

and provide easy to understand step-by-step guidance on how to develop, prepare and implement a

locally tailored SWITCH campaign. For setting campaigns, conference calls, visits, gamification, incentive

usage, communication channels and local partnerships for support demonstrated to be crucial for

success. A SWITCH campaign guide and tools help cities to design and prepare SWITCH campaigns

and implementation plans (https://www.switchtravel.eu/).

- The ecological and economic evaluation of local SWITCH campaigns in terms of quantitative effects on

behavior change and implementation processes documented in evaluation reports.

- Training, E-learning tool and take-up activities with guidance and on-site training, as well as various

activities and materials, like fact sheets on walking, cycling, and health for other European cities.

2.15. Go Pedelec!

’Go Pedelec!’ project (https://ec.europa.eu/energy/intelligent/projects/en/projects/go-pedelec; 2009 – 2012) assessed the current state of the art and the trends of the international market of electric vehicles with a focus on electric two-wheeled vehicles and informed municipal decision-makers and citizens on the results in specially designed Road-Show Information Days held in 5 partner countries. The Road-Show Information Days provide for information on the state of the art of electric vehicles to target groups and allows for experience exchange about past, current and planned municipal activities on electric vehicles. Results:

- Road-shows, giving to the citizens the possibility to experience the feeling of electrically assisted cycling

on a test track.

- During the road-show information days, supporting activities were developed for special target groups:

Consultancy and exchange of experience for and with municipal decision makers from different cities,

training, and consultancy for bicycle retailers, which often do not have necessary knowledge upon the

new components of a pedelec – Battery and electric motor.

- Market assessment on Pedelecs

- Information brochures (‘Pedelecs’; ‘Electric Vehicles in Urban Transport Systems’) and dissemination

campaigns were completing the road show information days and involvement of transnational

collaborative networks (‘Cities for Mobility’).

https://ec.europa.eu/energy/intelligent/projects/en/projects/switch

https://www.switchtravel.eu/

https://ec.europa.eu/energy/intelligent/projects/en/projects/go-pedelec



2.16. SMARTSET (Efficient Urban Freight Transport)

The demand for urban freight transport has increased due to the concentration of the population in urban areas and as the majority of the industrial production is delivered there. Cities and regions must also deal with increasing specialization of the urban and economic system, with a global division of production and its associated freight. Transport of goods, both over long distances and within cities, contributes a substantial part of the total emissions generated from the transport sector, as well as congestion (estimated at 20 % of traffic, 30 % of street occupation and 50 % of emissions). A lot of transport operations start or finish in an urban area. More than 50 % of freight tonnes transported by road in Europe are carried for a distance of fewer than 50 kilometers. To tackle this challenge, the SMARTSET project (https://ec.europa.eu/energy/intelligent/projects/en/projects/smartset; 2013 - 2016) develops and shows how freight transport in urban areas can be made more energy-efficient and sustainable by better use of freight terminals. To achieve this, the project provides examples of good practice supporting cities, regions and EU

countries.

Results:

- The project revealed differences between cities with logistics policies and “newcomers”, including city

dimension, national and local approaches.

- SMARTSET developed the Canvas business model which can be applied to all of the sites; however,

training on elements involved and operational issues should be considered.

- Networking at the local level and project implementation require a lot of time and different approaches.

That’s why, project documents and tools can be used for project management, market-driven business

solutions, the creation of incentives and regulations, usage of clean vehicles in transport, networking and

sharing experiences, project evaluation, dissemination and communication (http://www.smartset-

project.eu/downloads).

2.17. VeloCitta (Better use of Bicycles Share Systems)

The VeloCittà project (https://ec.europa.eu/energy/intelligent/projects/en/projects/velocitta ; 2014 – 2017) brought together 10 European partners, including the urban Bike Sharing Schemes (BSS) from London (UK), Krakow (PL), Burgos (SP), Szeged (HU) and Padua (IT) which in that moment did not achieved expected results, possibly because of low active users, chosen techniques or used business cases. Major project goals were: increase the levels of use by implementing campaigns for specific target groups and by executing operational improvements; identify and solve the responsible market and organizational barriers; initiate new market campaigns and develop a new approach to organizational and financial aspects of BSS; support other BS schemes across Europe to increase their user numbers and efficiency by providing a knowledge and experience base on communications and operational approaches, in the form of a permanent online Bike Sharing workspace.

Results:

- Wider awareness and increased use of Bike Sharing Systems in partner sites, with significant increases in the number of users, the number of stations and cycles and rental per users.

- Attitudinal shift amongst target groups towards a more positive view towards cycling in general and bike sharing in particular.

- Increased operational efficiency of the BSSs through enhanced knowledge about the financial organization of BSSs and higher political involvement.

- Project implementation realizes a modal shift between 5–21 % depending on the size and scope of the different local sites.

https://ec.europa.eu/energy/intelligent/projects/en/projects/smartset

http://www.smartset-project.eu/downloads

http://www.smartset-project.eu/downloads

https://ec.europa.eu/energy/intelligent/projects/en/projects/velocitta



- Set-up of a permanent online European Bike Sharing Workspace ((http://velo-citta.eu/project/) that

includes relevant documentation, best practices, campaign suggestions, a contact form, and guidelines.

2.18. ENCLOSE (ENergy efficiency in City LOgistics Services for small and mid-sized European Historic Towns)

European small/mid-size historic towns (EU SMHTs) are a major component of EU urbanized structure, with over 1000 centers located in all EU27 countries. While city logistics innovation efforts have been undertaken in most European major centers, ENCLOSE project (https://ec.europa.eu/energy/intelligent/projects/en/projects/enclose 2012 – 2015) proposed to focus attention on SMHTs and to enhance the diffusion of energy efficiency and sustainable urban logistics planning solutions in EU towns. ENCLOSE addressed the urban energy-efficient transport theme by: qualifying the demand of Local Authorities for sustainable, energy-efficient urban logistics and freight distribution solutions; spreading good practices and suitable strategies for effective integration in the overall urban mobility and town governance policies; supporting the development of urban logistics and freight distribution plans; contributing to the definition of frame of recommendations to relevant institutional bodies, decision and policymakers.

Results:

- Assessed the applicability and benefits of energy-efficient and sustainable urban logistics measures

specifically targeted, by the implementation of Pilot Operations; Feasibility and Transferability analysis

and implementation of soft measures

- Development of Sustainable Urban Logistic Plans (SULPs)

- Building up a suitable and usable framework for the definition of SULPs for SMHTs with a clear definition

of energy-efficiency in city logistics processes.

- Investigating policy-level issues and defining a suitable strategy to ensure the long-term sustainability of

the designed SULPs framework for SMHTs.

- Promoting and enhancing the networking of European SMHTs on the themes of sustainable and energy-

efficient logistics, to facilitate the exchange of experiences, promote and achieve the adoption of SULPs.

http://velo-citta.eu/project/

https://ec.europa.eu/energy/intelligent/projects/en/projects/enclose



3. Relevant national/ local studies related to cargo bikes In this chapter, partners (especially cities) were invited to present in brief relevant national and local studies and projects in partner countries, on mobility and the potential of using cargo bikes for sustainable urban development.

3.1. FGM – AMOR (Austria)

Local study GrazLog - Innovative Grazer Logistikoptimierung

The period covered 01.09.2018 – 28.02.2021 (ongoing)

The institution/

organization that

has conducted the

study

AIT Austrian Institute of Technology GmbH Project partners: Stadt Graz Eisenberger & Herzog Rechtsanwalts GmbH Prime Software GmbH Graz Tourismus und Stadtmarketing GmbH Technische Universität Graz Institut für Technische Logistik https://projekte.ffg.at/projekt/3028224

Resume in English

An essential basis for the operation and the acceptance by the transport companies is a

sustainable business and operator model for a cooperative consolidation of deliveries

(core result 1). The necessary basis provides an evidence-based, multi-dimensional,

and dynamic evaluation of the cooperative consolidation of deliveries including fleet and

route planning (core result 2).

The planned project will create the necessary conditions for a cooperative city hub and

will test the operation in the form of a "Living Lab". The results of the evaluation will be

incorporated into a trial operation, which will be put into continuous operation after the

project ends with the support of the city of Graz. The final result of the project is a best

practice case for a business model in conjunction with the legal framework (core result

3). This best practice case provides the foundation for setting up and operating additional

city hubs in other cities and regions.

National study Rako Donau

The period covered June 2014 – May 2015

The institution/

organization that

has conducted the

study

Austrian Energy Agency Austrian Mobility Research Kanzlei Anzböck, Zivilingenieur für Schiffstechnik (civil engineer for ship technology) Heavy Pedals Lastenradtransport und -verkauf OG On order of the Federal Ministry of Transport, Innovation, and Technology

Resume in English

During the project, the necessary requirements to utilize the Donaukanal for the transport of goods were established, the existing freight transportation systems per boat and bike analyzed, stakeholder surveys (businesses, retailers, logistics, experts, and CEP-services, etc.) and a detailed study of the delivery chain, particularly of parcels, from the sender to the recipient carried out. The implementation model based on these results focuses on the delivery of parcels to end users (B2C as well as B2C). The described concept in detail in this study proposes that existing logistics companies’ hand over parcels to the RAKO logistics service for distribution at the last mile. This requires additional transshipment of the goods from the existing distribution centers around Vienna. Starting at a transshipment hub at the port in Vienna, sorted parcels are loaded into bicycle containers (180 kg for 45 parcels). A hydraulic crane unloads at three

https://projekte.ffg.at/partner/2522






https://projekte.ffg.at/projekt/3028224



different stops onto a fleet of cargo bikes along the canal. From there the parcels are delivered to the final customers. The potential target area was defined as a 3 km distance. Scenario C of the RAKO logistics system is explained in detail within this study and would allow the delivery of up to 13,000 parcels a day. By considering a time frame of five years, the costs estimated for the implementation of this system stay below the expected revenue. A potential problem is posed by the fact that the confidentiality of the information has to be assured, even if several logistics operators deliver parcels for the RAKO system. According to different experts, it should be possible to define the IT-interfaces and system adaptation. Clarification of liability and quality of delivery issues are considered difficult as well. A comparison of CO2-emissions demonstrates that the RAKO system lies 8.3 % below the values caused by the conventional system within the target area using vans. https://mobilitaetderzukunft.at/de/projekte/guetermobilitaet/rako-donaukanal.php#projectPartners https://mobilitaetderzukunft.at/resources/pdf/projektberichte/rako-donaukanal-endbericht.pdf

National study/

local study/ project ÖKO-Log

The period covered September 2014 – August 2015

The institution/

organization that

has conducted the

study

Austrian Mobility Research

Resume in English

The objective of the ÖKO-LOG exploratory project was to investigate the feasibility of an innovative distribution concept for regional foodstuffs. This concept examines a shift from individual transports to an intermodal supply chain consisting of public transport, freight transportation, and last mile delivery by cargo bike. Besides a national and international basic research, a requirements catalog and distribution concept was created and evaluated. A research plan for the preparation of a follow-up project was developed. The invited representatives of the transport companies assessed the presented distribution concept positively and indicated possible future cooperation or support in carrying out the field test. Two intermodal supply chains ("regional bus – cargo bike" and "car trailer - cargo bike ") were tested in practice. The complete distribution chain from the producer to the consumer was tested and documented simultaneously. The field test included more than ten different actors and additional external persons. The goods arriving undamaged and on time at their destination. Besides the communication with the producers (e.g. organic farms), no major challenges are faced.

National study/

local study/ project LaRa Share (LAstenRad- und Abstellplatz-Sharing)

The period covered May 2017 – April 2019 (ongoing)

The institution/

organization that

has conducted the

study

TU Wien - FB Verkehrssystemplanung | Department für Raumplanung Prof. Dr. Martin

Berger

Project partner: Austrian Mobility Research FGM-Amor gemeinnützige Gesellschaft

m.b.H.

Sponsored by BMVIT – Programm Mobilität der Zukunft, 7. Ausschreibung

https://mobilitaetderzukunft.at/de/projekte/guetermobilitaet/rako-donaukanal.php#projectPartners

https://mobilitaetderzukunft.at/de/projekte/guetermobilitaet/rako-donaukanal.php#projectPartners

https://mobilitaetderzukunft.at/resources/pdf/projektberichte/rako-donaukanal-endbericht.pdf

https://mobilitaetderzukunft.at/resources/pdf/projektberichte/rako-donaukanal-endbericht.pdf



Resume in English

Existing cargo bike sharing platforms exhibit a number of weaknesses (spatially and

organizationally restricted access: booking with longer waiting times, personal handing

over of keys, and monthly changes in rental locations). LARA Share aims to achieve the

following results: obtain an overview of relevant framework conditions and know-how

about user needs as a basis to develop the Peer-to-Peer Online Sharing-Platform and a

viable business model for LARA Share.

https://info.larashare.at/ https://www2.ffg.at/verkehr/projektpdf.php?id=1509&lang=en

https://www2.ffg.at/verkehr/projekte.php?id=1509&lang=de&browse=programm

http://fgm.at/docs/LARA_Share_Projektfolder.pdf

Local study

RemiHub - Nutzbarkeit von ÖV-Betriebsflächen für nachhaltige City-Logistik

The period covered 01.09.2018 – 31.08.20121 (ongoing)

The institution/

organization that

has conducted the

study

tbw research GesmbH Project partner: Technische Universität Wien Department für Raumplanung Heavy Pedals Lastenradtransport und -verkauf OG WIENER LINIEN GmbH & Co KG

Resume in English

The main idea of the project RemiHub is to co-utilize existing central areas and infrastructures owned by public transport providers as temporary logistic hubs and operate them in a hub & spoke fashion using cargo bikes, electric vehicles or automated vehicles serving the last mile. A key activity in RemiHub is to thoroughly investigate specific requirements and to conceptualize the operation of a multi-modal supply chain at the new hub locations (motorized, non-motorized, automated, rail-bound). The city of Vienna, Austria was chosen as the pilot and testing area.

Local project

KlimaEntLaster (KEM-Regionen Amstetten Nord und Amstetten Süd)

The period covered Started in April 2018 (ongoing)

The institution/

organization that

has conducted the

study

IGF association (Verein IG Fahrrad - Die Radvokaten)

Resume in English

The project intends to carry out a long-term test for cargo bikes- use in companies and nursing homes. First, a detailed survey will be carried out to determine which transport vehicles are suitable for which work processes or routes in your company, then a suitable cargo bike can be tested for one month. At the moment the evaluation is running. https://www.klimaentlaster.at/

Local project Use of load bicycles for inner-city goods delivery - a city comparison and best practice recommendations for the City of Vienna

The period covered 01.05.2016 – 31.10.2016

The institution/

organization that

has conducted the

study

Vienna University of Economics and business

Resume in English

One main goal of the smart city strategy of the City of Vienna is to decrease the number of fossil-fueled vehicles within the city. One way of doing that is by using cargo bikes for freight transport in urban areas. Therefore, the aim of this project is to compare the situation for the commercial use of cargo bikes in Vienna with the respective situation in Budapest, Munich, and Copenhagen. The comparison is based on a literature review as

https://info.larashare.at/

https://www2.ffg.at/verkehr/projektpdf.php?id=1509&lang=en

https://www2.ffg.at/verkehr/projekte.php?id=1509&lang=de&browse=programm

http://fgm.at/docs/LARA_Share_Projektfolder.pdf





https://www.klimaentlaster.at/



well as an expert. These results are transformed in clearly defined recommendations to increase the number of commercially used cargo bikes. Some of the recommendations are:

- Further expansion of the cycle path system - Making "local pioneers" visible - Access restrictions for motorized vehicles - The financial incentive system for the use of cargo bikes

https://www.wu.ac.at/fileadmin/wu/d/ri/scm/WU_Cargo_Bikes_Final_Report.pdf

3.2. Copenhagenize (Denmark)

Local Study Action Plan for Green Mobility

Period covered

2013 - 2025

Published by

The city of Copenhagen - Technical and Environmental Administration

Summary The Action Plan for Green Mobility encourages green mobility as an easy, healthy, and more efficient way of traveling around Copenhagen. The Plan highlights the importance of creating the best possible conditions for the individual road user to get to their activities, for businesses to attract employees and for goods delivery in the city to work smoothly. All this in the most efficient and environmentally friendly way. Green mobility is an essential part of the City of Copenhagen’s vision for green growth and quality of life. The City sees improved mobility as a prerequisite for growth, and at the same time developments in the field of transport may constitute a growth factor in their own right in terms of new technology and new, innovative solutions. The Plan identifies that extensive measures are needed to ensure improved mobility and growth conditions for the business sector, while also improving the environment and reducing CO2 emission. The Plan recognizes that these measures are extensive and investment-intensive, and to ensure optimum coherence and increased use of green means of transport, the overall investments in mobility in Copenhagen are supplemented by a green mobility package containing 25 specific initiatives. Through the Plan, Copenhagen is working to create the solutions which other cities are looking for – including within transport.

Summary of cont.

The City aspires to be a place where green mobility solutions are tested in real life, and where there is room to invent completely new ones. This will create solutions which the city itself will benefit from, and it will strengthen Copenhagen’s role as the center for cleantech businesses and research. It will also maintain and enhance the city’s role as a laboratory for new cycling products and cycling concepts. With the Action Plan for Green Mobility, the City of Copenhagen wants to extend the options for transport technological development through regional and international cooperation across the business sector, research institutions, regions, and municipalities.

Local study The CPH 2025 Climate Plan

Period covered

2017 - 2025

Published by

Technical and Environmental Administration - City of Copenhagen

https://www.wu.ac.at/fileadmin/wu/d/ri/scm/WU_Cargo_Bikes_Final_Report.pdf



Summary The Climate Plan acknowledges that getting around Copenhagen should be easy, healthy and efficient, and connect up the different parts of the city. The plan recognizes that most of the CO2-emissions from transport come from road traffic, making optimization and restructuring of road transport necessary components of efforts to cut emissions. The City has set a series of aspirational goals for 2025:

- 75% of all trips in Copenhagen are on foot, by bike or public transport - 50% of all trips to work or school in Copenhagen are by bike - 20% more passengers use public transport compared to 2009 - Public transport is carbon neutral - 20-30% of all light vehicles run on new fuels - 30-40% of all heavy vehicles run on new fuels

During the period 2017-2020, The City will improve capacity on the bicycle network. Bicycle tracks will be expanded, and cycle corridors and regional Super Cycle Highways will be upgraded to accommodate more bicycle trips. Space will also be needed for parking the increased numbers of bicycles, including cargo bikes, by upgrading bicycle parking at traffic hubs and in shopping areas. The Plan also identifies safety as an also a crucial factor when it comes to encouraging more people to use their bicycles, regardless of whether they are children, young people, former car commuters or newcomers to the city. The special focus on safety solutions will also include Green Cycle Routes and safe routes to schools. These activities will be combined with information campaigns to influence behavior,e.g. the campaign “Cycle to work” and cycling education for children, young people, and newcomers. The total investment for the mobility program and long-term attitude change up until 2025 is expected to reach €6.7 million.

Local Study Good, Better, Best – The City of Copenhagen’s Bicycle Strategy

Period covered

2011 - 2025

Published by

The City of Copenhagen Technical and Environmental Administration - Traffic Department

Summary The City of Copenhagen’s 2011 bicycle strategy details new initiatives and plans, laying down guidelines for the long term and overriding priorities within the bicycle area. These initiatives and plans are intended to help the City reach the goal to become the world’s best bicycle city before the end of 2015. The strategy was approved by the City Council on the 1st of December 2011. This strategy replaces Copenhagen’s former bicycle strategy ”Cycle Policy 2002-2012”. The Strategy points out that Copenhageners choose the bicycle because it’s the fastest and easiest way to get around. If the numbers of cycling citizens are to increase it is all about making the bicycle the fastest and easiest way to get around for even more citizens than today.

Summary of cont.

The Strategy recognizes that is not possible without a strong prioritizing of bicycle-friendly infrastructure and a will to think out of the box. These are therefore the two central principles in the bicycle traffic area: prioritizing and innovation.

Local Study Focus on Cycling

Period covered

2011 - 2025

Published by

Technical and Environmental Administration - Traffic Department.

The Bicycle Programme

Summary This document is addressed to colleagues and consultants in the City of Copenhagen. It translates the City of Copenhagen’s traffic policies into practical guidelines on the project level. The document helps to achieve the City’s priorities for safe, encouraging, and comfortable infrastructure. The traditional and time-tested solutions of the Danish Road Standards for city areas are the fundamental code of practice in Copenhagen. Almost all the Road Standards are formulated as guidelines thereby providing ample opportunity to develop workable solutions. Copenhagen and other cities are currently implementing innovative solutions – pilot projects that sometimes require dispensation from the Road Standards. New solutions will gradually become mainstream and be incorporated into the Road Standards. Copenhagen has a special



focus on designing intersections that are safe, easily passable for cyclists, and where they feel secure.

