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16/5/2007

T e c h n i c a l w o r k s h o p " I n t e g r a t e d u r b a n t r a n s p o r t a p p r o a c h e s f o r s u c c e s s f u l a n d a t t r a c t i v e c i t i e s " : M i n u t e s o f m e e t i n g ii

MVV Consulting - Tractebel Development Engineering Technical Workshop_Integrated urban transport approaches_MoM_070516_V2.doc

TABLE OF CONTENT

LIST OF ABREVIATIONS V

1. PROGRAMME 1

2. OPENING 3

2.1 SUMMARY OF THE PRESENTATIONS 3

2.2 SUMMARY OF THE DISCUSSIONS AND OPINIONS FROM THE INVITED STAKEHOLDERS 7

3. FIRST SESSION: URBAN FREIGHT TRANSPORT AND LOGISTICS 9



4. WELCOME AND INTERVENTION BY MR MATTHIAS RUETE, DIRECTOR-GENERAL, EUROPEAN COMMISSION, DG ENERGY AND TRANSPORT 17

5. SECOND SESSION: URBAN TRANSPORT AND SUCCESSFUL CITIES 19



6. THIRD SESSION: URBAN TRANSPORT, INNOVATION AND RESEARCH 29



7. FOURTH SESSION: PLANNING, BEHAVIOUR AND LIFESTYLE 42



8. CONCLUSIONS, SUMMING UP 53

T e c h n i c a l w o r k s h o p " I n t e g r a t e d u r b a n t r a n s p o r t a p p r o a c h e s f o r s u c c e s s f u l a n d a t t r a c t i v e c i t i e s " : M i n u t e s o f m e e t i n g iii


APPENDICES: PRESENTATION SLIDES 54

APPENDIX 1: FIRST SET OF PRESENTATION SLIDES 54

APPENDIX 2: SECOND SET OF PRESENTATION SLIDES 54

T e c h n i c a l w o r k s h o p " I n t e g r a t e d u r b a n t r a n s p o r t a p p r o a c h e s f o r s u c c e s s f u l a n d a t t r a c t i v e c i t i e s " : M i n u t e s o f m e e t i n g iv


Disclaimer

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

T e c h n i c a l w o r k s h o p " I n t e g r a t e d u r b a n t r a n s p o r t a p p r o a c h e s f o r s u c c e s s f u l a n d a t t r a c t i v e c i t i e s " : M i n u t e s o f m e e t i n g v


LIST OF ABREVIATIONS

B2B Business-to-business

CEMR Council of European Municipalities and Regions

CNG Compressed Natural Gas

CO2 Carbon dioxide

ECMT European Conference of Ministers of Transport

EEV Enhanced Environmentally friendly Vehicles

EIB European Investment Bank

EU-15 EU Members that joined the EU before 2004

EU-25 EU Members that joined the EU before 2007

EU-27 Current EU Members (2007)

ICT Information and Communication Technologies

IT Information Technology

MS Member State

NOx Nitrogen oxide

NSRF National Strategic Reference Framework

OP Operational Programme

PM Particulate matter

PPP Public Private Partnership

PT Public Transport

PTA Public Transport Authority

SMI Small and Medium Industry

SUTP Sustainable Urban Transport Plan

TEN-T Trans European Networks – Transport

T e c h n i c a l w o r k s h o p " I n t e g r a t e d u r b a n t r a n s p o r t a p p r o a c h e s f o r s u c c e s s f u l a n d a t t r a c t i v e c i t i e s " : M i n u t e s o f m e e t i n g 1


1. PROGRAMME

Technical workshop: "Integrated urban transport approaches for successful and attractive cities"

Date: 16 May 2007

Location: Brussels

9.15 Opening, welcome

� Opening and welcome by Mr Fotis Karamitsos, Director, Logistics, innovation, co-modality and maritime transport, European Commission, DG Energy and Transport

� Opening remarks by Mr Bernd Törkel, German Ministry of Transport, Building and Urban Affairs, on behalf of the German Presidency of the European Union

� Opening remarks by Mr Marco Orani, Head of Unit, Urban Actions, European Commission, DG Regio

9.40 First session - Urban freight transport and logistics

� Logistics: new delivery approaches Mr Peter Sonnabend, DHL, Germany

� The role of freight transport in urban transport policy, the case of Goteborg Ms Lisa Sundell, City of Goteborg, Sweden (invited)

� New vehicles and fuels for urban freight delivery Mr Marco Monticelli, IVECO, Italy

11.15 Welcome and intervention by Mr Matthias Ruete, Director-General, European Commission, DG Energy and Transport

11.25 Second session – Urban transport and successful cities

� The Leipzig Charter and sustainable urban development Mr Bernd Törkel, Federal Ministry of Transport, Building and Urban Affairs, Germany

� Urban transport for economically successful cities Ms Lucia Palmegiani, Confcommercio, Belgium

� Urban transport, social aspects and inclusion Ms Ann Frye, Ann Frye Ltd, United Kingdom



13.45 Third session - Urban transport, innovation and research

� Impacts of integrated strategies for clean urban transport, results of CIVITAS Mr Marcel Rommerts, European Commission, DG Energy and Transport