Local Study City of Copenhagen Business and Growth Policy

Period covered

2015 - 2020

Published by The City of Copenhagen

Summary The business and growth policy is built upon a series of initiatives in various areas where the City of Copenhagen takes on different roles as authority, purchaser, and partner, thus facilitating and making it attractive to run a business in Copenhagen. Within each area the City focuses on a number of prioritized initiatives: Sustainable city development & liveable city:

- Enhance mobility - Create room for a variety of businesses - Continued development of Copenhagen’s attractiveness as green, creative and smart city

Targets: - Travel time: The politically decided service targets for 2018 for cars, buses, bicycles, and pedestrians in terms of travel time, stops and reliability must be fulfilled (see www.kk.dk/erhverv)

- Commercial zoning: Towards 2027, 200,000 m2 of commercial floor space built per year. - CO2-emissions: Copenhagen must be CO2 neutral by 2025. - Liveable city: The number of residents who would recommend family or friends to live in Copenhagen must be 95% in 2020.

Sustainable job market: - More private businesses establish work placement opportunities - More socio-economic businesses

- Use of Copenhagen’s purchase power to further social responsibility

Targets: - The extent of social responsibility: The number of businesses in Copenhagen with

subsidized employees and persons in job training is on the rise.

- Socio-economic business: The creation of 10 more socio-economic businesses per year

and a 5% yearly increase of employees in the already existing businesses.

- Diverse business: 5% yearly growth in businesses in Copenhagen that have a diverse

approach to hiring.

Maintaining Copenhagen’s leading position as a cleantech cluster and in public-private

partnerships, and providing effective support for growth in innovation, inward investment and

enterprise will influence the growth of the city’s green economy.

Regional Study Regional Cycling Report

Period covered 2012 - 2020

Published by Capital Region of Denmark - Centre for Regional Development

Summary This report is especially noteworthy as it is the first regional cycling report ever published in the world. The report provides key figures and knowledge about regional cycling trends and improves our ability to monitor and influence developments in the area of cycling. The Capital Region of Denmark has the vision to become a green, innovative metropolis with good conditions for cycling, to benefit high growth and quality of life. The Region’s objective is to increase bicycle commuting by 38% from 2012 to 2020. In 2012, 30% of all commuter trips in the Capital Region were made by bicycle. The Region also wants to increase this to 41% by 2020. The Regional Cycling Report focuses on regional cycling patterns, possibilities, and challenges. To illustrate municipal efforts to promote cycling, the Capital Region of Denmark has conducted a questionnaire survey in our municipalities. The survey found that more than three-quarters of the municipalities focus on cycling. The focus areas vary from school routes



for children to commuters, tourists and green traffic. Many of the municipalities already have a cycling strategy or cycling policy in place, or are in the process of drafting one. Or they have articulated their cycling plans in another way. In addition, half of the municipalities have one or more written objectives for cycling. A joint project involving the Capital Region, the municipalities and the state is the cycle superhighways project. The aim of the project is to develop a contiguous network of high-quality bicycle commuter routes across municipal borders.

Local Study City of Copenhagen Municipal Plan 2015 - The Coherent City


Published by City of Copenhagen, Finance Administration, Centre for Urban Development

Summary The Municipal plan acknowledges that focusing on denser urban development supports the use of public transport and cycling, environmentally friendly energy supply, and common solutions for waste management while preventing urban sprawl into surrounding open areas and green areas in the city. Increasing the population density also makes it possible to keep other parts of the city more open and green. From a regional perspective, Copenhagen plays a critical role in supporting and developing the potential of public transport by building densely – and thereby sustainably – around train and Metro stations. The Plan guides up to 95% of the new homes to be built in the proximity of a station. The excellent options in Copenhagen for public transport, cycling, and walking promote encounters between different people in urban spaces, while also providing good opportunities for a healthier lifestyle. The Plan identifies good accessibility as the key to ensuring that people throughout the Greater Copenhagen Region can get to work and thereby contribute to growth and welfare. The growth in population and jobs in Copenhagen increases the pressure on the city’s roads. Meanwhile, the accessibility on many roads is reduced due to the construction of new Metro stations and standard maintenance of the road network. Therefore, the city is focused on initiatives to ensure the best possible accessibility for cars, bicycles, and busses, including the coordination of construction projects that impact the road network.

National Study Moving People


Published by Gate 21 - An interregional Policy Collaboration

Summary Gate 21’s Moving People report aims to make it easy for commuters to get to work in a smart, efficient and greener way through easier switching between car, bus, train or bicycle, so the journey is linked from door to door. Moving People was written by a range of stakeholders including the Copenhagen Capital Region, 17 surrounding municipalities, as well as the traffic company Movia, Denmark’s Technical University and Gate 21. Together with 100 major companies, we are working to create maximum mobility for citizens to minimize CO2 emissions through the municipal planning of mobility and collaboration. The 100 companies put mobility on the agenda of their own business networks that cut across industries and municipalities. Together with municipalities and transport providers, companies are testing both existing and new transport solutions that benefit both employees and the company’s growth and sustainability. Targets:

- ten percent of single-person trips by car are transferred to public transport and bicycles. (this corresponds to about two million fewer car trips per year)

- every company has reduced transport-related CO2-emissions by six to ten percent - travel time on selected commuting distances are reduced

Partners: Gate 21 (lead partner), Capital Region of Denmark, traffic company Movia and the Technical University of Denmark. Project participants: Ballerup, Fredensborg, Frederiksberg, Frederikssund, Furesø, Helsingør, Høje-Taastrup, Copenhagen and Rudersdal Municipalities, and Loop City municipalities: Gladsaxe, Lyngby Taarbæk, Glostrup, Hvidovre, Vallensbæk, Albertslund, Brøndby, and Ishøj.



3.4. European Cycle Logistics Federation (UK)

European Study ECLF CYCLE LOGISTICS INDUSTRY SURVEY 2016

The period covered 2016

The institution/

organization that

has conducted the

study

European Cycle Logistics Federation with Amsterdam University of Applied Sciences

Resume in English To get a better idea of the scope, scale, opportunities and common problems of cycle

logistics, ECLF has distributed an online survey. The survey was open to respondents

between March and April 2016. The target audience is companies that use cargo bikes/

trikes to undertake delivery work. The research program Urban Technology from the

Amsterdam University of Applied Sciences (AUAS) has assisted ECLF with the analysis

of the response. This report presents a graphical representation of the survey answers.

ECLF provided the data and the work has been carried out by researchers and student-

assistants from AUAS.

http://eclf.bike/eclfdocs/ECLF_Survey_Analysis_Report_23Aug2016_EU.pdf

European study EU CYCLELOGISTICS AHEAD PROJECT: REPORT D3.1 PROFILE OF NEW

START-UP CYCLELOGISTICS COMPANIES


The institution/

organization that

has conducted the

study

Project Partners – Outspoken Delivery (UK) and San Sebastian Municipality (Spain).

Resume in English This document provides profiles of 139 cycle logistics companies that started up during

the life of the CycleLogistics Ahead project

http://cyclelogistics.eu/docs/119/D3_1_Profile_of_new_start-up_companies_FINAL.pdf

European study CITY LOGISTICS: LIGHT AND ELECTRIC – REPORT OF LEFV-LOGIC PROJECT’S

RESEARCH ON LIGHT ELECTRIC FREIGHT VEHICLES


The institution/

organization that

has conducted the

study

Amsterdam University of Applied Sciences – Urban Technology Research Programme

Resume in English This publication presents the results of the LEFV-LOGIC project: two-year research into the use of light electric freight vehicles for city logistics. In this project Amsterdam University of Applied Sciences, Rotterdam University of Applied Sciences and HAN University of Applied Sciences, together with logistics operators, shippers, vehicle suppliers, network organizations, knowledge institutions, and municipalities have developed new knowledge about logistics concepts and business models for the deployment of LEFVs. http://www.citylogistics.info/research/city-logistics-light-and-electric/

European study WHITE VAN CITIES: QUESTIONS, CHALLENGES, AND OPTIONS ON THE

GROWTH OF URBAN VAN TRAFFIC

The period covered April 2018

http://cyclelogistics.eu/docs/119/D3_1_Profile_of_new_start-up_companies_FINAL.pdf

http://www.citylogistics.info/research/city-logistics-light-and-electric/



The institution/

organization that

has conducted the

study

Urban Transport Group – research document

Resume in English Van traffic is the fastest growing sector of road traffic and the growth is forecast to continue. Van traffic has grown by 71% over the last 20 years, compared to growth of 13% for cars and 2% for HGVs1. However, the evidence on what is driving growth in van traffic is limited and under-researched. Possible explanations for increased van use include growth in online shopping deliveries and lighter regulation for vans in comparison to HGVs. This report explores the scale and nature of the growth in van traffic and the impacts on city regions across a range of policy areas. http://www.urbantransportgroup.org/system/files/general-docs/White%20Van%20Cities.pdf

European study THE IMPLICATIONS OF INTERNET SHOPPING GROWTH ON THE VAN FLEET AND

TRAFFIC ACTIVITY

The period covered May 2017

The institution/

organization that

has conducted the

study

RAC Foundation

Resume in English This publication examines what vans are being used for what purposes and comes to the conclusion that only 10% of vans are being used for parcels. This raises the question about what the other 90% of vans are doing. Therefore, it is a useful starting point to any analysis of how cargo bikes and cycle logistics can replace vans in our cities and urban areas. https://www.racfoundation.org/research/mobility/the-implications-of-internet-shopping-growth-on-the-van-fleet-and-traffic

3.6. Cambridgeshire County Council (UK)

National study Manual for Streets

The period covered 2007 onwards

The institution/

organization that

has conducted the

study

Department for Transport / Communities and Local Government

Resume in English Manual for Streets demonstrates the benefits that flow from the good design of residential streets and gives a higher priority to pedestrians and cyclists than motor vehicles. It focuses on the place function, giving clear guidance on how to achieve well-designed streets and spaces that serve the community in a range of ways and updates the link between planning policy and residential street design. Manual for Streets identifies the tools available to ensure that growth and change are

planned for and managed in an integrated way. It presents guidance on how to create

locally distinct neighborhoods within the existing policy, technical and legal framework.

National study Sustrans Design Manual – Handbook for cycle-friendly design


The institution/

organization that

Sustrans (established national walking and cycling charity)

http://www.urbantransportgroup.org/system/files/general-docs/White%20Van%20Cities.pdf

http://www.urbantransportgroup.org/system/files/general-docs/White%20Van%20Cities.pdf

https://www.racfoundation.org/research/mobility/the-implications-of-internet-shopping-growth-on-the-van-fleet-and-traffic

https://www.racfoundation.org/research/mobility/the-implications-of-internet-shopping-growth-on-the-van-fleet-and-traffic



has conducted the

study

Resume in English This guidance aims to provide detailed technical advice on key issues around on and off-highway cycle infrastructure whilst signposting users to further resources. It contains a concise illustrated compendium of technical guidance relating to cycling and includes examples of the latest innovative and experimental schemes.

National study Making Space for Cycling – A guide for new developments and street renewals


The institution/

organization that

has conducted the

study

Cambridge Cycling Campaign

Resume in English This guide demonstrates how high-quality infrastructure can generate high levels of cycling in new developments and street renewals. Space for cycling is needed, away from motor vehicles, with care taken in relation to pedestrians. New developments and street redesigns designed for cycling can foster the sense of community which is an essential element in successful new development and for street renewals, creating better spaces for people. The guide demonstrates how to use the right design approach to make cycling mainstream and achieve a third of all journeys being made by bike.

Local study Cambridge Local Plan

The period covered 2018 – 2031

The institution/

organization that

has conducted the

study

Cambridge City Council

Resume in English This local plan sets out the way we will meet the development needs of Cambridge to 2031. Over that time the city has plans to grow significantly; supporting the nationally important economic contribution the city makes, seen in the exceptional quality of life and place that Cambridge benefits from. This local plan will manage change, delivering new homes and jobs in a sustainable way, providing affordable housing and an accessible, compact city from where people can have sustainable transport choices about how they access work, study, leisure, and other services. Delivery of infrastructure to support growth, reducing per capita carbon emissions and managing change to heritage assets are particular challenges. This plan focuses on delivery and meeting Cambridge’s needs. It reflects how the current growth is changing the city and the new challenges this creates. In the light of experience, the plan has an increased emphasis on mitigating transport impacts and securing further progress on sustainable development, area improvement, and placemaking.

Local study Neighbourhood Plan Guidance


The institution/

organization that

has conducted the

study

Cambridge City Council

Resume in English Neighbourhood Planning was introduced by the Localism Act 2011 and provides a way

in which local communities can take a proactive approach to decide the future of the

places where they live and work. Producing a neighborhood plan is not a legal

requirement but a right, which communities can use to determine the development and

use of land and to make other improvements to their neighborhood, including the design

and development of homes, shops, offices, and infrastructure.



Local study Cambridgeshire Design Guide for Streets and Public Realm


The institution/

organization that

has conducted the

study

Cambridgeshire Horizons / Cambridgeshire County Council

Resume in English This Design Guide sets out the key principles and aspirations that should underpin the design of streets and public spaces. It compliments national and local design guidance. It is intended to help successfully create safe, attractive and sustainable streets and places by setting out a framework to promote good design and outlining the key considerations and processes involved. Design should not rely on movement patterns, modes of transport and the use of resources that may not be sustainable in the future. In particular, greater emphasis is placed on encouraging a shift away from the use of the private car towards walking, cycling, and public transport.

Local study Cambridgeshire Local Transport Plan


The institution/

organization that

has conducted the

study

Cambridgeshire County Council

Resume in English The Local Transport Plan demonstrates how our policies and plans for transport will

contribute towards the Cambridgeshire County Council’s vision – Creating communities

where people want to live and work: now and in the future.

The plan allows the Council to address many of the local transport challenges in the

county, through a mix of funding streams. It covers all transport modes, including making

sustainable modes of transport a viable and attractive alternative to the private car.

The local study Cambridgeshire Long Term Transport Strategy


The institution/

organization that

has conducted the

study

Cambridgeshire County Council

Resume in English This strategy identifies the major infrastructure requirements that are needed to address existing problems and capacity constraints on Cambridgeshire’s transport network, and the further infrastructure that is required to cater for the transport demand associated with planned growth. Across the county, major growth is planned in the period to 2031. Significant transport

investment is needed to support growth, maintain the competitive advantage of high-

tech industries, and to maintain the overall quality of life.



3.7. Ayntamento de Donostia / San Sebastian (Spain)

The local study

(project)

We take your shopping by bike to home


The institution/

organization that

has conducted the

study

Department of Mobility, the bicycle distribution company Txita and the platform of

Commerce San Sebastian Shops

Resume in English This new initiative in the city of Donostia is configured within the European project using freight bicycles for the transport of goods in the cities and promote favorable framework conditions that facilitate the development of zero-emission urban logistics and create awareness among users and business. Presented as a free delivery service addressed to merchants associated with San Sebastián Shops placed in the center of the city of Donostia, transport will be carried out completely on freight bicycles and main value, beyond the purely anecdotal of the activity, is to propose an alternative to the distribution of goods with motorized means, norm in the area where traffic in the city is more congested and where you want to preserve the quality of the public space, thinking more about the people than in the circulation and parking of automobiles. This bicycle home delivery service has been developed as a pilot test for 7 weeks, in which it generated no cost for users; and it was concentrated in selected neighborhoods and customers. The operation is simple; Once the purchase is made, the customer selects the delivery time to his home within the time slot. The trade, for its part, makes a call or writes a WhatsApp to the Txita company so that they pick up the package and deliver it to the address in the time slot defined by the customer.

3.8. Gemeente Utrecht (Utrecht Municipality, Netherlands) Like many other cities in the Netherlands, Utrecht experienced an important rise in cargo bikes usage in the last years. On one hand, the municipal programs dedicated to bicycles and city logistics don’t include specific studies or measures to promote, facilitate or grow cargo bike usage, considered mainly as business engines for logistics companies. On other hands, Utrecht municipality as an active member of the European Cycle Logistics Federation is involved in several European projects and studies, already mentioned in this deliverable.

3.9. Oslo Commune (Norway)

Title (national study)

My bicycle is loaded with - A report on cargo bikes and city logistics

Date 02.09.2016

Author Norwegian Public Roads Administration

English summary This report presents the use of cargo bikes in professional business and as a means of transport in private use.

Title (national study)

Evaluation of starting up cargo bike deliveries - a pilot project in Oslo

Date 2018

Author Institute of Transport Economics Norwegian Centre for Transport Research

English summary DHL Express is in an ongoing pilot, delivering express parcels and documents with electric cargo bikes in Oslo City Centre. The pilot is a collaboration between DHL Express Norway, Oslo municipality the Agency for Urban Environment and the Norwegian National Road Administration. This report evaluates the start-up and planning phase of this project.



3.10. Stad Mechelen (Belgium)

Local study City of Mechelen Mobility plan – Policy plan (SUMP)

Date 2015

Authors Technum (Tractebel Engineering) in cooperation with Vectris

English summary In our mobility plan, the necessity for proper cargo bike infrastructure is emphasized. This includes specified parking spots and wide bicycle paths. It also covers the pursuit of sustainable logistics and distribution.

Regional study Wegwijzer fietslogistiek in Vlaanderen (Guidelines for cycle logistics in Flanders)

Date November 2017

Authors Department of Mobility and Public Works

English summary This study offers an overview of opportunities, best practices and helpful information regarding the implementation of cargo bikes in urban situations. It covers the relationship between urbanization and logistics where the important trumps of bicycles, as well as their historical context, are mentioned and carefully explained. The report also contains an overview of existing initiatives and policy measures councils can take in order to stimulate the use of cargo bikes.

Regional study Beleidsvisie: Kunnen fietskoeriers een rol spelen in de Vlaamse logistieke sector? (Policy vision: can logistics by bike play a part in the Flemish logistics sector)

Date October 2011

Authors Department of Mobility and Public Works

English summary Another study conducted for the Department of Mobility and Public Works proved the advantages of cargo bike usage over regular delivery vehicles. One of the conclusions was that the current bike couriers lacked sufficient support. It also emphasized that governments have to lead by example and that customers have to be aware of the impact of deliveries.

Local study Actieplan Mechelen klimaatneutraal, winkelstad, slimme stad (Plans of action: Climate Neutral Mechelen, Mechelen Shopping Town and Mechelen Smart City)

Date 2015 - 2016

Authors

English summary Cargo bikes are also a part of various plans of action of Mechelen. As a sustainable mode of delivery, they play a significant role in our goal to become a climate neutral city. They also fit perfectly in our connected STOP-principle as well, which prioritizes pedestrians and cyclists over regular motorized transport. Besides, because of the fact that cargo bikes are smaller and less of a nuisance to shoppers, they can also improve the shopping experience and are therefore linked to our Shopping Town action plan as well. Our supported cargo bike initiative Ecokoeriers plays a very important part in this plan because they provide the ‘handsfree shopping service’. With this service shopper from Mechelen can get their items, from over 100 shops, delivered at home by cargo bike for a small fee. One aspect of Mechelen Smart City focuses on smart and efficient delivery, of which cargo bikes are a very important part too. All of these separate plans are part of a larger horizontal city-strategy that was defined for all city services that Mechelen strives to be a sustainable, livable, reachable, inclusive, circular and smart city. Burgemeestersconvenant (Covenant of Mayors) Our mayor Bart Somers signed the European Commission’s Covenant of Mayors in 2012 for the reduction of CO2-emissions in each respective town with 20 percent by 2020. Reducing the impact of traffic-related pollution is an important motive for promoting cargo bikes.



3.11. Camara Municipal de Lisboa (Portugal) EU/ national study DOROTHY’s, development of Regional Clusters for Research and Implementation

of environmental friendly Urban Logistics, Joint Action Plan

The period covered 2013-2016

The institution/

organization that

has conducted the

study

Dorothy’s consortium

Resume in English DOROTHY had the mission to enhance the distribution process of urban goods by reducing the number of vehicles and enhancing environmental standards. The project objective was to improve the quality of life in European cities.

By using the approach of clustering around innovation DOROTHY project aimed to develop the potential of innovation and research in urban logistics across the European regions of Tuscany (Italy), Valencia (Spain), Lisbon & Tagus Valley (Portugal) and Oltenia (Romania).

http://www.clusterdorothy.com/

http://www.clusterdorothy.com/wp-content/uploads/2016/05/2016-06-30-DOROTHY-JAP-A4-final-version.pdf

Local study Urban Logistics study for the Pilot-area of Lisbon’s Downtown


The institution/

organization that

has conducted the

study

Lisbon Municipality, TIS Transport, and Mobility Consultants.

Resume in English The study for urban logistics for Lisbon’s Downtown produced a proposed action plan

that, among others, proposed the implementation of micro logistics hubs to be used by

green vehicles, including cargo-bikes.

http://www.cm-lisboa.pt/fileadmin/Noticias/ficheiros/Apresentacao_Estudo_Logistica_Urbana_01.pdf

Local study CicloLoulé – Loulé Municipality cycling mobility plan

The period covered 2013 (2018 - )

The institution/

organization that

has conducted the

study

Loulé Municipality, InfraMoura

Resume in English Loulé Municipality, located in the southern region of Algarve in Portugal has a mobility

plan focused on the use of bicycles. The Plan, originally from 2013 has been revised in

2018 and is waiting for approval. In this last revision, added a cyclelogistic plan for

Quarteira and the Vilamoura Marina area.http://cms.cm-

loule.pt/upload_files/client_id_1/website_id_1/files/Consultas%20Publicas/Em%20Con

sulta/Cicloloule_1.pdf

Local study Almada SULP

The period covered

The institution/

organization that

has conducted the

study

Almada Municipality

Resume in English Almada Municipality Sustainable Urban Logistics Plan focused on improving the energy efficiency of urban logistics. https://ecomobility.org/wpdm-package/20161016-sulp-alamada-ecomobility-days/?wpdmdl=3842

http://www.clusterdorothy.com/



http://cms.cm-loule.pt/upload_files/client_id_1/website_id_1/files/Consultas%20Publicas/Em%20Consulta/Cicloloule_1.pdf



https://ecomobility.org/wpdm-package/20161016-sulp-alamada-ecomobility-days/?wpdmdl=3842

https://ecomobility.org/wpdm-package/20161016-sulp-alamada-ecomobility-days/?wpdmdl=3842



National study National Guidelines for Mobility and the Guide for the Elaboration of Mobility and

Transport Plans

The period covered 2010 -

The institution/

organization that

has conducted the

study

IMT – Transports and Mobility Insitute

Resume in English National guidelines for the elaboration of mobility and transport plans.

http://www.imt-

ip.pt/sites/IMTT/Portugues/Planeamento/DocumentosdeReferencia/PacotedaMobilidad

e/Paginas/QuadrodeReferenciaparaPlanosdeMobilidadeAcessibilidadeeTransportes.a

spx

http://www.epomm.eu/old_website/docs/2075/Guia_para_a_elaboracao_de_PMT_Mar

co_2011.pdf

Local study Move Lisboa – Strategic vision of mobility, the document that defines the strategic vision for all mobility issues.

The period covered 2019 -

The institution/

organization that

has conducted the

study

Lisbon Municipality

Resume in English Waiting for approval, this document will be the reference guide to Lisbon SUMP and SULP. „Lisbon proposes the development of a sustainable urban logistics system that

integrates the needs of local partners, constituting itself as a factor of economic growth.

The city's logistics management model is expected to make use of technologically

advanced solutions, information systems and lighter, greener vehicles with occupancy

rates in the higher storage areas that will distribute more freight on fewer trips. The

historic area of the city should gradually become a green urban logistics zone, only

accessible to environmentally friendly vehicles."

http://www.imt-ip.pt/sites/IMTT/Portugues/Planeamento/DocumentosdeReferencia/PacotedaMobilidade/Paginas/QuadrodeReferenciaparaPlanosdeMobilidadeAcessibilidadeeTransportes.aspx




http://www.epomm.eu/old_website/docs/2075/Guia_para_a_elaboracao_de_PMT_Marco_2011.pdf

http://www.epomm.eu/old_website/docs/2075/Guia_para_a_elaboracao_de_PMT_Marco_2011.pdf



3.12. Eurometropole de Strasbourg (France)

Local study Plan local d'urbanisme intercommunal (PLUi)

Period covered 2016-2030

The institution that

has conducted the

study

Strasbourg Eurometropolis

Resume in English This is the document of reference for urban planning for the entire territory of Strasbourg Eurometropolis. It’s a tool that sets the rules of urban planning, it defines the natural or agricultural sectors, defines the location and the use of the whole intercommunal territory. It can decide specific development guidelines for certain sectors. This document is important for all the inhabitants because it’s shaping the future development of the territory, new neighborhoods, new infrastructure, and public transport. Our Mobility department worked on this document with other experts, to ensure the future development of the mobility sector. Some of the important projects: VeloStras (bicycle highways network) and article 12.3 – parking spaces for bicycles (3% of the space in the new building has to be reserved for the bicycle parking, this space need to be covered and with light, easily accessible from the entrance to the building).

Local study PAMA – Plan d’actions pour les mobilités actives



has conducted the

study

Strasbourg Eurometropole

Resume in English PAMA is the instrument to put in place all the measures needed to reach the objectives of PLUi. Cycling and walking are one of the strongest symbols of Strasbourg Eurometropole. However, we want to continue the growth in these modes of transportation, and to reach 36% of walking mode and 16% of cycling mode by 2030. We plan to achieve this by reaching out to people who don’t practice cycling or don’t walk at all on daily basis. This means 3200 more trips by bicycle per day, or 3000 cyclists more than today on the streets.

We’re going to continue to invest 2M€/year in the infrastructure, we’re going to help our citizens to buy their bicycle, cargo bike or e-bike, and we’re going to assure the basic services such as bicycle parking spots and prevention against bike theft.

National study Cargo bikes transporting the city

Period covered 2016


has conducted the

study

Journal Ville & vélo, n°72, from Mai/June 2016

Resume in English In these issues, they did a special on 8 pages about the cargo bike revolution happening in the French cities. Cargo bikes are the new solution for the transport of goods in the cities, especially for goods that were bought online (20% yearly growth). Cargo bikes are solutions for congested roads and air pollution, and some of the biggest companies are already having them in their fleets (UPS, IKEA, French Post). We know that in 2016 we had around 500 cargo bikes for professional use, with 23 000 in French Post. To continue this revolution, cities need to support companies who want to use cargo bikes. One of the ways to do that is to find spaces in city centers to create logistic hubs which will be used for cargo bikes deliveries. There’s also a lot of work to be done on the regulation because in some cities like Paris for example, bikes with 3 weels (including cargo bikes) aren’t allowed to use bus lanes.

Local study Potential of cargo bikes scheme in Strasbourg

Period covered February 2017




has conducted the

study


Resume in English This survey used 2 research methods: phone calls and panels on the subject of cargo bikes, with private individuals and professionals. In general, more then half of the participants in this study are using a bicycle as a mean of transport; and between 15 and 20% use it every day. More than 80% of them is very happy with the bicycle paths in Strasbourg Eurometropolis, but half of them don’t feel insecurity when in the city center. Only 20% of them understand the concept of cargo bikes, and between 4 and 7% already tried to ride a cargo bike. When we talk about the potential of using a cargo bike, 16% of professionals think that they could use it for their business, and 45% of private individuals find this as an interesting idea. Even bigger number, 67% of families with children under the age of 7 years would be interested in buying this kind of bicycle because they could transport their children. What is stopping them to buy a cargo bike: ‘security of this bike’; ‘how to ride it’; it takes a lot of space’; ‘professionals: I can’t transport really heavy stuff’.

When we asked them about the type of cargo bike that they would like to buy, both

groups answered with electric assistance (63%), with the box in front (60%), and with 3

wheels. They accept to pay between 8 and 10€ for one day of renting, and 4 or 5 € for

half a day.

Local study Bicycle master plan



has conducted the

study


Resume in English In this document, Strasbourg decided the rules and strategy of cycle policy based on the following main axes:

- Continue, improve and expand the cycling network

- Define a chart of bicycle facilities

- Offers a plentiful and diverse supply of bicycle parking (bicycle hoop, bike parking in every train station, specific place for bikes in car parks...)

- Develop a bike sharing system

- Offers a range of complementary services to cyclists (bike school for adults)

- Promote the use of bicycle

3.13. CENTRO DE ESTUDIOS AMBIENTALES, Vitoria-Gasteiz (Spain)

National/ Local study

There are several municipalities from Spain involved in EU projects, but we have not found studies on this subject at a national level. For the local framework, we will complete further documents.

Partner presentation in English

The Environmental Studies Centre is a municipal autonomous entity whose mission is to look out for the sustainability in Vitoria-Gasteiz, fostering our municipality's sustainable development not only as an isolated unit, but linked to our bioregion, the Alava Plains. The aims of CEA are the following: (1) Guide the gathering, management, and use and analysis of the best information available for the formulation of more efficient urban and territorial policies. (2) Analyze the operation of the municipality (and its bioregion) as an environmental, social, and economic system, and utilize this knowledge for more efficient local and regional planning. (3) Strengthen the municipal plans and programmes directed towards the proposal and planning of new more sustainable circumstances in the city and territory. (4) Promote the education, information, awareness, and participation of citizens on the subject of urban and territorial sustainability, ensuring the participation of all social and economic agents involved.



3.14. Alba Iulia Municipality (Romania) National study INTRODUCING SUSTAINABLE URBAN MOBILITY IN ROMANIAN LEGISLATION


The institution/

organization that

has conducted the

study

Ministry of Regional Development, Public Administration and European Funds

Resume in English Urban transport is confronted with a decrease in public transport and intensive usage of

personal and commercial cars, increasing pollution and traffic congestion and affecting

public safety. Based on Law 350/2001 regarding urban territory and CE 1370/2007,

cities are obliged to prepare Sustainable Urban Mobility Plans in order to access funds

available for urban mobility, in line with sustainable urban development plans and

involving multi-disciplinary experts teams. Instead of a focus on traffic, these plans must

be focused on people and their mobility. Documents present main aspects for

developing an urban mobility plan and identify main available funds/ axes (3 – Transition

to low carbon economy and 4- Reducing carbon emissions in municipalities based on

urban mobility plans). http://www.ier.ro/webfm_send/499160

Local study GUIDE OF GOOD PRACTICES IN THE FIELD OF URBAN MOBILITY


The institution/

organization that

has conducted the

study

This document was made by Alba Iulia Municipality in collaboration with Trondheim

Municipality, for the “Capacity-Building and Sustainable Urban Mobility in Public

Administration: Alba Iulia – Trondheim Partnership” project, financed by the Fund for

Bilateral Relations at the level of Programme RO18 - Capacity-building and Institutional

Cooperation between Romanian and Norwegian Public Institutions, Local and Regional

Authorities.

Resume in English The guide of good practices was elaborated based on a structure defined together with

the Norwegian partner and in collaboration with the interested factors of the local

community, following the work sessions organized during the project at Trondheim and

Alba Iulia. Likewise, the guide contains a series of projects which have been

implemented at the level of Trondheim municipality, considered to be a model of good

practice in the field of sustainable urban mobility. The present guide of good practices is

focused on the balanced and integrated development of urban modes of transportation,

including public and private transportation of passengers or goods, motorized or

nonmotorized, moving or parking and can become an integrated part of the climate and

mobility policies the Municipality promotes and considers in the development of the local

community. Considering the medium and long term activities, the Municipality will

develop partnerships with local actors and will identify potential sources of non-

reimbursable funding for applying the solutions proposed by the guide at the level of the

local community.

Local study PROJECTS PRIORITIZATION FOR 2014-2020 OF ALBA IULIA MUNICIPALITY.


The institution/

organization that

has conducted the

study

This document was made in 2015 by Alba Iulia Municipality together with experts from

the World Bank, stipulating the importance of sustainable urban mobility projects.

Resume in English According to this report, 4 strategic objectives have been defined, to contribute to Alba

Iulia Municipality’s vision of becoming a more attractive city for living, working, and

investing in by the year 2020, namely:

- Alba Iulia – a SMART city, accessible and coherent;

- Alba Iulia – a GREEN city, with efficient public services;

http://www.ier.ro/webfm_send/499160



- Alba Iulia – a COMPETITIVE and CREATIVE city;

- Alba Iulia – a CULTURAL and TOURISTIC European city.

The same document takes into consideration the Municipality’s public administration as

a secondary objective of the big strategic objectives, through the development of efficient

public services, efficient governance, competent human resources etc. Taking into

consideration World Bank’s report concerning the investment project prioritization of

Alba Iulia Municipality in which transportation holds the first place in the classification of

specific objectives concerning the strategic development process, Alba Iulia

Municipality, as a local public authority, aims for projects which propose the development

and modernization of regional and national infrastructure, the development of an efficient

and sustainable transportation system, as well as the implementation of a smart

transportation system.

Local study THE SUSTAINABLE URBAN MOBILITY PLAN (SUMP) OF ALBA IULIA

MUNICIPALITY


The institution/

organization that

has conducted the

study

Alter Ego Concept S.R.L and Alba Iulia Municipality

Resume in English The Sustainable Urban Mobility Plan (SUMP) of Alba Iulia Municipality, elaborated and

structured according to the framework content stipulated in the Methodological Norms

of applying Law no. 350/2001 concerning land development and town planning, and of

elaborating and actualizing town planning documentation (approved through the

MDRAP Order no. 233/2016) in the year 2016, represents a strategic document

concerning the satisfaction of the people’s need of urban mobility in order to improve the

quality of life and environmental conditions. This plan represents a complementary

documentation to the strategy of peri-urban/metropolitan territorial development and to

the general urbanistic plan (G.U.P.), and is also an instrument of strategic territorial

planning, correlated to the spatial development of the localities and peri-urban/

metropolitan area of those with needs of mobility and transportation of passengers and

goods. The importance of a sustainable urban mobility plan is reflected in the context of

the financial exercise of 2014-2020 in the field of mobility, respectively through the

criteria of technical and financial evaluation imposed by the Regional Operational

Programme 2014- 2020, which stipulates the existence of this strategic document as an

integrated part in the city development strategy.

Local study ALBA IULIA – TOWARDS A CITY FOR PEOPLE AND CULTURE


The institution/

organization that

has conducted the

study

Gehl Architects - an architecture company from Denmark, specialized in the elaboration

and implementation of town planning strategies, focused on the concept cities for

people; Alba Iulia Municipality

Resume in English This document represents a relevant working tool which will contribute to the city’s

performance in what concerns urban dynamics, being the first step taken by Alba Iulia

Municipality towards the regeneration and revitalization of public spaces in the in the

municipality, in collaboration with experts of international prestige. The analysis was

focused on exploiting the relations between public and private spaces and the way in

which they can influence and develop the longterm behavior of human society. The

solutions for improving the quality of life in cities, in the field of urban design and

regeneration, resulting from the process of analysis, will become the referential

framework document for the local public authority’s future projects of sustainable urban

development. This aspect is relevant for the Municipality in the context of future and

existing sources of non-refundable funding, focusing on the projects which concern

urban development and regeneration and the process of humanizing the city.



Local study THE LOCAL COMMUNITY BAROMETER


The institution/

organization that

has conducted the

study

Alba Iulia Municipality in collaboration with „1 Decembrie 1918“ University Alba Iulia.

Resume in English It is a unique project among the 320 urban authorities in Romania, which determines the

citizens’ level of satisfaction concerning the city’s local development, with the help of

strategic social questionnaires. According to the Barometer’s results, the citizens

consider the prioritization of the Municipality’s investments in the field of urban mobility

to be essential. In this respect, the people questioned have pointed out the importance

of planning more car parks and building bicycle lanes, and they have emphasized the

necessity to increase the flow of both motorized and nonmotorized traffic within the city.

More information about Alba Iulia Municipality’s development strategies can be found on

the website www.apulum.ro, in the Public Info section, subcategory Development

Documents.

Local study THE INTEGRATED URBAN DEVELOPMENT STRATEGY OF ALBA IULIA


The institution/

organization that

has conducted the

study

Alba Iulia Municipality

Resume in English It is a planning tool for sustainable urban development in Alba Iulia between 2014 and

2023. It is based on the needs and opportunities identified in the diagnosis, on relevant

documents at European /national/regional/ county level, is inspired by the latest

developments and concerns the Alba Iulia city and comes to consolidate the results of

the programming period 2007-2013, capitalizing and building on them for further.

International study THE BUSINESS CASE FOR SMART CITIES OF ALBA IULIA

The period covered 2017; Investments were modeled over a 35-year period.

The institution/

organization that

has conducted the

study

The study was realized by Siemens; input data were provided by Alba Iulia Municipality

Resume in English This study was initiated to explore the potential value of smart technology investments

in cities and to identify how a business case could be developed around those identified

benefits. The study has sought to ground the analysis and conclusions in real-life

examples of five diverse cities stretching across the European continent. It has also

explored smart technology opportunities across several sectors: energy, built

environment, transport, harbors, security, and connectivity. Although still rapidly

evolving, the technologies presented in this report are proven, with deliverable benefits.

The delivery models and financing mechanisms needed to enable investment in smart

cities, by contrast, are in many cases still maturing. This is to be expected: technology

development is concentrated in a relatively small number of global actors, whereas each

city around the world has to learn and adopt the new delivery models that can facilitate

investment. Each city must also adapt template delivery models to the local social and

political context, or adapt its enabling framework to facilitate the needed investments.

Local study THE GENERAL URBAN PLAN (PUG) ALBA IULIA MUNICIPALITY


The institution/

organization that

has conducted the

study

S.C. BIROU DE PROIECTARE STRĂJAN S.R.L. / U.A.U.I.M – C.C.P.E.C



Resume in English The General Urban Plan is the basic document drawing out the guidelines for the spatial

development of Alba Iulia. The General Urban Plan must be developed for both urban

and rural areas. PUGs establish land-use zoning and land-use regulations, transpose

local, regional, county and county planning requirements, outline urban planning

guidelines for development urban development, and are the basis under which

authorizations are issued for construction and urbanism certificates. Each town should

develop its own PUG and renew it at least once every 10 years.

3.15. Grad Dubrovnik (Croatia) National study TRANSPORT DEVELOPMENT STRATEGY OF THE REPUBLIC OF CROATIA

The period covered 2017 - 2030

The institution/

organization that

has conducted the

study

Ministry of the sea, transport, and infrastructure

Resume in English This document assesses and defines future measures (infrastructure, operation, and

organization) in the transport sector related to international and national transport in all

transport segments independent from the funding source. The Transport Development

Strategy observes the citizen mobility in the sense of the use of public transport (rail,

tram, bus, waterborne, etc…), as well as individual mobility (transport by car or bicycle

and walking). Also, it`s mentioned that cities suffer most from congestion, poor air

quality, and noise exposure. In order to improve the situation, it is necessary to increase

the modal split in favor of public transport and soft modes (pedestrians and cyclists).

One hypothesis in the document “There is a potential for the development of a specific

bike system (infrastructure and bikes) in particular in relation to e-mobility”.

A bicycle is a very useful means of transport that can be implemented for transport on

shorter distances and in urban areas. There is a great potential to change the travel

behavior in favor of bicycles, public transport, e-mobility etc., which would bring a

significant reduction of greenhouse gas emissions and enable the application of multi-

modal transport systems. To increase the safety and attractiveness of bike rides it is

necessary to plan and construct bicycle infrastructure.

To ensure the sustainability of the transport sector as a whole, it is important to increase

the interoperability to be able to use the potential of each transport mode. A network of

intermodal terminals should be established to allow the passengers to easily interchange

between transport modes. A well-conceived, balanced, intermodal network is key to

maximizing the efficiency of the overall system, minimizing nuisances to users. Location

and modes of each terminal will be determined according to a specific area study.

National study NATIONAL ROADS SAFETY PROGRAMME OF THE REPUBLIC OF CROATIA


The institution/

organization that

has conducted the

study

Ministry of the Interior of the Republic of Croatia

Resume in English The main objective of the National Program is to reduce the number of deaths in traffic accidents by 50 percent (by the end of 2020). To achieve this, the National Program measures are divided into five areas of action:



- change of behavior of traffic participants

- better road infrastructure

- safer vehicles

- effective medical care after traffic accidents and

- other areas of action. Also, it is mentioned that children, motorcyclists, pedestrians, cyclists, the elderly and people with disabilities are the most endangered groups and special attention should be paid to their safety.

Regional study THE MASTER PLAN OF FUNCTIONAL REGION SOUTH DALMATIA

The period covered /

The institution/

organization that

has conducted the

study

Dubrovnik Neretva County

Resume in English This report is a document that continuously evolves in line with the development of the traffic model and describes the best traffic solution for the Dubrovnik-Neretva County. It is also a "masterplan" that provides a roadmap for all applications to European funds in this area. Developing cycling traffic in urban environments means building bicycle infrastructure, adjust streets and transport infrastructure in the form of customized and suitable for cycling and other forms of movement (public transport, hiking), provide the appropriate budget from the city budget and systematically plan and develop sustainable traffic in cities.