� Exploiting the potential of taxi's in urban passenger and freight transport Ms Maryline Jouaillec Cassassus, French federation of taxis (FNAT), France

� Linking urban transport policy with transport research: a possible European research agenda Mr Josef Mikulik, vice president of the European Conference of Transport Research Centres (ECTRI) and director of the CDV Transport Research Centre, Czech Republic

15.30 Fourth session – Planning, behaviour and lifestyle

� Walking and cycling for a healthy and sustainable lifestyle Mr Philip Insall, Sustrans, United Kingdom

� Developing high quality urban public transport, an integrated approach Mr Julien Juge, Véolia Transport, France

� Promoting sustainable travel behaviour Mr Christer Ljungberg, Trivector, Sweden

17.00 Conclusions, summing up



2. OPENING

2.1 SUMMARY OF THE PRESENTATIONS

2.1.1 Opening and welcome by Mr Fotis Karamitsos, Director, Logistics, innovation, co-modality and maritime transport, European Commission, DG Energy and Transport

Mr. Karamitsos thanks the participants to the workshop and starts his speech with the history of the preparation of the Green Paper on Urban Transport. The consultations started officially on January 31st in Brussels, with a major stakeholders' conference attended by 400 participants. The challenge for the Commission is that there are high expectations from the EU but at the same time, the EU's real competencies and ability to act in this area are limited. Three technical workshops have been organised, where the issues of "Green propulsion", "Financing of urban transport" and "Intermodality and intelligent transport systems" were addressed. The fourth workshop, today, will address the theme "Integrated urban transport approaches for successful and attractive cities". The final conference for the preparation of the Green Paper will take place in Brussels on June 4th.

The background in relation with the Green Paper is the following. The idea for a Green Paper comes out of the mid-term review of the Transport White Paper in June 2006. Further to that, and as urban transport is one of the key elements for the economy, the Commission identified the Green Paper on Urban Transport as one of the 21 strategic priorities for 2007.

The interest of the EU in urban transport is justified as follows: 80% of the European population live and work in urban areas. If we want to achieve our objectives of economic competitiveness, mobility and safety in transport, we cannot "just" focus on the Trans-European Networks. Moreover, urban transport is a main source of pollution and greenhouse gases in transport. So, how else could we respond effectively to the new demands to fight climate change and pollution, than to include urban transport in our policy focus?

The main messages that were brought back from the stakeholders conference in January are:

� There was a broad support for the EC initiative to prepare a Green Paper

� There was a consensus on the need for a joint approach

� Subsidiarity was seen not as an obstacle but rather as a challenge and an opportunity that could enrich actions taken at the local, regional or national levels.

� The added value of action at European level can be to promote the sharing of good practices. It can also involve harmonisation, better coordination and cooperation, financial support, simplification of existing legislation or, in certain cases, introduction of new legislation. The idea is not to impose solutions but to enable them.



� There was a unanimous agreement on the need for an integrated approach. The importance of urban transport was underlined, not only in the context of the European transport policy but in a wider context of other European policies.

� The importance of EU's regional policy was stressed, in particular the need for financial support for public transport through Structural funds, Cohesion funds and other, innovative instruments. A strong appeal was made to the cities of the new Member States, not to repeat mistakes seen in the EU-15, for instance not to abolish certain existing infrastructure, such as tramways, which are now rebuilt.

The process also included a public Internet consultation, which ended on April 30th. More than 900 contributions were received, of which 40% coming from organisations and the rest from citizens.

The Green Paper will be ready by mid-September. It will generate further debate. It will be followed by an action plan, with concrete measures. It will frame a possible future European policy for urban mobility.

The main issues at stake during the present workshop can be summarised along the following questions:

� Where and how can the EU add value to what is being done at local level?

� Are there obstacles at the EU level which the EC needs to remove?

� What are the areas where there is a consensus to develop joint European solutions?

2.1.2 Opening remarks by Mr Bernd Törkel, German Ministry of Transport, Building and Urban Affairs, on behalf of the German Presidency of the European Union

Mr Törkel considers that time is ripe for addressing the problems of urban transport and to revitalise the debate. Mr Törkel makes a reference to ECMT that presented an integrated policy approach, and to real achievements and good examples which exist with a good balance between the interests of businesses and citizens.

During the German presidency, several contributions to the Green Paper are being made as follows:

� A conference on regional planning and an informal meeting of the ministers in charge of urban affairs and regional planning will be organised in Leipzig on May 24-25. Vice-President Barrot will be invited to present his ideas about urban transport policy.

� The theme "How to deal with urban transport in the future?" will be the subject of an exchange of views during the European Council in June.

� A close cooperation will be pursued with the European Economic and Social Committee, which produced reports on urban transport, the territorial agenda, cross-border cycling, etc.

The debate should bring clear ideas on what should be done in cities and regions. There is no one single solution, but if we offer a mix of different policies and solutions, it will help the politicians in the right direction.



A major success has been achieved recently: after 7 years of discussions, a regulation on public passenger transport services has been adopted in second reading by the Parliament. It gives the local authorities the choice to provide public passenger transport services themselves or to award public service contracts through public procurement or direct award. This is a good signal to the citizens that local authorities can provide good quality urban transport.