Local study THE SUSTAINABLE URBAN MOBILITY PLAN (SUMP) 1.0.


The institution/

organization that

has conducted the

study

DURA City Of Dubrovnik Development Agency

Resume in English The Sustainable Urban Mobility Plan (SUMP) – a major and strategic mobility development plan – was developed in 2013. Its basic purpose was to encourage sustainable forms of traffic in every segment of the transport system, while its principal role was to serve as the main transport medium for the creation of future urban plans and projects that are in any way associated with traffic. The plan was made on the basis of conclusions from a modal split study in the city of Dubrovnik, and it defined a joint strategy with the objectives, priorities, measures, and proposals for activities of all stakeholders of the transport system in the area of Dubrovnik. By analysing the current situation of the transport system, basic traffic problems were detected, such as car overload in the city centre; motor traffic flow in the immediate vicinity of the historic core; bad connection between the main port and the Old City (especially for pedestrians); low usage of public transport; a lacking public transport role in maritime traffic and a disorganised parking system.

Develop cycling traffic in urban areas means to build cycling infrastructure, adjust streets

and transport infrastructure in the form of customized and suitable for cycling and other

forms of transport (public transport, walking), to ensure adequate budget from the city

budget and systematically plan and develop sustainable transport in cities.

Local study THE SUSTAINABLE URBAN MOBILITY PLAN (SUMP) DRAFT




The institution/

organization that

has conducted the

study

DURA City Of Dubrovnik Development Agency

Resume in English The Sustainable Urban Mobility Plans (SUMP) are a strategic plan that is complementary

to existing planning practice and takes into account the integration, participatory and

evaluation principles to fulfill the needs of the city's population for mobility now and in

the future, and provide the better quality of life in cities.

The plan states that in the area of Dubrovnik there is no organized cycle path or cycling

strip. Currently, in the area of Dubrovnik-Neretva County, the bicycle infrastructure

includes only three recreational cycling routes in the Konavle municipality. Since the

configuration of the terrain in Dubrovnik is not suitable for cycling, as mentioned above,

it is necessary to propose a quality alternative to traditional bicycles. In this respect, the

proposal should refer to the introduction of a system of public electric bicycles and

bicycles with an electric motor. This could be a solution to overcome the differences in

the configuration of the terrain and allow the use of bicycles on the main slopes.

Also, the plan states the implementation of the system of cargo bikes - the cargo bicycle system represents the potential for movement of motor travel related to the transport of goods. This shows that bicycles, particularly freight bicycles, are the realistic alternative to motorized transport. There is a large range of freight and goods that are associated with using cargo bikes for transportation in the commercial environment in urban areas.

The measure has a direct influence on the availability of urban areas with an

environmentally friendly aspect of transportation, improve connectivity within the city and

reduce the number of freight vehicles on the transport network.

Indirectly will increase the part of cycling in total modal distribution, reduce the impact of

traffic on the environment and sustainability of the transport sector.

Also, the plan states that, according to the poll, 87.8% of respondents would support the

introduction of cargo bikes in the Old Town instead of the existing motor vans.

3.16. Comune di Rimini (Italy)

National study 14th REPORT ON MOBILITY IN ITALY


The institution/ organization that has conducted the study

ISFORT, ANAB, ASSTRA

Resume in English The report is divided into two parts:

- The behavior of Italian citizens in mobility

- Sharing mobility and monitoring on private mobility The study focalizes the behavior of clusters, in order to define the character of people, who choose a private car, or bike, or motorcycle or foot. The aim is to better understand people' mobility in comparison with their requests. [email protected]

National study Transport systems for surface mobility on ground and sea





National Technological Cluster are nets composed by the main public and public subjects working in Italy in industrial research, and in education, such as University, firms, institutions, and start-up, and they are: ALMAVIVA The Italian Innovation Company S.p.A.; ANFIA AUTOMOTIVE S.C.R.L.; Ansaldo STS S.p.A.; ASTER S.Cons.p.A.; Azimut Benetti S.p.A.; Centro Ricerche Fiat; Consiglio Nazionale delle Ricerche (CNR); Distretto Ligure delle Tecnologie Marine – DLTM scrl; Fincantieri Cantieri Navali Italiani S.p.A.; Fondazione Politecnico di Milano; Politecnico di Milano; Politecnico di Torino; Project srl; RFI - Rete Ferroviaria Italiana S.p.A.; SOC. CONS. INNOVAZIONE AUTOMOTIVE METALMECCANICA; Tesi S.p.A.; Thales Italia S.p.A.; Università degli Studi di Firenze; Università degli Studi di Napoli Federico II; VITROCISET S.p.A. www.researchitaly.it

Resume in English Cluster TRANSPORTI ITALY 2020 aims to create a connexion among modal supply chains filière developing transport system on wheel , on tracks, on water and for intermodality in order to create guidelines for transportation of passengers or goods, motorized or nonmotorized, moving or parking and can become an integrated part of the climate and mobility policies the Municipality promotes and considers in the development of the local community. Considering the medium and long term activities, the Municipality will develop partnerships with local actors and will identify potential sources of non-reimbursable funding for applying the solutions proposed by the guide at the level of the local community.

Local study PUMS OF RIMINI MUNICIPALITY.



Municipality of Rimini

Resume in English PUMS (Urban Plan on Sustainable Mobility), whose guidelines were approved on 31 May 2016 by the City Council, is a strategic planning plan that guides mobility in a sustainable way with a long-term life (10 years). Several checks and monitoring actions will be held at predefined time intervals, PUMS aims to meet the demand for mobility of people through the identification of strategic choices and actions in order to promote the use of more sustainable modes of transport and improving the quality of life in the city. www.comune.rimini.it

Local study RIMINI MUNICIPALITY URBAN LOGISTIC: A STUDY



Municipality of Rimini

Resume in English The municipality of Rimini is working on new circulation rules that will reduce the entrance of cars and motorcycle in the historic center, in order to improve the utilization of bike and cargo bike in the delivery of goods. So Rimini municipality made a study about the city logistic by a questionnaire to many kinds of trades, in order to understand: quantity of goods transported, type of supply, type of vehicle used, delivery time, etc. The aim of the study to locate some transit points to avoid high vehicle traffic and promote low emission vehicle use or cargo bike.

International study SMARTCOMMUTING- Interreg Central Europe


The institution/ organization that

Partners of the projects are: Municipality of Rimini, Public Works and Urban Quality

Department– Lead Partner (IT), IAV University of Venezia – Department of Architecture

and Arts (IT), Tecnische Universitat Wien, Transport Institute (AT), Regional

http://www.researchitaly.it/

http://www.comune.rim/



has conducted the study

Development Center, Koper (SL), Municipality of Velenje (SL), HRA- Hranice

Development Agency, Hranice (CZ), Zadra Nova- Zadar County Development Agency,

Zadar, (Croatia), Municipality of Weiz, Department for Mobilità and Energy (AT),

Municipality of Szolnok (HU)

www.smartcommuting.eu

Resume in English In European cities, the daily commute to and from work is a major energy consumer. SMART COMMUTING encourages coordination between public transport companies, city officials and other stakeholders to develop a holistic approach to planning more efficient energy transportation in the urban area. Training for public sector workers, expert analysis and the creation of institutional platforms will support better planning of sustainable transport.

International study MOBILITAS Mobility for nearly-zero CO2 in Mediterranean tourism destinations- Program INTERREG MEDITERRANEAN 2014-2020.



Partners of the projects are: Municipality of Rimini, Agency Strategic Plan,(IT); Municipality of Misano Adriatico (IT); IAV University of Venezia – Department of Architecture and Arts (IT); Zadra Nova- Zadar County Development Agency, Zadar, (Croatia); Regional Development Center, Koper (SL), City of Dubrovnik (Croatia), Paragone Europe (Malta), P. PLATRES Community Council (Cipro), ENERGIES 2050 (Francia), Municipality of Pyreo (GR)

Resume in English Mobilitas involves 7 Mediterranean Countries and its Regions, affected by intense tourism flows with great pressure on transport infrastructure and mobility. All areas face congestion, with negative effects in term of air pollutions. C02 emission, noise, health, unsafety roads, and loss of cities attractive. To tackle this situation the project elaborates different scenarios to enable policymakers and stakeholders better understand the effect of different policy choices. Its pilot actions introducing sustainable tourism mobility policies, e-vehicles, sharing transport solutions, and information technologies tools will contribute to traffic reduction.

EU/ National studies National studies in Italy on the potential of using cargo bikes for sustainable urban development are strictly connected to International European Projects. The most propositive city in Italy is Ferrara that took parts in three European projects : 1. GUTS (Green Urban Transport System) (2010-2012) 2. BICY (2010-2013)- Cities and Regions for cycling (www.bicy.it) 3. Cyclelogistic (2012-2014) on the implementation of Cargo Bike (www.cyclelogistics.eu)



The municipality of Ferrara (IT)

Resume in English 1. GUTS aimed to develop sustainable urban mobility through the individuation of innovative solutions in order to convert public transport in sustainable no polluted systems. The lead Partner was Ami in Ferrara. 2. The still increasing private motorization results in unsustainable traffic congestion and

air pollution in the cities and regions of Central Europe. By designing and implementing

trans-national, cross-border and national strategies the EU-Project BICY aimed to

achieve a widespread modal shift towards cycling and walking to improve the quality of

life and reduce pollution. Considering that around 80% of all urban trips have a distance

of fewer than 5 kilometers, it becomes evident that increased use of bicycles would bring

about an enormous reduction of problems associated with congestion, pollution and the

emission of CO2. Cycling mobility (together with walking and in combination with public

transport) should be promoted as the most sustainable, ecological and, under certain

conditions, healthiest and safest way of mobility. The BICY project partnership included

http://www.smartcommuting.eu/

http://www.bicy.it/




forerunners with regard to bicycle mobility (Ferrara, Italy, where 30% of all urban trips

are done by bike or Graz, Austria, with 20% bike trips in the city center) able to further

consolidate and increase their performance (based on integration and innovative

technologies) and, at the same time to transfer their experiences to late runners in

bicycle mobility in order to set up an adequate bike infrastructure and design

comprehensive mobility plans that centre on cycling. BICY developed a coherent and

integrated urban-regional bike planning, promoted cycling as a key component of public

transport, raised awareness of local decision-makers and citizens about the bicycle as

a valid replacement of the car for shorter trips. Promote the bicycle as a modern,

ecological and safer means of transportation – especially in the NMS where cycling is

often associated with poverty. BICY provided quantitative evidence that a widespread

modal shift toward cycling and walking does indeed improve the quality of (urban) life

and implemented concrete actions, conceived at the trans-national level that is then

customized locally and thus able to achieve tangible outputs related to new mobility

strategies.

3. Cyclelogistics (2012-2014) – already presented on page 6.

(www.cyclelogistics.eu)

3.17. Miasto Gdynia (Poland)

National study Strategy of Transport Development 2020 (with perspective to 2020)

The period covered 2013 – 2020 (2030)

The institution/

organization that

has conducted the

study

Ministry of Transport, Construction and Maritime Economy

Resume in English General document on the development of transport in Poland. There are not any direct

statements concerning cargo bikes but are sections about awareness-raising activities

on promoting cycling and walking as a means of transport.

Moreover, one of the aims of the strategy is providing a balance between the capacity

of transport service and economic development with respect for the environment and

maintaining the quality of life.

One of the tasks is the development of deliveries system in cities in which cargo bikes

could be included. Especially when Low Emission Zones in cities will be introduced

based on Strategy.

National study Development Plan of Electromobility in Poland


The institution/

organization that

has conducted the

study

Ministry of Energy

Resume in English It is a document which has an influence on national transport strategy but without direct

references to cargo bikes. There are activities listed in which cargo bikes could be

included, like a zero-emission fleet of vehicles for municipalities, pilot activities based on

electromobility in city centers.




3.18. Obshtina Varna (Bulgaria)

National document Planning and design of transport and communication systems in urban areas

The period covered Ordinance 2/ 29.06.2004


The government of Bulgaria/ Transport Ministry

Resume in English Bicycle movement is planned and designed as a complete system on the basis of studies, analyses, estimates, models, forecasts and scenarios that take into account the structure of the urbanized territory, its topographical, environmental and health-hygiene features, as well as the habits, traditions, and attitudes of the population. The choice of the appropriate method of conducting bicycle traffic on the primary street network (PUM) is carried out in accordance with the predictions of the general development plan. Planning of bicycle infrastructure is subject to the following principles: safety, straightforwardness, continuity, attractiveness, and comfort. The proportion of bicycle traffic is assured through the development of detailed development and communications-transport plans. For cities with a population of over 30 000 inhabitants shall be developed plan and programme for the development of bicycling, standalone or as a separate part of the detailed transport and communication plan. For cities with a population under 30 000 inhabitants the plan being developed by the City Council. The plan for the development of bicycling is integrated with other strategic local plans. Continuity of bicycle traffic is ensured by designing a bicycle route, alone or shared with other road users.

Local study The development plan of bicycling on the territory of SOFIA MUNICIPALITY



Sofia Municipality

Resume in English Distances from the major residential neighborhoods of Sofia to the Center is about 5-7 km, which is an average of 20-30 minutes by bike. The average speed of 15 km/h for experienced biker makes the bicycle a competitive locomotion mode of transport in the city. Continuously increasing the number of automobiles in the city often creates difficulties in traffic. Traffic congestion commuting increases. Many people choose bicycles for the short duration of the journey, relatively independent of traffic and better planning their time, especially for trips through the busy central city part. A large number of students and pupils also represents significant potential for increasing the number of cyclists. Sofia has considerable potential for the development of urban and suburban bicycle routes for recreation, sports and for daily trips. Creating more bike parking lots, especially guarded bike parking lots, near shopping centers, restaurants, cultural sites, office buildings, etc. will encourage more people to use the bicycle for shopping or working out with friends. The improvement of accessibility to cultural sights by bike and the creation of cultural routes for bicycles will make Sofia more attractive tourist destination. The construction of bicycle infrastructure can be a part of the municipality policy to improve the health of residents, especially for children. Basic principles for construction of bike trails are: maintenance and update of the constructed cycle paths; facilitation of certain bicycle crossings; building links between already existing cycle paths and create comprehensive, relatively continuous cycle network in the urban environment; create cycle ring around the center of Sofia – for faster movement through the Center and integration of bicycling with urban public transport; launch of a large-scale pilot project for secured bicycle parking lots in the city and in 8 Metro stations; create pilot projects for bicycle routes to education institutions.

Local study Masterplan Varna

The period covered

The institution/ organization that

Varna Municipality



has conducted the study

Resume in English Bicycle traffic is designed as a complete system of communication plan-transport system on the basis of analyses and forecasts, which take account of the structure of the urbanized territory, its topographic features, as well as the habits and traditions of the population. The major and busiest bicycle directions movement are provided through separate bike lanes, separated by a spatial primary street network. The choice of the bicycle routes is consistent with the focus of the main bike flows to Central and production areas, areas for landscaping, sports, and entertainment and to educational establishments. The system was designed by continuous bike trails. The project provides for bicycle traffic in the city of Varna to reach level 5-10% of the trips, which are currently being carried out mostly by cars, for which the problem was parking in a substantial part of the central city area. Already developed a detailed project of West-East route "Veloaleâ the Bull." Slivnitsa ", with a length of 8780 m, binds the largest educational institutions (high schools) with the greatest potentials of the city (living quarters) as the principle of minimal use of the cross-sectional profile of the routes from the primary street network of the city. Wherever appropriate, the bike trails are provided for in parks and gardens as solo bike lanes in order to increase the attractiveness of this type of alternative transportation and avoid to the maximum extent of contact of the cyclists with cars.

Local study Mobility Management Plan for the Municipality of Varna

The period covered


Varna Municipality

Resume in English Mobility Management Plan is introducing a series of measures which will improve the

attractiveness of using public transport, cycling and walking, and car-pooling. This modal

shift from a dependency on car-based travel will assist in combating traffic congestion in

the city, with associated environmental benefits in relation to noise emissions and air

quality, as well as the traffic to work transfer time, and the traffic to leisure and resort

areas. Improvements in traffic management, the upgrade of existing infrastructure in

Varna and the provision of new infrastructure are proposed to achieve an improved

circulation of traffic within the city and its resort neighboring areas and provide additional

facilities for pedestrians and cyclists. At the local level, it is a major challenge to reduce

the negative impacts of congestions whilst ensuring that urban areas continue to do well

economically and as sustainable living areas. Since overall traffic volume in urban areas

is expected to increase, there is a major challenge for the future transportation system:

to meet the demand for accessibility while minimizing environmental impacts. Lastly, the

problem of parking is already of vital importance for all zones of the city, especially the

urban center, where the situation is becoming complicated. Development of non-

motorized types of transport: the most sustainable types of transport are cycling and

walking. The size of the city and its radial structure provide good conditions for

developing the infrastructure, which can lead to growth in the share of these types of

transport.

To improve the attractiveness and safety of walking and cycling, local and regional authorities should ensure that these modes are fully integrated into the development and monitoring of urban mobility policies. More attention should be paid to the development of adequate infrastructure. Initiatives in cities, companies, and schools can promote cycling and walk, for example through traffic games, road safety assessments or educational packages. Facilities for disability access within improvements schemes should be incorporated. The city of Varna does not have



finished cycling network. The high potential of this type of transportation is not used. Distances in the city allow the use of bicycles for a big share of daily trips. Infrastructural development of bicycle network will increase the willingness to travel by non-motorized means of transportation and should ease the road network. Best practices show that standard alleys should be marked properly and should be separated from the main street to ensure the safety of cyclists, but there are also the options of developing incorporated in the street lane special borders that will outline the cycling alley or building entirely new alley for cyclists. To have the best possible effect all cycling alleys should be interconnected and should link the center of Varna with the sub-urban neighbors. Best practices show that the promotion and use of non-motorized vehicles minimize the number of motorized trips and raise the mobility of the general population. For the purpose of tourism as well as general daily trips of the population a scheme for renting bicycles could be developed. To be successful it should be implemented after infrastructural development of the alleys and it should include a large network of bicycle parking spaces, attractive hourly and daily rates and it should accommodate extensive campaign in media and social networks.

3.19. Dimos Drama (Greece) National initiative Funding SUMPs for Greek cities

The period covered 2016 - now

The institution/

organization that

has conducted the

initiative

Ministry of Environment and Climate Change

Resume in English Until today, there are no specific national studies for introducing or applying urban

logistics solutions in Greek cities or municipalities. At the same time, there is not a

related legislation framework in force or guidelines for greek cities that could provide

important solutions or effective measures, despite the fact that urban logistics or

sustainable mobility, in general, is an important issue for cities sustainable development.

Recently (2016), the Green National Fund, under the supervision of the Ministry of the

Environment and Climate Change, has funded all Municipalities interested in Greece,

for introducing and implementing an SUMP. The population was one of the main criteria

for funds acquainted and at the same time, they were also guided to use ELTIS

guidelines for their SUMP’s. Nowadays SUMPs are being tendered or being

implemented in most greek cities and Municipalities. The municipality of Drama is

prepared for tendering its SUMP. This is the first attempt for Drama Municipality and is

intended to be integrated into its future planning policies for the city.

3.20. Messenger A.S. (Prague, Czech Republic) Local study Sustainable Mobility Plan of Prague and the surrounding area


The institution/

organization that

has conducted the

study

IPR Praha



Resume in English In close cooperation with the Central Bohemian Region, the City of Prague wants to set

up strategic transport planning to allow the capital and its surroundings long-term growth

in quality of life, while not burdening the environment or public resources.

Therefore, Sustainable Urban Mobility Plans (SUMP) Sustainable Urban Mobility Plans

(SUMP) was created. The plan deals with transport as a whole and does not break away

from each other. On the contrary, they try to take advantage of each of them,

emphasizing interdependence. The scope of the Mobility Plan covers transport by car,

public, pedestrian, bicycle, as well as supply chains.

A team of experts nominated by the Capital City of Prague and the Central Bohemian

Region from 2015 to 2018 worked on the plan. Other academic partners, independent

experts, interest groups and city districts of Prague and Central Bohemian towns were

added externally in the form of workshops and consultations. All stages of the plan were

prepared with the involvement of the general public, whether by sociological surveys or

by collecting individual views. The preparation of the plan took place under the name of

Polaď Prague.

https://www.poladprahu.cz/uploads/assets/P+Návrh_2018-07-25%20KOCEPT.pdf

Local study An integrated development plan for Karlovy Vary


The institution/

organization that

has conducted the

study

PROCES – Centrum pro rozvoj obci a regionu, s.r.o.

Resume in English The integrated development plan for Karlovy Vary is a key strategic document for the

period until 2020. The document was approved by the City Council on September 9,

2014, and commits the city to implement and support such activities that will lead to the

development of the city in accordance with the set objectives. At the same time, it will

be a guide for other entities whose activities affect the development of the city and its

life. Citizens and entrepreneurs will be better able to plan their own future in Karlovy

Vary.

The document is divided into analytical, design and implementation parts. The design

part defines eight priorities, further subdivided into 23 specific objectives. All

development activities to be implemented by the Statutory City of Karlovy Vary by 2020

must be in line with the vision and the global goal of the KK Strategy.

One of the eight priorities set out in the plan is the development of a guide for sustainable

transport in the city, involving the local community.

Local study Plan Mobility Brno


The institution/

organization that

has conducted the

study

TRANSPORTATION AREA OF THE MUNICIPALITY OF BRNO

Resume in English The Sustainable Urban Mobility of Brno (hereinafter referred to as the Mobility Plan) is a

strategic document aimed to create conditions for meeting the needs of people and

businesses in Brno and its surroundings and contributing to improving the quality of life.

The aim of this document was to seek and find the possibilities of sustainable transport

services for the territory, with the help of citizens, municipal, regional and state



authorities. The document builds on already existing activities in town planning and

development.

The Mobility Plan is a conceptual study of all transport systems (public, car, pedestrian,

and cycling) in the city of Brno, with a recommendation to the metropolitan area. The

reason for this document is the need to analyze the situation and to propose a suitable

strategy for the development of Brno's transport systems in detail.



4. Best practice examples in cargo bikes projects This chapter is a collection of best practice examples from across Europe including those carried out by the CCCB-cities, especially by the leading cities. As best practice examples, are considered relevant activities, projects implementation plans and methods, processes and performance assessment criteria or specific measures carried out during those projects, according to key performance indicators defined by WP6.

4.1. FGM – AMOR (Austria) 4.1.1. Recent/ Actual Financing Schemes for cargo bikes in Austria Because cargo bikes usually have higher price and maintenance costs compared with normal bikes, a financing scheme must be considered for initial set-up of cargo bikes projects. Table 1: cargo bike financing schemes (Nov. 2018)

Where What Applicant Till Total amount

National

klima:aktiv Cargo bikes Companies and organizations

(max. 30% investment cost) In

order to apply for the subsidy, the

trader must grant an eco-

discount (€ 200,-)

31.12.2018 € 200,-

Electric

cargo bikes

Companies and organizations

(max. 30% investment cost) In

order to apply for the subsidy, the

trader must grant an eco-

discount (€ 200,-/ € 250,-)

31.12.2018 € 250,-

Regional

Styria Cargo bikes Organizations and private

persons

31.12.2019 € 500,-

Companies 31.12.2019 € 400,-

Local

Graz Cargo bikes Companies, organizations and

private house communities (min.

3 households)

(max. 50% investment cost)

31.12.2020 € 1000,-

Linz Cargo bikes Companies and private persons


€ 800,-

Electric

cargo bikes

Companies and private persons


€ 1000,-

Lienz Electric

cargo bikes


€ 500,-

Baden bei Wien Cargo bikes Companies and private persons


€ 400,-



Electric

cargo bikes



€ 500,-

Lustenau cargo bikes Companies, private persons and

organizations

€ 400,-

Bruck an der

Leitha

Electric

cargo bikes

Companies and private persons € 500,-

cargo bikes Companies and private persons € 400,-

Electric

cargo bikes

Companies, private persons and

organizations

€ 600,-

https://www.familybikes.at/foerderungen?gclid=CjwKCAjw39reBRBJEiwAO1m0Oa8BrxyIJqG8IiVxxftdsHeSa6ysVrzKrkijq2yuUgCaOgl0Bc5eURoCJDcQAvD_BwE https://www.umweltfoerderung.at/betriebe/elektro-fahrraeder-und-transportraeder.html http://www.wohnbau.steiermark.at/cms/beitrag/12600583/113383975/ http://www.wohnbau.steiermark.at/cms/beitrag/12600583/113383975/ https://www.graz.at/cms/beitrag/10175977/7882683/Fahrrad_Foerderung_Lastenfahrraeder.html https://portal.linz.gv.at/Serviceguide/viewChapter.html?chapterid=122848 https://www.salzburgrad.at/service-tipps/rad-foerderungen/ https://www.lienz.gv.at/fileadmin/pdf/Stadtleben/Foerderung_Lastenrad_Lienz_Internet_1_.pdf http://www.baden.at/de/unsere-stadt/energie-klima/foerderungen/baden-foerdert-lastenraeder.html https://www.lustenau.at/de/buergerservice/service/umweltfoerderungen/mobilitaetsfoerderungen http://www.bruckleitha.at/Lastenrad_-_Foerderung 4.1.2. Best practices, implementation plans and assessment of cargo bikes projects

BEST PRACTICE/ USAGE

DESCRIPTION

1. Financing schemes used by cities to support cargo bikes Berlin financial support

In Berlin, financial support started with the 4th July 2018 and was exhausted within just a

few hours. https://www.cargobike.jetzt/kaufpraemien/

Vienna financial support

The financial support in Vienna (€ 200.000,- ) which started in March 2017 was exhausted within a month and was increased in April for another € 100.000

Implementation/ assessment/ results

- A maximum of 50 % of the net purchase price or up to 800 euros were refunded. For e-cargo bike, the maximum amount was € 1.000

- There were 322 proposals whereof 85% made by private persons and 15% by companies. The average subsidy amount was € 896

https://www.radlobby.at/foerderungen-fuer-transportraeder https://derstandard.at/2000055484439/Grosse-Nachfrage-Wien-stockt-Foerderung-fuer-Lastenfahrraeder-auf

Project implementation recommendations

The most important factor is to have sufficient budget for the application. The City of Vienna decided in March 2017 to provide financial support for cargo bikes. The funding volume of 200,000 € was quickly exhausted.

Salzburg financial support

In the City of Salzburg, financial support in 2015 was exhausted within two months. 2016 the sum was doubled. The budget of 2018 (€ 20.000) again was exhausted in October 2018. The next funding period started on the 1st of January 2019.


- The maximum funding amount was € 300

- 23 cargo bikes were funded.

- The proposals were made by companies, organizations and private house communities.

https://www.familybikes.at/foerderungen?gclid=CjwKCAjw39reBRBJEiwAO1m0Oa8BrxyIJqG8IiVxxftdsHeSa6ysVrzKrkijq2yuUgCaOgl0Bc5eURoCJDcQAvD_BwE

https://www.familybikes.at/foerderungen?gclid=CjwKCAjw39reBRBJEiwAO1m0Oa8BrxyIJqG8IiVxxftdsHeSa6ysVrzKrkijq2yuUgCaOgl0Bc5eURoCJDcQAvD_BwE

https://www.umweltfoerderung.at/betriebe/elektro-fahrraeder-und-transportraeder.html

http://www.wohnbau.steiermark.at/cms/beitrag/12600583/113383975/

http://www.wohnbau.steiermark.at/cms/beitrag/12600583/113383975/

https://www.graz.at/cms/beitrag/10175977/7882683/Fahrrad_Foerderung_Lastenfahrraeder.html

https://portal.linz.gv.at/Serviceguide/viewChapter.html?chapterid=122848

https://www.salzburgrad.at/service-tipps/rad-foerderungen/

https://www.lienz.gv.at/fileadmin/pdf/Stadtleben/Foerderung_Lastenrad_Lienz_Internet_1_.pdf

http://www.baden.at/de/unsere-stadt/energie-klima/foerderungen/baden-foerdert-lastenraeder.html

https://www.lustenau.at/de/buergerservice/service/umweltfoerderungen/mobilitaetsfoerderungen

http://www.bruckleitha.at/Lastenrad_-_Foerderung

https://www.cargobike.jetzt/kaufpraemien/

https://www.radlobby.at/foerderungen-fuer-transportraeder

https://derstandard.at/2000055484439/Grosse-Nachfrage-Wien-stockt-Foerderung-fuer-Lastenfahrraeder-auf

https://derstandard.at/2000055484439/Grosse-Nachfrage-Wien-stockt-Foerderung-fuer-Lastenfahrraeder-auf



https://www.stadt-salzburg.at/internet/wirtschaft_umwelt/verkehr/radfahren/service_projekte_355475/foerderung_der_radanhaenger_und_transpor_461885.htm https://www.fahrradwien.at/transportfahrrad/foerderung/

Graz Financial Support

Since 2011, the Environmental Department of the City of Graz has been supporting the purchase of cargo bikes with up to 1,000 €. Approximately more than 300 cargo bikes have been funded since then (2017: 87 CBs and 2018: 74 CBs).


In order to prevent the funding pot from being exhausted that quickly, a complete package to combat fine dust was decided in Graz over a period of 3 years. Lessons learned (Graz, survey): Before buying a cargo bike, 35% used the car very often, 26% used the car often. Today, 48% use the cargo bike for their transports at least once a day, the average route length is approx. 5 km. The second important reason for buying a cargo bike in Graz was because it was funded.


The definition of a cargo bike worthy of promotion is somewhat problematic. In Graz, there are almost no specifications (e.g. a minimum transport weight), in order to exclude as few applicants as possible. The official responsible for the promotion: "This is the top promotion that last Decades!" For misusing it helps to fund just one bike per company/ one person/ household. Results of the federal funding are as follows: The difference between the subsidy rate for cargo bikes and electric cargo bikes is too small, as electric bikes are considerably more expensive and therefore the spread should be larger. Private funding would make sense to increase visibility, but this was not possible at the federal level at the time. The form for the online application very well and with mouseover function. https://www.radlobby.at/foerderungen-fuer-transportraeder http://www.umwelt.graz.at/cms/beitrag/10257404/4851364/Lastenfahrraeder_erobern_Graz.html https://www.graz.at/cms/dokumente/10267814_7768145/9c7203b7/A23-030904-2013_0092_U_ABI-024940-2003-0024_GR-B_ENERGIESPAREN-MACHT-SCHULE_V160502sign2.pdf

2. Cargo bikes for street cleaning

Municipal Street Cleaning Fleet in Graz

Since the Cyclelogistic project in 2013 the municipality, Graz is using cargo bikes for street cleaning, squares, and emptying dust bins.


Currently, three electric CBs facilitate the work of the "manual cleaning service" in downtown Graz. The load box of the cargo bike offers space for the sweeping equipment and two rubbish bins. Up to 100 kg can be transported. The tricycle (Christiania model) is equipped with a supporting electric motor. A fully charged battery lasts a whole day and is recharged at the base in the evening.


The first cargo bike was bought in 2012 during the first Cyclelogistic project. It was not easy to convince someone for the pilot phase. After one year the first city official on a cargo bike (his name is Alois) is probably the most famous street cleaner in town. Now the city has three cargo bikes (2 e- cargo bikes) for the street.

3. Sharing Systems

Sharing Systems STUDY

After Straub M. (2017 -E-Bike & Fahrrad: Studien & Erfahrungswerte, 1. RADLakademie 2017 – Anforderungen an (e)-Fahrradverleihsysteme im urbanen und suburbanen Raum.)


Important criteria for a broader acceptance of sharing systems:

- A sufficiently dense network of rental locations

- Easy to find stations

- Bicycle-friendly infrastructure

- Easily accessible system

- Qualitatively good bikes

- A certain threshold value in tourism

https://www.stadt-salzburg.at/internet/wirtschaft_umwelt/verkehr/radfahren/service_projekte_355475/foerderung_der_radanhaenger_und_transpor_461885.htm



https://www.fahrradwien.at/transportfahrrad/foerderung/

https://www.radlobby.at/foerderungen-fuer-transportraeder

http://www.umwelt.graz.at/cms/beitrag/10257404/4851364/Lastenfahrraeder_erobern_Graz.html

http://www.umwelt.graz.at/cms/beitrag/10257404/4851364/Lastenfahrraeder_erobern_Graz.html

https://www.graz.at/cms/dokumente/10267814_7768145/9c7203b7/A23-030904-2013_0092_U_ABI-024940-2003-0024_GR-B_ENERGIESPAREN-MACHT-SCHULE_V160502sign2.pdf





- Political Will & Budget

- Defined target (e.g. modal split)

Carvelo2go Carvelo2go: In October 2015 it was launched as a project by the TCS subsidiary Mobility Academy and the Engagement promotion fund Migros. The aim is to anchor the use of electrically powered cargo bikes, which are shared by several users, throughout Switzerland.


This is the world's first sharing offer with a larger public fleet of electric cargo bikes. They are used both commercially and privately. Cities or municipalities provide start-up financing, while sponsors finance the bicycles. Hosts, on the other hand, manage the bikes and can use them in return 25 hours a month for free. The system is extremely successful and now runs in over 40 cities and many more locations in Switzerland.

Grätzlrad Wien Grätzlrad Wien is a free cargo bike sharing system.


Cargo bikes are stored in different places and made available from different associations. It’s linked to different bike stores for purchase and consulting opportunities. https://www.graetzlrad.wien/

LaRa LaRa is the first free electric cargo bike sharing system in Lower Austria. The cargo bikes are stored in different places and made available from different associations http://www.deinlastenrad.at/

Das Lastenrad Das Lastenrad is a free cargo bike sharing system in Graz. Cargo bikes are stored in different places and made available from different associations. In Graz, there are also many neighborhood or district bikes so-called Grätzelräder.

Das LastenRad Kollektiv

Das LastenRadKollektiv in Vienna is a non-profit association whose goal is to share private cargo bikes and load bicycle trailers with others.


They have nearly 20 cargo bikes. Now they can also be booked via the platform of LaRa

Share (Radlobby Infostand 23.10.2018). https://www.lastenradkollektiv.at/

Lastenradkooperation

Lastenradkooperation Innsbruck is a private association which offers two cargo bikes

one more is going to come in (Bullit and Christiania) https://www.lastenrad-innsbruck.at/

SeestadtFLOTTE SeestadtFLOTTE is the name of a district project in Vienna (Aspern). It scores with

mobility offers and short distances. Public transport, e-bikes, bicycles, and footpaths will

enable residents to make comfortable and environmentally friendly progress on site in the

future. Since 2015 a (cargo) bike sharing system has been integrated into the district. Its

inhabitants have the possibility to borrow cargo bikes. https://www.aspern-seestadt.at/city-

news/die_lastenraeder_in_der_seestadtflotte

MO.Point MO.Point is a company in Vienna which provides a mixed sharing system. Their goal is to

simplify people's mobility and improve the quality of life in cities. The main means of

locomotion will be soft mobility and low-emission sharing vehicles. At the moment

(24.10.2018) they are providing three E-Bikes, one electric cargo bike, and one electric car

https://www.mopoint.at/#standorte

Lara Lara is an association Innsbruck like “Das Lastenrad” with two bikes and varying locations.

https://www.lastenrad-innsbruck.at/

4. Service companies and organizations

Radlobby Österreich

Die Radlobby Österreich is a nongovernmental association represented in nearly all

federal states in Austria. The Radlobby Österreich advocates bicycle-friendly conditions

and the acceptance of the bicycle as a fully-fledged means of transport. The Austrian

Cycling Lobby was founded in 2013 as a federal association of existing Austrian everyday

cycling organizations, each of which operates at the federal state level. As an umbrella

organization, Radlobby Österreich represents the interests of cyclists at the national level

and as a member of the European Cyclists Federation at the international level.

https://www.graetzlrad.wien/

http://www.deinlastenrad.at/

https://www.lastenradkollektiv.at/


https://www.aspern-seestadt.at/city-news/die_lastenraeder_in_der_seestadtflotte

https://www.aspern-seestadt.at/city-news/die_lastenraeder_in_der_seestadtflotte

https://www.mopoint.at/#standorte





The Austrian Cyclist Lobby and its national organizations are involved in four fields of action:

- They represent the interests of everyday bicycle traffic in political committees from the

municipal to the regional to the federal level as well as through media work.

- They work with broad-based nationwide campaigns as well as selective regional

campaigns to increase the number of cyclists.

- They offer cycling training and traffic planning advice in order to increase safety and

comfort in cycling.

- They are involved in cycling tourism as experts and with joint cycling excursions.

These activities of the Radlobby Austria and its national organizations are largely financed

by memberships and made possible in many places by voluntary work.

https://www.radlobby.at/

Der Stadthandwerker

Der Stadthandwerker (Graz): cargo bike instead of a delivery van. Plumber and craftsmen

are coming by cargo bikes. http://www.stadthandwerker.at/

DieFahrBar DieFahrBar (Graz) Coffee bike and a bike with refreshing drinks. Since the start, in April

2018 the founders have been trying to find a place in public areas to sell refreshments and

coffee. https://www.diefahrbar.at/

Rita bringt’s Rita bringt’s (Wien) is a vegetarian Catering. The deliveries are always done by on cargo

bikes since the beginning in 2014 because they are faster and environmentally friendly.

There can be ordered single meals or booked for larger events. https://www.ritabringts.at/

“Essen auf Rädern”

“Essen auf Rädern” is a meal delivery service for elderly people. It’s an initiative from the

Samariterbund a nongovernmental association which uses cargo bikes since February

2016. The first cargo bike was applied because there was a need in less time-consuming

deliveries for fewer customers in the inner city. 2017 it won the VCÖ Mobility Award 2017

in the Category Energy-efficient delivery traffic.


In 2017, from 1200 meal deliveries daily, 250 are delivered by cargo bike. CO2-emissions

have been reduced by around 20 to 25 percent. At the moment (Nov. 2018) they have 11

cargo bikes in usage and three more as replacements (one on each of the three locations)

if a cargo bike has to be serviced. More are to be purchased because it has proved to save

them a lot of money.

https://www.wienerzeitung.at/nachrichten/wien/stadtleben/894403_Der-Zeitersparnis-

Faktor.html

Goodville Goodville offers green marketing services for other company and develops mobility

concepts specifically designed for two-wheelers. E.g. a home delivery service of a

supermarket. (https://diepresse.com/home/wirtschaft/economist/1471955/Merkur-testet-

Hauszustellung-mit-Fahrradboten-

Cycling without age

Cycling without age is located in Lustenau, Feldkirch, Bregenz Dornbirn, and Graz

https://radelnohnealter.at/standorte/

5. Heavy Goods Transportations

Heavy Pedals Heavy Pedals (Vienna) is not only a bicycle courier service but they are also using cargo

bikes since their start in 2009. They also rent and sell them.

http://heavypedals.at/botinnendienst/

Pink Pedals and Veloblitz

Pink Pedals and Veloblitz are both successful and long-term experienced bicycle courier

services in Graz who are also delivering heavy goods by cargo bikes up to 80 kg (200 kg

Veloblitz). Veloblitz offers a delivery service in the entire German-speaking area.

DieBoten.at DieBoten.at in Salzburg are transporting goods up to 250 kg. They started in April 2015

with the model Fahrradkutsche. http://www.dieboten.at/

https://www.radlobby.at/

http://www.stadthandwerker.at/

https://www.diefahrbar.at/

https://www.ritabringts.at/

https://www.wienerzeitung.at/nachrichten/wien/stadtleben/894403_Der-Zeitersparnis-Faktor.html

https://www.wienerzeitung.at/nachrichten/wien/stadtleben/894403_Der-Zeitersparnis-Faktor.html

https://diepresse.com/home/wirtschaft/economist/1471955/Merkur-testet-Hauszustellung-mit-Fahrradboten-

https://diepresse.com/home/wirtschaft/economist/1471955/Merkur-testet-Hauszustellung-mit-Fahrradboten-

https://radelnohnealter.at/standorte/

http://heavypedals.at/botinnendienst/

http://www.dieboten.at/



Pedal Piraten Pedal Piraten is a cargo bike delivery service company in Vorarlberg who are delivering

goods until 250 kg only by cargo bikes. They also sell and repair (cargo) bikes.

https://www.pedalpiraten.at/

Hermes Hermes (Vereins zur Förderung umweltgerechten Handelns) is a courier service in Vienna

mostly with cargo bikes. The particularity is a direct democratic association which members

are sharing all tasks and earn the same money, linked to the number of incoming orders.

http://hermes.at/about

GreeN PedalS GreeN PedalS Radbotendienst (Linz) does not have enough capacity to deliver

everything by cargo bikes, they will also deliver by car. http://www.greenpedals.at/

Bike station Bike station at the main station in Vienna. As of December 2016, a supervised cycle

station was set up at Vienna Central Station. The bike station offers a comprehensive range

of services in addition to the weather and theft-protected parking of bicycles. This ranges

from workshop services and a shop to the rental of various bicycles (e-bikes, cargo bikes).

https://www.klimafonds.gv.at/projekte/detail/?kf_number=K10UM2S00013

INTERSPAR-Lieferbox

The INTERSPAR-Lieferbox (delivery box) is a delivery service provided by a supermarket

(since 2013) for the entire Salzburg city area.


When customers pay two euros at the cash desk, they buy a single ticket, for 18 euros a

block of ten or for 122 euros an annual ticket with any number of trips, place their purchases

in a locker and announce the desired time of delivery (on the same day between 10 a.m.

and 7 p.m.). The transport is provided by eight young people who are far from the labor

market and who are employed by the FAB association and whose activities bring them back

into the labor market. E-bikes and trailers powered by green electricity are used for delivery.

The Province of Salzburg subsidizes the project in cooperation with the City of Salzburg

and the Federal Ministry of Labour, Social Affairs and Consumer Protection.

https://mobilitaetsprojekte.vcoe.at/zustellservice-interspar-lieferbox

Food delivery Further food delivery services on bikes are Foodora, Velofood, Mjam, and Lieferservice

in Vienna and Graz.

4.2. Copenhagenize (Denmark)

Best practice example

Optimization of blood samples transport bt the Capital Region

Summary The main purpose of transport optimization headed by the Capital Region is to improve logistics efficiency within the transport area and reduce cost by 15% over a three years period. The Capital Region is a green and innovative metropole with high growth, quality of life and a coherent health system on an international top level. To support this the regional supply chain must create logistic efficiencies in a coherent health system. The focus is on optimizing the overall transport flow reducing express deliveries, “empty” deliveries and the number of transportations. The corporate supply chain department of the Capital Region is transporting blood samples between Frederiksberg Hospital and Bispebjerg Hospital, including a pickup the route from the city center to Bispebjerg Hospital by bike. Different actors from the transport consultant of the Capital Region to the Hospital logistics team have been included in the project covering the entire supply chain process and ensuring the necessary coordination.

Implemented/ used by

Capital Region

Implementation plan

- Route mapping, planning, and description in order to satisfy all the needed pickup from the Hospital - Communication to Hospital staff and team administration

https://www.pedalpiraten.at/

http://hermes.at/about

http://www.greenpedals.at/

https://www.klimafonds.gv.at/projekte/detail/?kf_number=K10UM2S00013

https://mobilitaetsprojekte.vcoe.at/zustellservice-interspar-lieferbox



- Sourcing and ordering equipment as cargo bikes, uniforms, and proper containers - Training plan involving the HR office of the Hospital logistics team - Planning the work schedule - Detailed route test - Using transportation management system to plan and dispatch transport orders - Training of the logistics team - End of the project plan and put into practice

Performance assessment criteria

Stats First main route: - 16 round trips per day - One trip is 3,5 km one way, taking approximately 11 minutes by bike vs 20 min by car - 8 extra pickups per day represent savings of approximately €87.000 per year Second main route: - 8 round trips per day - One trip is 7,5 km one way, taking approximately 19 minutes by bike vs 25 min by car - 4 extra pickups per day represent savings of €54.000 per year


Cargo bikes sharing: by lending, renting or Leasing (http://a21.dk/ )

Summary In Denmark, specifically Copenhagen, there are plenty of opportunities to use a cargo bike on a short term basis. A range of actors - whether private, public, or NGO- offer these services to citizens, business, and visitors alike. These plans give the opportunity to lend, rent or lease a bike for short- and medium-term purposes transport purpose.

Implemented by Public, private and NGO providers

Leasing form implementation plan

These schemes are predominantly targeted at citizens and initiatives with a variety of needs. These programs are common among those visiting for a short period of time, students moving apartments, families doing DIY projects, and those arranging one-off events.The goal of the cargo bike sharing is thus to support a change in user behavior in transport and to contribute to the sustainable mobility transition. How do they generally work? - Loans from Public and NGO platforms are generally free or nearly free. - Citizens can borrow the bicycle a day at a time or up to three months. - Cargo bikes must be booked in advance. - Often, the cargo bikes must not be used to promote political, religious, commercial or

illegal purposes. - Lenders are responsible for the theft, vandalism, road accidents and the like during the

rental/lease period. Electric bicycles should be returned with the same battery levels as when borrowed. In case of damage to the bicycle, the lender (or insurer) must pay for repairs.

- The cargo bike may not be lent to third parties. - Rentals typically include locks and keys

Leasing form performance assessment criteria

The borrowers' experience and the benefit of borrowing a bicycle have been investigated via questionnaires (2016) delivered to users at the start and end of the rental period, evaluating: - Has borrowing a bicycle affected the user to buy a bicycle or even buy a cargo bike? - Which are the barriers and the potentials experienced by the users? - Who has borrowed the bicycles and why? - How much have the bicycles been lent? - How much does it cost?

The long test period helps to get a realistic experience of how it will be to have one bicycle permanently. In particular, it was pointed out that pick-up and loading of materials were easier to load on and off close to the address. The disadvantages mentioned by the users concerns the weight, the difficult to find parking and that the cargo bikes cannot be transported by public transport. Borrowers have had a positive experience of having a bicycle and can see many benefits by riding a bicycle in Copenhagen. The average utilization rate for bicycles was 64% in total. 5 out of 26 interviewed borrowers have bought a bicycle after the loan, while the 21 remaining have not because of economic reasons (too expensive to buy, but would like to borrow it for free in the future). The reason for which more users have not invested in a



cargo cycle, is that the loan has been planned for a specific day or event which has given a free, environmentally friendly and short-term solution but didn’t give to the user the opportunity to test the charging cycle over a longer period, which was the purpose of the scheme. 2016 has experienced demand for bicycles for shorter periods from industry and specific events. This great demand may revisit the purpose of the project in order to satisfy a sharper demand for cargo bikes loans. The scheme was originally focused on test drive over longer periods but shorter lending to business and events may be the next focus area. http://a21.dk/portfolio-items/evaluering-af-ladcykelordning/


PostNord Delivery Service

Summary PostNord uses power-driven cargo bikes with flexible boxing systems. With 1,700 electric bikes, 100 electric scooters and now 50 electric cars PostNord is the largest owner of electric vehicles in Denmark. PostNord operates daily delivery with postal bikes in a large portion of the city of Copenhagen.


PostNord Denmark/ staff

Implementation plan

Post Denmark's new distribution solution consists of electric bicycles - two-wheeled with trailer and three-wheeled with high load capacity – combined with a custom-made flexible module book system for storing the mail. In addition to being environmentally friendly, the solution helps to make post-distribution more effective while reducing employees less than using regular bicycles in combination with bicycle bags.


Post Danmark has been responsible for the development of the innovative and environmentally sound distribution solution, which is part of the effort to achieve the company's goal of reducing CO2-emissions by 40% by 2020.


Cycling Without Age (CWA) https://cyclingwithoutage.org/about/

Summary Cycling Without Age (CWA) takes elderly nursing home residents, who tend to be socially excluded, back into the streets and allows them to be part of ongoing urban life. Volunteers (pilots) sign up for bike rides with the elderly. At present (October 2018) more than 1,200 chapter locations around the world, with more than 13,000 pilots, offer CWA from well over 2,000 trishaws – and the numbers are still growing

Implemented by/ Used by

Cycling Without Age / Nursing home residents, nursing home staff, volunteers, family members

Implementation plan

CWA has consciously kept entry barriers low to allow for the fast growth of the organization, including low establishment costs for new chapters and accessible infrastructure. CWA has grown exponentially over only a few years, reaching over 20 countries outside of Denmark, from Australia to Chile. Spreading all over the world it’s one of the main purposes of the movement and to start a new pilot is enough to follow the guiding principles of CWA and accept the terms and conditions of the Affiliate Agreement. This Agreement is between the “Affiliate” and CWA, a registered non-political, not-for-profit association. The general purpose of this Agreement is to permit the Affiliate to implement the CWA program within the Affiliate’s designated facility or territory, as applicable.


The Agreement constitutes a social as well as the legal contract between the Affiliate and CWA and a way to build fellowship and friends. Once they become CWA’s affiliates, they belong to a community of like-minded generous people who love to ride their bicycles and to share that love with others who may not be able to ride.


DHL & Larry vs Harry

Summary The Danish bicycle manufacturer Larry vs Harry has started a partnership with international courier company DHL. Together they have developed an electrically powered cargo bike with an anti-theft box, making it perfectly suited for transporting parcels.

Implemented/used by

DHL & Larry vs Harry; DHL employees and subcontractors

http://a21.dk/portfolio-items/evaluering-af-ladcykelordning/

https://cyclingwithoutage.org/about/



Implementation plan

DHL is using over 75 Larry Vs Harry bikes across Europe. The partnership between Larry vs Harry and DHL is adding to a growing trend in Europe where larger logistic companies are replacing cargo vans with cargo bikes.


After a successful trial period using the bike in several European countries, DHL is introducing the Danish cargo bike for full use in Asia. The results confirm studies conduct by Cyclelogistics Ahead estimates that 50% of all light cargo, now delivered by a van in EU cities, can be delivered by cargo bikes.


City Logistics in Copenhagen Region using an Urban Consolidation Centre

Summary Lyngby-Taarbæk Municipality tests last-mile delivery from the company Citylogistik-kbh, which collects all town hall supplies in a warehouse outside the city before they consolidated electric vans or bicycles last run into the town hall, making the city center more attractive by reducing traffic congestion, noise, air pollution and use of large trucks. The motivation of Citylogistik-kbh is to provide better services and coordinated transport for the consignees, with minimization of the environmental impacts of delivery vehicles, less traffic congestion and better service for shops and shippers.


Citylogistik-kbh/ General consignees

Implementation plan

The concept of Citylogistik in Copenhagen involves using an urban consolidation center (UCC) for the supply of goods to the historical city center of Copenhagen. All goods are shipped to and consolidated at a distribution center outside the city and then transported by the City logistics provider Citylogistik-kbh to the customer. Citylogistik-kbh is an ongoing scheme started in 2012 that uses an environmentally friendly electric vehicle or cargo bike to deliver the goods to the stores located in the city center.


The service is marketed to the consignees (i.e. the receivers of the goods in shops etc.). They then tell their retailer or transport provider that they will use the Citylogistik-kbh for their last mile deliveries. As a result, all transport providers can potentially deliver their goods to the UCC. The operator of Citylogistik-kbh intends to also offer the service directly to transport providers as well. Citylogistik-kbh strives to create an innovative and green service that will reduce pollution, emissions of CO2, noise from traffic, congestion and the use of heavy traffic within the old part of Copenhagen.

4.4. European Cycle Logistics Federation (UK) Best practice examples

Description

Find partners ECLF Map

Summary The European Cycle Logistics Federation (ECLF), developed a map of cycle logistics on its website - http://eclf.bike/ECLF_Map_index_100.html. The map includes an advanced filtering solution, based on Country, City, Display type (Basic/ Enhanced), and Organisation Type (Cargo bike user; Delivery; Manufacturer, Supplier), which allows easy access to information related to potential partners.

4.6. Cambridgeshire County Council (UK)


Zedify

Summary Zedify is a Cambridge based company operating under the Outspoken franchise. It was launched in 2018 to form the UK’s first national zero-emissions delivery service.

Implementation The company has a rapid development. It now has depots in six UK cities, where goods are sorted into local delivery rounds and sent on by specially adapted cargo bikes carrying up to 250kg, or electric vans if needed. Customers include online retailers, logistics carriers and local businesses. www.zedify.co.uk

http://eclf.bike/ECLF_Map_index_100.html

http://www.zedify.co.uk/




Cycle City Ambition Funding

Summary In 2013 and 2015, eight UK cities including Cambridge were awarded national funding to become Cycle Ambition Cities.

Implementation This has enabled us to be ambitious in designing and implementing new types of cycling infrastructure and to share best practice at quarterly meetings. These meetings are held at each city in the rotation, enabling site visits and the best foundation to spread the new measures nationwide.


Cyclelogistics Project

Summary The project is presented at 2.1

Implementation The Cycle Logistics project gave a careful analysis of transport strategies and the benefits to all residents of improved cycling infrastructure. It created guidelines for delivering urban logistics using cargo bikes, giving examples of best practice, discussion of principles for cycling, and opportunities to convert delivery vehicles onto cargo bikes.

Assessment The project report ‘Guidelines for clean logistics in new housing and business developments’ was very useful for local cargo bikes projects implementation.

4.7. Ayuntamento de Donostia / San Sebastian (Spain)


We take your shopping by bike to home

Summary Free delivery service addressed to merchants associated with San Sebastián Shops placed in the center of the city of Donostia (details already presented at 3.7).

Implementation During the development phase, the project was presented through San Sebastian Shops to its associated stores, through an internal email, also presented to the press. This bicycle home delivery service has been developed as a pilot test for 7- 8 weeks, in which it generated no cost for users and it was concentrated in selected neighborhoods and customers. The operation is simple; Once the purchase is made, the customer selects the delivery time to his home within the time slot. The trade, for its part, makes a call or writes a WhatsApp to the Txita company so that they pick up the package and deliver it to the address in the time slot defined by the customer. The project started with more than 30 adhered establishments located in the neighborhoods. In addition, there was a possibility that new interested businesses may be incorporated during the test period; for this, it is enough to contact the San Sebastian Shops trade platform or fill in the following form. During the first weeks of the service, the deals are combined with the realization of new direct interviews between the businesses that have not adhered, completing a total of 89 interviews, in which the project is presented and the Shops to try. Florists, pharmacies, toy stores, bookstores, health food stores, fashion and gift shops, optical stores, surf stores, deals between the same chain of shops, etc. are some of the stores attached to this new service, which allows to continue buying comfortably without weights, without the need to transport the purchases made. On the other hand, the commerce as well as offering an added value to the customer is linked to actions of respect and conservation of the environment, highlighting its concern for environmental sustainability and aligning itself with initiatives appropriate to the sustainability agenda of Donostia.

Assessment During the campaign period, a total of 32 establishments adhere to the service, of which 20 perform a total of 92 delivery services at home. Results can initially be assessed as an indicator of low acceptance of the proposed service, nevertheless gives an idea of the level of interest by the part having all their needs resolved, they decided to at least try, knowing difficulties in convincing someone to try an external and novel service. There are some factors that make this happen, identified during interviews with involved parties, San Sebastián City Council, Txita and San Sebastián Shops: Time



Success was conditioned by proposal temporality, because it is complicated for someone who already has a solution or to make a change in their habits and routines for a period of time as short as the one proposed, to establish if: 1. They will find out enough about the content of the proposal. 2. They will take the decision to register. 3. Have some service. 4. They would like to try. 5. They would like to repeat. It is really complicated for any trade to make a change like that, just because things do not happen simply because they are proposed to them and a number of circumstances must be met, in order that they have effectively become aware of that need or opportunity and that you are able to assume the risk of undertaking it. Format Project format also affected success, because in spite of the fact that the proposal was presented as a pilot test, it is clear that the articulation and presentation of the proposal through the association of San Sebastian Shops merchants greatly conditioned the perception of it by the establishments being accustomed to receiving this type of proposal from the association. Price Many times the gratuity, which is invariably used as a commercial hook to capture the attention and eliminate the risk by the target customers, misinterprets and depreciates the value of proposals. That it does not cost the merchant a lot does not mean that he will be more inclined to use it, not even as a test, because it can imply an implicit perception that the service or the utility of it will be worse than symbolic. Momentum Overcoming inertias of shops that have never this type of service, are often more decisive when assessing the success of a proposal such as that we try to evaluate, that the mere fact that it is well formulated and even that it makes sense provide added value to the borrower, whether economic, commercial, environmental or all of them together.

4.8. Gemeente Utrecht (Utrecht Municipality, Netherlands)


Shared Cargo Bike pilot project

Summary To promote indoor bicycle parking in the Utrecht shopping and business district, the city of Utrecht has developed the so-called ‘service bicycle parking’ concept for the new Zadel-straat bicycle parking beginning with 2014. This means a step-free bicycle parking with a host instead of a guard, buggy’s, lockers, coffee and information point, e-bike charging, WiFi, do-it-yourself repair and shared cargo bikes. Due to the medieval structure of this district, car parking and public space is limited, making it an ideal environment for cargo bikes.

Implemented by The pilot ‘shared cargo bikes’ is a collaboration between the Municipality of Utrecht and IBC (2014 – 2018)

Implementation - We used flyers presenting the programme

- Instructors were presenting usage – is not difficult to ride an electric cargo bike

- Promotional campaign: Every trip with a cargo bike saves a car trip.

- Important for keeping our busy cities liveable

Assessment - Most goods in cities can due to their characteristics (< 15 kg and smaller than 0,3 m2) be transported by bicycle or cargo bike

- Cost of use of an electric cargo bike is 1 Euro per hour with a max. of 10 Euros a day

- Users are local businesses and inhabitants (most students)

- Total trips distance per month for the 3 available cargo bikes is > 500 km

- Average trip distance is 9,5 km per trip

- The project is not a financial success



4.9. Oslo Commune (Norway)


DHL Express Pilot Project

Summary The only evaluated best practice in Oslo on cargo bikes is the pilot project run by DHL Express.

Implemented by The project is the collaboration between DHL Express Norway, Oslo municipality the Norwegian National Road Administration and Agency for Urban Environment.

Implementation It is in an ongoing pilot, delivering express parcels and documents with electric cargo bikes in Oslo city Centre in which DHL is using special cargo bikes. The pilot has been an important driver in focusing on and spreading information in urban fright.

Assessment The findings of the evaluation indicate that there has been a challenge for DHL Express to reach their target of an average of 90 deliveries with 2-3 cargo bikes per day. This is mainly due to difficulties in recruiting cyclists and the usage of cargo bikes that not fully adjusted to the industry in which they are operating. In addition, the evaluation stresses the importance of having a central location for the mini terminal in order for cargo bikes to be competitive on express and parcel deliveries. To identify such an available location within the city center was a key challenge in the startup face of the pilot. Nevertheless, the project sees several advantages of using cargo bikes. Cargo bikes can, for example, be one solution on how to deliver goods in Oslo City center, as it will become car-free in 2019.

.


Best practices examples

Cyclelogistics Ahead project


Implementation Our participation in the Cyclelogistics Ahead project, CCCB’s predecessor, allowed us to start with a subsidy program for cargo bikes and the start-up of a bike courier. This program intended to enhance the usage of cargo bikes and bike couriers in urban logistics, through initiating new bike courier initiatives. By using stakeholder platforms, favorable policy framework conditions regarding urban logistics were set up and awareness was created with end-users. The project also introduced us to an international network of important actors in the cycle logistics-field.

Best practices examples

Novelog


Implementation As a pilot city in the Novelog project, Mechelen had the deliverable of experimenting with different measures on city distribution. In August 2017 we launched 2 smart locker installations. One of the focus points of the implementation was the delivery of smaller goods to shop owners outside of the time frames. Shop owners would be able to collect the goods themselves on a moment that suited him/her best or to have it delivered by bike courier. Also, the role of micro consolidation was investigated in a workshop.

Best practice examples

Low- emission zones in Belgium

Summary In Belgium, there are already two low-emission zones active in city centers and a couple of other cities (including Mechelen) are planning on implementing one as well. Antwerp was the first to set-up such a zone inside their ring road. Brussels did the same thing this year.

Implementation In these zones, polluting vehicles of certain categories are no longer allowed to enter the city. This stimulates the use of cleaner modes of delivery such as cargo bikes.


National cargo bike championship

Summary Since 2015, every year a cargo bike championship takes place in Belgium. Mechelen had the honor to host this year’s edition. This event is a gathering where various cargo bike-enthusiasts contest each other in different categories. Other attendants can discover the possibilities and opportunities for cargo bikes.



4.11. Camara Municipal de Lisboa (Portugal)


Dorothy Project

Summary Dorothy has the mission to enhance the distribution process of urban goods by reducing the number of vehicles and enhancing environmental standards. The project improves the quality of life in European cities by using the approach of clustering around innovation and research in urban logistics.

Implementation The Project organization has a “two-level” structure: - The Consortium partners, qualified in their specific role, experienced in the field, capable

of developing the work required, be representative of the realities of the local Clusters, cover the essential roles in the Project.

- The Stakeholders group, composed by all the initial partners of the Clusters and by other significant stakeholders (representatives of Associations, Chambers of Commerce, etc.) which can address and support the actions foreseen by the Project.

Assessment - To define lines of research and innovation for the Clusters compliant with the specific technological and territorial specializations.

- To address the research-driven clusters in the four Regions toward common developments and collaboration through networking activities.

- To set up the better conditions for the full exploitation of the results of the researches. - To ensure the spread of knowledge through high-quality dissemination and stakeholders

involvement.

4.12. Eurometropole de Strasbourg (France)

Best practices/ measures

Law about the mobility orientations

Summary We can say that the biggest measure will be the new law about mobility, called Loi d’orientation des mobilités (Law about the mobility orientations). We’ve seen a draft, but the law itself hasn’t been voted yet in France.

Implementation However, we know it will be written that each PTA (public transport authority) has to make

a master plan for cycling and walking, with taking in consideration the continuity and the

security of the cycling path. Also, these master plans will have to work on the parking

spaces for bikes next to the train stations and around city centers. What will also probably

be voted is cycling mileage allowance, up to 400€ a year. We find this as great news,

because it will motivate more people to take their bikes to work, thus cargo bikes also.


Subsidies for cargo bikes

Summary Not on the national, but on the local level, we have some cities who are offering a subsidy

for buying a cargo bike.

Implementation For example, Nantes is giving back 25% of the price, going up to 300€ to cargo bike buyers

living in the Nantes Métropole (that bike can’t be resold for next 3 years). Also for

professionals who buy cargo bike for their professional activity, with grant going up to 400€,

and maximum 10 cargo bikes per company.


New regulations for deliveries in the city center

Summary Strasbourg is the first city in France with new regulations for deliveries in the city center.

The city has established a Low emission zone in the city center, to reduce air pollution, so

most polluting vehicles are slowly being banned from the city center.

Implementation Each year rules are going to be more and more strict, until 2021 when diesel cars are going

to be completely forbidden in the city center. This is great news for cargo bikes because

they are the only way to deliver goods in the city center of Strasbourg after 11:30 am. We

believe that this will bring up the number of deliveries by cargo bike, and it will bring up



the visibility of cargo bikes on the streets of our city.

4.13. CENTRO DE ESTUDIOS AMBIENTALES, Vitoria-Gasteiz (Spain) We have not found the best practice examples în our country. All the initiatives regarding the use of cargo bikes, aș far aș we know, are at the local level and carried out mainly by the private sector. Also, we didn’t find relevant information regarding implementation measures and performance assessment of local projects on cargo bikes.

4.14. Alba Iulia Municipality (Romania) In absence of national/ local projects, we have found best practice examples during our collaborations on EU projects regarding cargo bikes usage.

Best practices ENCLOSE Project

Summary The ENCLOSE project – supported the development of Sustainable Urban Logistic Plans in European countries in order to provide and disseminate viable solutions for energy efficient and sustainable urban logistics able to sustain a better life quality and to achieve highly significant improvements and benefits by implementing and operating suitable and effective measures, schemes and framework approaches.(project is presented at 2.18).

Implementation Main activities:

- Promotion and networking

- Conferences, workshops, awareness raising events, communication and dissemination activities

- Supported the development of Sustainable Urban Logistic Plans (SULPs)

- Provide information and guidance Assessment During the project, Alba Iulia successfully developed its Sustainable Mobility Plan up to

2020.

Best practices Cyclelogistics

Summary Cyclelogistics - Moving Goods by Cycle Project - aimed to reduce energy used in urban freight transport by replacing unnecessary motorized vehicles with cargo bikes for intra-urban delivery and goods transport in Europe (project is presented at 2.1)

Implementation Main activities:

- Focus groups seminars for stakeholders, adapted to local circumstances, raising awareness about the topic of cycle logistics

- Testing cargo bikes in Living Laboratories and identifying possible local business services (in Alba Iulia are craftsmen, building maintenance services, mobile shops)

- Shop by bike campaign with local university and NGO (smaller and healthier food; exercise and improve your health; save money on gas and fight pollution)

- Goods delivery and consumer tests

- Collaboration with ECLF and Romanian Cyclist’s Federation

- Lobbing large stores to provide bikes infrastructure Assessment

- We have managed to involve in the Shop by Bike campaigns 100 people in Alba Iulia

and 50 people in Blaj. The “Shop by bike” campaigns were carried out for 3 weeks.

- Bike testers were awarded a Urbis Grates diploma through which the Mayor of our city

recognizes their merits for contributing to the welfare of the society

- Long term activity ‚Recycle with Tricycle’ in collaboration with waste management local

company Polaris; over 30 institutions were using this system for recycling paper and

cardboard

- Two small private initiatives appeared based on cargo bikes; one is offering touristic

services and souvenirs in the citadel area, while the other is delivering coffee.



4.15. Grad Dubrovnik (Croatia) We don`t have relevant best practices in this type of projects, because people in the City of Dubrovnik have a low level of usage of cargo bikes. Our city is actually involved in the Prosperity Project.

Best practices PROSPERITY

Summary PROSPERITY is an EU’s H-2020 programme (2016 – 2019) funded project, which aims to produce a culture shift in terms of environment for Sustainable Urban Mobility Plans (SUMPs) in member states and in the organisational culture of transport planning in cities, able to lead to implementation of a broad range of innovative sustainable transport measures. PROSPERITY work with national or regional ministries and agencies (national level representatives) to develop policy frameworks that improve or start-up national and/or regional SUMP supporting programmes, but also addressing their cultural differences. In many member states, these are the organizations from which cities take their main direction as well as obtain funding for SUMPs. PROSPERITY help to provide capacities, mechanisms, and tools for national level representatives to take this lead role.

Implementation The tasks for the national level representatives are:

- Identification and assessment of national support programmes for SUMP, identification

of policy-relevant issues

- International peer-to-peer experience exchange between national level representatives

of participating countries.

- Experience exchange between the national and local level

- Development/ improvement of a national SUMP programme in each participating country

well adapted to the national framework conditions while having incorporated the newest

developments and innovations. The programme depends on each country own demands

and opportunities but best practice examples from other (successful) countries are

provided and are taken up if possible.

Financial arrangements for national level representatives: In order to minimize their administrative and reporting burden, national level representatives are subcontracted by their National Focal Points which are partners in the project.


Best practice Bike to work

Summary The municipality of Cesena started in July 2018 a campaign to promote the use of bikes to go to work.

Implementation The municipality gives to inhabitants, who decide to participate 25 cents /euro pro-Km for a maximum of €. 2,5 pro day that makes €.50,00 each month. The count will be guaranteed by Wecity, a free telephone app, controlled by a satellite.

Best practice Cargo Bike Funding

Summary The municipality of Bologna had been starting the 5th campaigns (since 2011) to promote the purchase of electric bikes.

Implementation In 2018 people can use the money also to purchase a cargo bike. ( €. 300, 00 for an electric bike; or €. 600,00 for an electric Cargobike).

Best practice DHL Center for delivery

Summary DHL created centers for delivery and is using use cargo bikes for central areas in several Italian Cities: Rome, Milan, Turin




Best practice Cargo bikes in public bike-sharing systems

Summary Several Polish cities (eg. Łódź, Radom, Tychy) introduce cargo bikes (a few bikes) in their local or regional, but public bike-sharing systems. They are dedicated to private users and get more and more popularity among residents.

Implementation The percent of their usage is not high yet, but by this activity, cargo bikes are more visible

in the streets.

Best practice Cargo bikes for citizens in each district

Summary Warsaw is the first city in Poland which introduced free of charge service for people willing

to borrow a cargo bike. Generally in each district, usually in public libraries or Community

Houses, there is a cargo bike which can be borrowed for a day for private use.

4.18. Obshtina Varna (Bulgaria) Due to limited usage of cargo bikes in the city of Varna, we can not present best practices, implementation plans and performance assessment for projects dedicated to cargo bikes. Bellow, is Varna’s experience in implementing the MOBISEC project, with some conclusions which can be useful for cargo bikes too.

Best practice Mobility Initiatives for Sustainable European Communities - MOBISEC

Summary A large majority of European citizens live in an urban environment, for their mobility share the same infrastructure and face problems caused by transport and traffic. The question of how to enhance mobility while at the same time reducing congestion, accidents, and pollution is a common challenge to all major cities in Europe. In relation to the adopted urban and transport European policy the MOBISEC project (Mobility Initiatives for Sustainable European Communities; http://www.eumobisec.eu/the-project; 2012 – 2015) helped Varna to reach specific goals for greener and environmentally friendly urban transport. Main objectives were:

- Promotion of the use of the bicycle as a usual transport mean

- Guarantee the safety of users of public roads and especially cyclists and pedestrians.

- Intermodality strategies

- Citizen participation and Education programs

Implementation - Local authorities implemented security measures for cyclist and pedestrians

- A crucial need for modernization of infrastructure and innovative applications was identified

- Analyses of factors of traffic congestion and accidents, including visibility, dedicated lanes, and infrastructure for bikes and pedestrians, street bumps, streets illumination, traffic signs, and lights, etc.

- Proposals for innovative and intelligent solutions

Assessment Major improvements in terms of security of cyclists and pedestrians, due to the implementation of:

- Specific traffic lights for cyclists and a segregated bike lane

- Implementation of specific warning lights

- Implementation of traditional horizontal and vertical lighted signing

- Renovating dangerous intersections (hiking trails and raised bumps)

- Walking paths, trails and sidewalks, renovating subways and overpasses

- Updating, securing and extending bicycle lanes

http://www.eumobisec.eu/the-project



4.19. Dimos Drama (Greece)

Good practice Cyclelogistics

Summary The project is described at 2.1

Implementation - Initially, in the framework of the CYCLELOGISTICS project funded by the EU and

following the call of the ECF, the Hellenic Organisation ”Thessaloniki Ecological

Initiative” has created the National Contact Point for CYCLELOGISTICS which organized

a series of activities in Greece during 2014

- Website and blog operation, participation in social networks, publication of information

material for information and dissemination of goods transport by bicycle at the national

level

- Press releases and updates on CycleLogistics in Greece and other countries via email

- Participation in seminars and conferences aiming at updating and promoting the bicycle

for the transport of goods and merchandise

Assessment The project successfully informed people and enterprises about the new possibilities by using more ecologically friendly ways of transportation in everyday urban deliveries.

Good practice Greenways

Summary Greenway's social cooperative enterprise (SCE) was created in Thessaloniki. Its aim was to create sustainable green jobs.

Implementation Main activities implemented:

- Promoting and communicating sustainable mobility, physical activity, and accessibility

- Planning and certifying cycle routes and greenways,

- Organizing events, campaigns, projects,

- Lifelong learning, training,

- Auditing bike-friendly services and sustainable mobility and cycling policies,

- Cycling tour operator,

- Bike rental and repair services,

- Deliveries by bike

http://federation.cyclelogistics.eu/members/greenways-social-coooperative-

enterprise

Good practice Greek private companies projects

Summary Following the above there were more initiatives, especially coming from the private sector

and private companies which attempted to introduce bicycle or cargo bikes deliveries in

Greek cities. At the following link, you can see some of them, mostly in Athens and

Thessaloniki.

https://www.podilates.gr/forum/podilato-kai-poli/delivery-me-podilato

Assessment − About 10 companies were created and conducted deliveries by bicycles or cargo bikes.

Most of the companies were involved with small envelops and parcels deliveries and also

courier companies. Nowadays a few of them (2-3) are still on business, and only 2

companies were official members of the ECLF.

− Though, they managed to create an important start in establishing new and much more

sustainable forms of deliveries in Greek cities. Some characteristic examples are the

following: https://www.speedbikeservices.com/; https://www.piediverdi.gr/;

https://www.facebook.com/bondex.couriers/

Nowadays a few more companies use mostly bicycles for deliveries in Greek cities and

involve mostly food or coffee deliveries. Though they are limited in number, an important

start is in force. The use of cargo-bikes is also very limited in this kind of deliveries but new

http://federation.cyclelogistics.eu/members/greenways-social-coooperative-enterprise

http://federation.cyclelogistics.eu/members/greenways-social-coooperative-enterprise

https://www.podilates.gr/forum/podilato-kai-poli/delivery-me-podilato

https://www.speedbikeservices.com/

https://www.piediverdi.gr/

https://www.facebook.com/bondex.couriers/



opportunities arise in case of future expansion of similar deliveries conducted by companies

like supermarkets, local markets, electronics, pharmacies, etc.

Checking the website of the European Cycling Logistics Federation (ECLF) only 2

companies in Greece seem to be members in the past and conducted deliveries by cargo

bikes, but they also seem to be inactive today.

http://federation.cyclelogistics.eu/members

4.20. Messenger A.S. (Prague, Czech Republic)

Best practice Sustainable Urban Mobility Plan for Prague and the surrounding area

Summary Plan is presented at 3.20; it includes measures for the development and support of transport and recreational cycling, interconnection, traceability and accessibility between Prague and Central Bohemian Region, promoting a sustainable form of transport for the first and last mile, developing the door-to-door cycling, and creating a more equal component of the entire system from cycling.

Implementation - Identified measures support sustainable transport, indirectly respond to many

weaknesses described in the SWOT analysis, directly respond to missing pedestrian and

cycling links at the edges of Prague and the region, lack of support for the population's

physical activity and the incoherence of cycling measures. The bicycle offers a suitable

alternative for the rest of the traffic, which is now carried out by an inappropriate means

of transport.

- Propose strategic goals reducing the carbon footprint and improving human health are

accomplished by reducing negative impacts on the environment and hence on human

health and promoting the population's physical activity.

- Improving transport availability is due to the fact that cycling is one of the most accessible

modes of transport and makes it possible to improve the link to public transport.

- Priority axes, the axis reduction of air pollution, noise loads and carbon footprints is

fueled by the reduction of ecological burden. Thanks to the support of physical activity

and fitness, by creating suitable conditions for individual cycling and multimodal

transport, the priority axis "Walking and transport cycling support" is fulfilled. A similar

principle applies to the priority axis Linkage of public transport with other modes of

transport where the importance of densely populated areas is growing. New routes or

bike paths fully meet the priority axis.

http://federation.cyclelogistics.eu/members



5. Other related initiatives and projects This section includes interesting initiatives and projects considered important by CCCB partners, but not classified in the best practice area yet, or being under development. Many of them are related to cargo bikes transport, implementation or promotion and can be considered for further evaluation or evolution.


In 2018, the UK Government launched a Consultation by the Department for Transport on Last Mile Deliveries

https://www.gov.uk/government/consultations/the-last-mile-a-call-for-evidence in partnership with the following UK

organizations:

- UK Cycle Logistics Federation (UKCLF)

- Chartered Institute of Logistics and Transport UK (CILT UK)

- Bicycle Association of Great Britain (BAGB).

Their responses contain very useful and up-to-date examples of current best practice in the UK, together with analyses of the potential for cargo bikes and cycle logistics in the „Last Mile” sector. The call for evidence explores:

- how electrically powered e-vans, micro vehicles and e-cargo bikes can provide better service to customers for

cargo in comparison to light commercial vehicles

- the scale of the potential environmental and other benefits

- the barriers to sustainable last mile delivery

- what incentives might be appropriate to encourage a large-scale shift to clean, last-mile delivery options

- measures to improve logistical efficiency (eg urban consolidation centers/ hubs)

5.6. Cambridgeshire County Council (UK) Cambridgeshire Highways Cambridgeshire County Council, together with our main cycling infrastructure contractor Skanska, have been considering cargo bikes in our new cycling provision for several years. This extends to working closely with the local cycling campaign to gain broad independent advice. Cambridge City We plan to create a baseline for cargo bike use in Cambridge by gaining a better understanding of their current prevalence in the city. This will enable us to assess the increase in numbers as the project progresses. The following measurable criteria will form the starting point:

- Cargobike sales from selected cycle shops

- Number of deliveries by Outpoken/Zedify

- Cargo bikes used for the school run at selected schools

- Number of city businesses and organizations using the cargo bike

5.10. Stad Mechelen (Belgium) Successful local initiatives facilitating cargo bikes usage: Discouraging measures for delivery by motorized transport One of the best practices for stimulating cargo bike usage through our experience is making deliveries harder for cars/vans. This implicitly will create a better environment for bikes and pedestrians.

https://www.gov.uk/government/consultations/the-last-mile-a-call-for-evidence



Bicycle friendly policy: bicycle streets and bicycle counters As of now, Mechelen boasts three so-called ‘bicycle streets’. In these streets, cyclists are allowed to use the whole width of the streets and it’s illegal for motorized vehicles to overtake cyclists. This stimulates the use of bicycles as a whole and therefore cargo bikes as well. There are also two bicycle counters present in the city in order to promote cycling as a mode of transport. Cargo bike awareness campaign Mechelen has also done a significant cargo bike awareness campaign in which we promoted all local businesses that use this mode to deliver their goods. A leaflet was distributed in the city with all these shops on it, including a bakery, supermarket, a pizza place, and many others. This campaign was also widely shown on social media and on the city’s website. In this way, the people of Mechelen now know that there are a lot of businesses that deliver their goods to their homes in a sustainable way. Installation of a bicycle stakeholder platform On a regular basis, the city gathers all stakeholders that are pro-bike and engaged in bicycle initiatives, called the Fietsforum. Many cargo bike users of the previously mentioned shops are also represented in this platform. They deliver input on bicycle-related policies and can directly suggest improvements to the responsible alderman.

5.12. Eurometropole de Strasbourg (France) New Strasbourg regulations for deliveries

When it comes to new regulations for deliveries in the city center of Strasbourg, the implementation plan is done by

a municipal decree which has to be respected. All companies got the information about new regulations months

ahead its implementation, are there was a big media campaign in local media. Furthermore, on each entrance to

the city center, we have 2m high communication signs to explain new regulations, with a drawing of cargo bike to

illustrate the bigger possibility we’re giving to cargo bikes.

In 2019 we are going to make a study to see the progress in cargo bike deliveries, if we have companies buying

and using cargo bikes for their jobs, if there are less air pollution thanks to this measure, to see if more cargo bikes

on the streets brings more people to try them and use them for personal activities, etc.

5.14. Alba Iulia Municipality (Romania) Alba Iulia is preparing to update its SUMP for 2020 – 2017, including measures, projects and activities with impact in local mobility, like:

- Better infrastructure for bikes and pedestrians (about 20km of new bike lanes)

- Traffic and parking management

- Test different types of equipment/ campaigns according to different scope/ user, including electric bikes and

cargo bikes, intermodal exchange systems, smart access/ payments, integration with local public transport,

electric vehicles and charging stations, video surveillance, traffic dispatch, etc.

- Refresh and extend the long term activity “Recycle by tricycle”, promote cargo bikes new models for deliveries

and business

- Improve collaboration with EU associations (ECLF), national associations, NGO, other cities

- Promote efficient and healthy transport in a “Shop by bike campaign”


1. First Festival cargo bike in Padova (IT)

This festival was held on 12th April 2015, in which Italian producers, retailers, mechanics, followers and designers of Cargo Bike met to show every type of cargo bike and visitors could try them, or participate in a special Cargocompetition. The festival was organized by Panda-Bike in Padova, other exhibitors were: Fridabike, Milan, Omnium Cargo, TrikeGo, Milan, Ruotaliberitutti, Mestre (VE), Cargo Bike, Crema.



2. Ciclofficina in Rimini

The project was born in 2013, with the contribution of the social cooperative „Mani tese” and the association Zavatta Onlus and the youth center RM25. The idea was to create a laboratory in which people could learn to maintain their own bike. The main object is the social inclusion of young unemployed both Italian both foreigners and to promote an environmentally sustainable culture. The seat opened in 2014 with a contribution of the Municipality of Rimini, nowadays it has become a permanent experimental project on education, a place opened twice a week, where people can repair by themselves or by mechanics their bikes. Ciclofficina is also a Laboratory called „ I care” financed by the province of Rimini, dedicated to the insert of disabled young people in work. Together with the daily activity, Ciclofficina collaborates in several projects, the most recent one is on the use of Cargo bike to transport people on a wheelchair. 3. EcoBM in Rimini

EcoBM is a service center for delivery of goods by cargo bike, that started a crowdfunding campaign through the platform „Produzioni dal Basso”, directed both to people both to future partners. 4. Hera

Hera association was born in 2002 out of the aggregation of 11 municipal companies operating in Emilia-Romagna, and is now among the nation's largest multi-utilities, working mainly in the environment (waste management), water (aqueduct, sewerage and purification) and energy (electricity, gas distribution and sales, energy services) sectors first corporation of its kind nationwide. Its range of activities undergoes continuous and constant development and reflects the five levers on which the Group's strategic orientation is founded: growth, efficiency, excellence, innovation, and agility. In Veneto region AcegasApsAmga S.p.A., a sub-society of Hera introduced this year for the municipality of Padova T-Riciclo (T- recycle), that is the first cargo bike used for harvest. It's an e-tricycle, has a photovoltaic panel on the roof. The Municipality of Padova presented it on September 2018, and two of them will be used as support on recycling, in particular, to empty small waste bins. One T- Riciclo is dedicated to the city center and the other one to the suburbs. The two T- cycles should have importance on communication to citizens too, as a matter of fact, a special sign will be written on the „ Help us to maintain Padova clean”. The advertising campaign should involve inhabitants in a more conscious behavior on recycling and on maintaining the city clean. Anthea is a society in the house, constituted completely by the following municipalities: Rimini, Bellaria- Igea Marina, di Santarcangelo. Anthea 's activity is linked to conservation, maintenance valorization, and management of territory and heritage of its municipalities. In particular in 2018 for the municipality of Rimini Anthea decided to buy two cargo bikes one for disabled people and to rent or borrow them to associations or schools.

5.17. Miasto Gdynia (Poland) Cargo bike sharing system planned

In reference to other cargo bike sharing schemes, Gdynia is planning to enable its citizens to borrow cargo bikes

for free. Bikes will be available in various locations in the city so that inhabitants could take them and use them in

their neighborhood first. We hope that sharing scheme will enable people to learn how to ride cargo bikes and will

make it easier for them to make a decision about buying their own bikes in the future. All people participating in the

a/m schemes will be asked to fill in questionnaires allowing us to assess the impact of cargo bikes on local

communities and their mobility behavior.



5.18. Obshtina Varna (Bulgaria)

According to Varna’s new Integrated Urban Transport Project, numerous improvements will be

implemented in the next years, including:

Development of non-motorized modes The project will change and improve the transport in Varna, beginning with central and touristic areas, based on the development of non-motorized modes. Cycling, together with walking, encapsulates all benefits of sustainable transport: it is free of charge, environmentally friendly, hardly causes any externalities (such as congestion, accidents, harmful emissions), could be satisfied in a limited right of way and requires relatively limited investment, Varna Municipality has a large investment potential in cycling facilities development, due to the following reasons:

- Distances are relatively short and the terrain is flat (except for specific limited sections and/or locations)

- Private cars usage or even public urban transport becomes less affordable due to rising fuel prices

- There is a large number of students and young people, able to promote new transport modes

- The city has favorable weather conditions throughout the year.

Improvement of cycling facilities The cycling strategy of the city of Varna is based on the implementation of the following four sub-components:

1) New cycling paths, with 3 most prominent paths with a total length of 14.5km, along with two connection cycling

paths (1.8km) will raise available cycle paths in Varna at 20 km.

2) Improved parking facilities; In addition to new cycling paths construction, it is envisaged installation of up to 50

bicycles parking facilities, each one with about 8-12 bicycle lots. The sub-component consists of parking facility

design, identification of suitable locations and supply and installation of the parking facilities at the selected

locations. The parking facilities will be used free of charge.

3) Cycling campaign; It is envisaged upon completion of cycling facilities construction a sound campaign

promoting benefits arising from cycling as environment-friendly transport mode and aiming at increased public

awareness of cyclists’ safety to be launched. The sub-component consists of campaign design, organization

and carrying out. The campaign will be organized within the overall Project publicity activities.

4) Testing and then implementing a bike rental scheme

It is proposed the first 3 sub-components to be implemented within the Varna Integrated Urban Transport Project, while the City is committed to financing the establishment of a bike rental scheme either from its own budget or via PPP.



6. Successful measures, tools and implementation guides for cargo bikes projects Considering previous experiences of partner cities, this chapter elaborates a catalog of potential successful measures, available supporting tools, techniques, and guidelines in partner cities, utilized to encourage a broader audience to cargo bikes usage and ensure project success.

Measures, tools and techniques

Implementation guides

6.1. FGM – AMOR (Austria)

Try-out and Sharing Schemes

Try-out and Sharing Schemes are an efficient tool to promote cycle logistic. They will allow potential users to try out and test cargo bikes in a variety of settings: e.g. for schools, kindergartens, with bicycle retailers, at micro hubs and on a city level for private citizens as well as for the commercial sector, within existing bicycle sharing schemes, and at multimodal mobility. Other examples: (http://dein-lastenrad.de/index.php?title=Freie_Lastenr%C3%A4der)

Financing Schemes Considering prices of cargo bikes, cargo bikes Financing Schemes implemented at the city/federal state/county level, proved to be very effective. (examples at 4.1.).

Municipality as a role model

Municipalities can be very effective promoters if are using cargo bikes for their own procurement service or for city services, like the facility service, mentioned above, and providing bicycles for the staff.

Restrictive measures for motorized vehicles

Restrictive measures for motorized vehicles are a useful policy tool. E.g. a ban for delivery services in pedestrian zones where cargo bikes are excluded, e.g. in Graz, or in Strasbourg city center.

6.2. Copenhagenize (Denmark) Cargo bike sharing by landing or renting schemes

Facilitate the access to cargo bikes for those who can’t afford the purchase or still have doubts about it. Raise awareness among citizens for what regard cargo bikes capabilities.

Improve the number of trips by bike through security measures able to increase also the velocity of bike commuters.

An extended network of bicycle infrastructures and cycle tracks.

Increase the modal split percentage of cyclists in the city thanks to easier access to workplaces, schools and commercial activities

Bike parking (also for trikes and cargo bikes), bike stations that provide mechanical assistance, different kind of benefits for those who ride to work (as changing rooms with showers or employers coverage mileage).

Spreading the adoption of cycle logistics solutions in the inner city and make this sector more visible.

The opening of Urban Consolidation Centers (UCC), closure of parts of the city to the traffic (LTZ), develop partnerships with the municipalities in order to offer public services (as post and cleaning).

Leading the sustainable transition of urban freight transport and optimizing the logistics process.

Specific licenses for the access to the city center and customize cargo bikes for international couriers like DHL.


http://dein-lastenrad.de/index.php?title=Freie_Lastenr%C3%A4der

http://dein-lastenrad.de/index.php?title=Freie_Lastenr%C3%A4der



Use Cycle Logistics as a tool for zero-emission

During EU Cyclelogistics Ahead, Report D2.1.- A guide to effective strategies for introducing and supporting Cyclelogistics in urban areas. (http://cyclelogistics.eu/docs/119/D2_1_Guide_to_effective_strategies_for_cyclelogistics.pdf ) demonstrated the potential of cycle logistics as a tool for achieving real zero-emission urban logistics in cities. UK local example: Triangulum Project – Electric Cargo Bike Loan Scheme – 2016-2020. Electric assist cargo bikes of different designs are loaned to organizations and businesses in the city of Manchester for them to try out using this method for their deliveries and logistical needs. The leaflet is attached to this report.

6.6. Cambridgeshire County Council (UK) Promote Family Use The growth of cargo bikes for family use has been largely organic in Cambridge.

Ownership has spread through word of mouth and visual presence at the school gate. There are two or three cycle shops specializing in the sales of cargo bikes for the school run, and their specialist knowledge and marketing has led to strong sales. They are also willing to lend out cargo bikes for a weekend trial before you buy, which helps people make the decision to invest.

Promote deliveries activities

Zedify (formerly Outspoken deliveries) has had the main cargo bike presence in Cambridge for several years. They offer ’last mile’ deliveries into the city from their depot on the outskirts, as well as moving goods and parcels for local businesses. Their cargo bikes have grown in the capacity as well as moving to electric bikes and their prevalence in the city reaches a broad audience.

Try-out sessions and addressing different needs

You Can Bike Too is an award-winning all-ability cycling project based in Cambridge. They have a wide range of accessible and adapted bikes to suit individuals or groups, for people with disabilities or who are nervous about riding a bike. They offer regular try-out sessions, always run by a trained instructor and supported by volunteers. www.miltoncountrypark.org/youcanbiketoo/

Cargo bikes for Home Delivery

Homebase, a large chain DIY store, trialed a cargo bike at its Cambridge store. This was available for customers to borrow to carry their larger purchases home. Need to follow up find out how successful the trial was and why it was not continued.

Use Online advice

There are various articles online offering advice on the benefits of cargo bikes, both to individuals and businesses. Some examples: Sustrans cargo bike guidance www.sustrans.org.uk/our-services/case-studies/cargo-bikes-benefits-businesses Cycling UK guidance www.cyclinguk.org/article/cycling-guide/guide-cargo-bikes

6.7. Ayuntamento de Donostia / San Sebastian (Spain) Evaluate ambitions Success is conditioned by project scope, in this case ( project ”We take your

shopping by bike to home”) by limited neighborhoods (max.2km), distances that can be perfectly done on foot and reducing the potential of the service to bulky or uncomfortable deliveries by the recipients or the physical inability to do so. It seems that the logical thing would have been to propose a home delivery service, at least, for the entire city of Donostia / San Sebastián, eliminating discrimination among the clientele that could benefit from this service.

Decide on capacity Is a determining factor when evaluating the suitability of the service, because bicycle reduced capacity load, limited to the vehicle chosen and the availability of the person in charge of making the orders, which means that the proposal, since its inception, was not very ambitious, even without neglecting more than those orders whose weight or volume exceeded the proposed conditions (25kg / box or 50kg / shipment).

Evaluate initiatives and pilot tests

In spite of all the factors and factors previously analyzed, and considering that the proposal was limited and concrete, we consider that it can be evaluated very favorably, starting from the simple fact of having had the courage and the decision of having proposed it and carried out, outside the purely theoretical plane. Because in such a short time there has been a portfolio of 30 establishments that have decided to adhere to this initiative speaks a lot and very well of the predisposition of the merchants of Donostia / San Sebastian to accept proposals of this kind and that it is worth proposing a permanent home delivery service in the

http://cyclelogistics.eu/docs/119/D2_1_Guide_to_effective_strategies_for_cyclelogistics.pdf

http://cyclelogistics.eu/docs/119/D2_1_Guide_to_effective_strategies_for_cyclelogistics.pdf

http://www.miltoncountrypark.org/youcanbiketoo/

http://www.sustrans.org.uk/our-services/case-studies/cargo-bikes-benefits-businesses

http://www.cyclinguk.org/article/cycling-guide/guide-cargo-bikes



relatively near future, taking into account the factors that we believe have conditioned or limited the success of this initiative, including a pilot with greater duration and multilateral commitment aimed at providing sustainable delivery services and/or awareness of the use of clean and more friendly vehicles in the city as means of transport, either of people or goods. What we think should be recognized is that this type of initiatives that are proposed from the public-private partnership have a dimension that makes them more likely to succeed than those proposed only from one of the two areas, either public as private.

6.8. Gemeente Utrecht (Utrecht Municipality, Netherlands)

Define main goals Ex. The goal of the Shared Cargo Bike project is offering an attractive alternative for short car trips in Utrecht for transporting goods.

Equipment type There is more demand for electrically assisted than for non-electric assisted cargo bikes

Capacity/ support There is more demand for cargo bikes than offered; due to lack of space, expansion is not possible at this moment.

Pilot research and data More research has to be done to get insight in the type of trips, sorts of goods transported and the effect of avoiding real car trips. Also, data regarding cargo bikes usage growth and impact at the city level are difficult to address.

6.9. Oslo Commune (Norway) Adapt policies In the 2018-2029 Transport plan for Norway, the national government decided on a

policy that any further increase in travel demand should be done by walking, cycling or public transport. The number of car trips should by that stay stable over time when other more sustainable modes of transport are growing. For cities such as Oslo where there are many good alternatives to car use, the policy is to enhance the usage of active- or public transport. The goal is the car traffic should be reduced by 20 percent before 2019 and a third before 2030. At the meantime there is also a goal to increase the modal share for cycling from around 7 percent in 2015 to 16 percent in 2020 and 25 percent in 2025.

Bicycling city for everyone

The efforts to increase the number of cyclists, in general, are focused around the measures described in the Bicycle strategy of Oslo 2015 – 2025. The vision is that Oslo should become a bicycling city for everyone (form 8-80 years old). The primary measure to achieve this is to expand the bicycle network. From around 180 kilometers of various bicycle infrastructure with poor connectivity in 2015 to a 280 kilometers high-quality bicycling network in 2025, with further plans of a complete network of 530 kilometers. When complete, 80 present of the population will live within a 200-meter distance from the main bicycle network. Other important measures to increase the number of cyclists are to work with communication and mobility management. The main purpose of this is to fuel the growing bicycle culture and to support those who are positively interested in biking but does not do it themselves for one or another reason. Parts of the work that is done to increase the number of cyclists in Oslo has been focused on changing the travel habits within the municipality. Financial support has been granted to municipal services for over 250 e-bikes and 60 e-cargo bikes to replace other forms of transport. The support scheme is not yet evaluated, but it is already known that the graveyard agency has replaced 16 of its diesel fuel maintenance vehicles with e-cargo bikes. With a similar objective to support the shift from cars to bicycles, the municipality establishes public bicycle parking that is suitable for all types of bicycles, including cargo bikes.

Facilitate car trips conversion

Apart from carrying out the actions in the Bicycle strategy of Oslo 2015-2018, there are two other major projects that will facilitate the conversion of car trips to other forms of transport. This regards the establishment of a car-restricted inner city and the increase of the number of road tolls, both to be implemented in 2019. The car-restricted inner city will force new ways of delivering goods and services to which will likely lead to an increase in the use of cargo bikes. The increase of the number of road tolls as well could also increase cargo bike use as cars owners will now be



told not only when they drive into Oslo, but also when they are driving around and inside the inner city.


Regulative measures for motorized vehicles

The regulative policy frame is the level where a city/government has the most impact. It is our experience within the project that as long as your regulative framework is not in line with what sustainable urban logistics needs, it is not possible to enforce certain implementations with the logistics players. For example: as long as your policy allows motorized transport for the last mile logistics route, the logistics players will not be found prepared to start doing this last mile in a sustainable way with for example a cargo bike. In the (near) future, the City of Mechelen wants to evolve into a car-free inner city center with specific time frames for delivery of goods. The city is installing this step-by-step. The first car restricted zone was installed in December 2011. There are car-free and car-limited zones. For delivery of goods, there are time frames. In these zones, deliveries are allowed before 11 am and after 6 pm. These zones are being controlled with cameras. Motorized transport that doesn’t have a permit to enter the car limited zones are being photographed by the camera and fined. Cargo bikes are always allowed and therefore have an advantage over regular motorized delivery vehicles.

Start-up and support of a bike courier (Ecokoeriers)

As previously mentioned, the city of Mechelen helped to start-up a bike courier service called Ecokoeriers. This was initiated as a 6-month pilot through the Cyclelogistics Ahead-project with the goal of setting the stage for sustainable urban logistics through a viable business model around delivery by cargo bike. The city bought their first cargo bike, worth 8.500 euros, and further supported them through subsidies for two more cargo bikes, support through communication in social media and promotion in other channels as well as help with organizing a co-creative session. Mechelen also backed their participation in the ‘Handsfree shopping service’ by providing a hub with a crew in the city center for the distribution of their goods.

Integration of cargo bike activities in own city services

As a part of the Cyclelogistics Ahead project, the city of Mechelen also has integrated cargo bikes into the delivery of several aspects of the transport of goods to and from city services. This includes: transport of internal mail of city administration, transport between two locations of youth service, city parks community supervisors are using bikes, pick-up, and delivery of books between the several locations of the library. The delivery by bike was also incorporated in the public tender; delivery with a sustainable vehicle, such as a cargo bike was rewarded an extra 5 points. Due to the fact that there is an obligation to award 50 points to the supplier with the lowest price, the assignment was not given to the supplier with sustainable transport. In addition, the city has worked with another project partner (D&PS) to develop a delivery platform and the department for “marketing and communication” could order their supplies online and get them delivered by cargo bike.

Leading by example: last mile by cargo bike for all city services

For the city, being an advocate for sustainable delivery, it’s also important to give the proper example. Therefore, all our internal last-mile deliveries are done with the Ecokoeriers. The goods are sent to the central city hub and from there on consolidated and distributed to the various offices of city services.

Financial support of cargo bike initiatives in Mechelen

Businesses in Mechelen can receive up to a maximum of 50 percent of their cost for buying/leasing/switching to a cargo bike or appliances such as trailers, with a maximum of 5.000 euro. In 2018 a total of 12 companies applied for such subsidies. The city council approved all of them and handed out around 34.000 euros to support sustainable deliveries.

6.11. Camara Municipal de Lisboa (Portugal)

Develop clusters Support the internationalization of the Clusters through specific actions



Define Joint Action Plans

Define Joint Action Plans (JAP) for your region, with the active involvement of the Regional Authorities and Agencies, or important stakeholders

Mentoring and monitoring

Usually, start-ups (including research cluster) need careful mentoring and continuous monitoring of actions and activities defined in the JAP.

6.12. Eurometropole de Strasbourg (France) Use sharing systems Cargo bike sharing system: people need to be given the possibility to rent a bike

for a couple of hours/days to make their decision about buying

Training sessions Cargo bike school or training sessions: like what we are already doing for a regular

bicycle. Some peoples would like to try to ride a cargo bike, but don’t do it because

they are afraid to bike directly in the city (most of renting places are in the city center,

which means that there’s not a lot of space to maneuver this cargo bike). That’s

why we need to give them the possibility to try cargo bike on a closed location so

they can feel in safety.

6.14. Alba Iulia Municipality (Romania) Use cargo bikes for

recycled materials

The campaign „RECYCLING WITH THE CARGO-TRICYCLE“ – developed in order to improve the quality of environmental factors in the local community, by raising awareness of citizens about the importance of selective waste collection and recycling by promoting the bicycle as an environmentally friendly means of transport, but also by extending/rehabilitation green areas inside the city. The project has been carried out in the period from 1 April to 31 May 2015. The initiative was funded by Kaufland Romania, through its Social Responsibility Programme, and co-financed by Alba Iulia Municipality. It was coordinated by Alba Iulia Municipality and developed in partnership with the „Axente Sever“ Local Center, the subsidiary of the National Organization „Scouting Romania“ - Alba Iulia, and with Polaris M Holding, the local provider of sanitation services in Alba Iulia. The waste collection was done using 2 cargo-tricycles, run by people with social problems and low incomes, chosen following a selection process based on criteria established by the Public Social Assistance Service within the Alba Iulia Municipality, who benefited from a minimum guaranteed aid for the provision of services. Cargo-tricycles had a well-established route, ensuring the collection of east paper and cardboard from the whole city. In order to take part in the campaign, those interested were asked to send an email to the address: [email protected] or to sign up directly on the website http://reciclamcutricicleta.apulum.ro/inscriere/ The users of the project received two special containers, each with a capacity of 25 kg, in which wastes were stored in separate holders. When the containers were filled, it was requested to be picked up by e-mail: [email protected]. The wasted paper and cardboard were collected within one week of the request, except when extreme weather did not allow it. At the end of the project, with money obtained from recycling waste paper and cardboard, the municipality has bought Linden trees, which were planted inside the City Centre by the Local Scouting \"Bombay\" in Alba Iulia.

6.16. Comune di Rimini (Italy) Use limited time test The action of Anthea in Rimini and Ferrara that borrow a cargo bike for a period in

order to encourage the purchase of a cargo bike

Recycle with cargo

bikes

The action of Hera in Padova with two T-Riciclo (T-recycle) in order to sensibilize citizens to recycling and maintaining their city clean.

Determine local frame

conditions

During the concept phase of Mobiltas and Smartcommuting projects 4 Focus Group Seminars have been carried out in the partner countries. These workshops with around 12 -20 stakeholders each aimed to enable the consortium to determine supportive frame conditions for bike use in the different countries.

Eliminate barriers The type of stakeholders invited to these focus groups are small or large delivery companies, municipal services, cycling associations, bicycle retailers, students, etc. These focus groups were not only meant to raise awareness about the topic of cycle logistics among the participating stakeholders but also to find out more about

http://reciclamcutricicleta.apulum.ro/inscriere/

mailto:[email protected]



the practicalities and possible barriers that might be encountered when using bicycles.


Use role models Local heroes – especially active in social media. People who use cargo bikes in their

daily routine and show it by Facebook or Instagram. It’s more reliable that people

see their own neighbors on cargo bikes than somebody unknown from Western

Europe.

The possibility of

testing cargo bikes

It’s not a cheap bike, so it will be good when before purchase there is a possibility

to test these bikes thanks to a shopkeeper or during different kind of events.

Infrastructure Good infrastructure allowing to ride a cargo bike in all districts of the city, not

excluding any area. Cargo bikes should enable people to replace cars in a city, so

cycling lanes or cycling routes should be available.

Parking Creating parking space in the neighbourhood for cargo bikes must be considered.

Raising awareness

campaigns

Raising awareness among car drivers that cargo bikes are a means of transport in

a city and due to their size require more space (also for cars wishing to overtake).

6.19. Dimos Drama (Greece)

Integrate cargo bikes projects in SUMP

There are no related successful measures, tools or techniques utilized until now in

Drama Municipality. Via its participation in the CCCB project and in combination with

its SUMP, Drama will explore all opportunities for introducing cargo bikes in city’s

everyday activities, both by citizens and enterprises.