Urban transport is a high ranking issue on the political agenda. It is therefore important to have as many stakeholders as possible involved in the debate.

2.1.3 Opening remarks by Mr Marco Orani, Head of Unit, Urban Actions, European Commission, DG Regio

The cooperation between DG Tren and DG Regio is core for the European policy on transport, which shapes the EU territory.

The Leipzig event is important at two levels:

� The urban agenda and the definition of the main lines of the urban policy: the EC tries to participate in the debate, although it is not of its direct competency.

� Urban transport and Structural funds: the competencies of the EU are stronger as the EU has the prime responsibility of the effective management of Structural funds. Transport is one of the fields of intervention of the Structural funds, in an integrated approach.

During the Leipzig conference, the Commissioner will present the first preliminary assessment of the NSRFs concerning urban transport. The preliminary results of the analysis of 300 programmes out of a total of 400 are summarised as follows. The corresponding slides are attached in appendix of the present document.

� The urban strategy in the NSRFs

– All the NSRFs make reference to the urban dimension, although not all include an urban development strategy and provide an analysis of the urban structure of the country.

– Promotion of sustainable urban transport is included in most NSRFs as an area for action.

� Programming structure: Regional or national OPs

– Large and most medium-sized Member States: OPs at regional level.

– Small and some medium-sized Member States: OPs at national level.

– Urban transport supported through regional OPs, or through specific operational programmes for transport (mainly in new Member States).

� A first indication of the financial resources available:

– On the basis of more than 300 programmes received so far by the Commission, financial investments clearly earmarked as urban amount to 6% of the total planned Community support.

– Approximately € 7 billion is set aside for the promotion of urban transport.



– Another € 8.3 billion is earmarked for projects for urban and rural regeneration and around € 3.3 billion is foreseen for the rehabilitation of industrial sites and contaminated land.

� The analysis has been carried out along three dimensions:

– Urban transport and cities as motors of regional development

. Actions supported include promotion of entrepreneurship, innovation and the development of services.

. Equally important is to attracting and retaining very highly skilled personnel, for example through actions related to accessibility (availability of public transport, Park and Ride facilities…).

– Urban transport as a means to foster internal cohesion within cities

. Comprehensive strategies and integrated sustainable urban development plans most frequently proposed by Member States.

. May include activities aimed at the linking up of deprived neighbourhoods with the rest of the city through upgrading and/or development of public transport networks.

– The role of urban transport in creating a more balanced and polycentric development

. The link between transport networks and a balanced and polycentric urban structure has been stressed in certain NSRFs.

. Promotion of sustainable urban transport (most NSRFs).

. Only in a few cases the NSRFs highlight the problem of urban sprawl and the role a well-developed public transport can have in counter the sprawl .

. Support for the interconnection between cities in terms of infrastructure networks

� The following horizontal issues have also been considered in the analysis:

– Partnership and governance

. Effective partnership is a key to success in developing sustainable urban transport systems.

. The partnership principle with regards to city/local authorities is disclosed in most NSRFs.

. The list of the consulted or associated partners during the elaboration of the OPs is indicated in the majority of cases.

. The possibility of sub-delegation to city authorities by means of a global grant has been taken up by some OPs

– Effective planning at the metropolitan level

. Development of urban transport systems requires effective planning tools.

. Only in few cases comprehensive planning and governance tools are put in place in order to ensure global coherence of the investments realised by the Structural Funds in the urban or metropolitan areas.



. The coordination between the Structural Funds support and existing planning mechanisms at national and regional level is underlined by some NSRFs

� The following recommendations on sustainable urban transport are made by the DG Regio to the Member States, in strict coordination with the DG Tren:

– Continued promotion of sustainable urban transport contributes to achieve objectives in vital areas such as climate change, energy efficiency, alternative fuels, modal split, road safety, industrial competitiveness, environment and health

– Need to shift urban traffic sustainable modes = strengthening public transport

– Good land use and spatial planning should accompany the implementation of the urban transport network

– Investment in infrastructures and in public transport should be accompanied by traffic management measures

– Dissuasive measures, such as congestion charging may be appropriate

– By making all parts of the cities accessible, a well-functioning public transport system contributes to the fight against urban sprawl…

– …and by providing proper service in deprived neighbourhoods it helps to combat social exclusion

– Commission hopes to see in the OPs an increased focus on a coherent set of investments and measures aiming to achieve the objectives of a sustainable mobility.

As a conclusion, there is a solid base in the planning documents and the DG Regio is confident that in the next phases of the consultations, urban transport and planning aspects will be improved. Subsidiarity is the rule: programmes are made by the Member States and the EC can influence them, essentially in the planning phase during which all the stakeholders should give their input.

2.2 SUMMARY OF THE DISCUSSIONS AND OPINIONS FROM THE INVITED STAKEHOLDERS

2.2.1 Mr. Antonissen, representative of the International Road Federation

A question of terminology: are the terms "modal split" and modal shift" used in the presentation, equivalent?

2.2.2 Mr. Penttilä, representative of EMTA and of the Transport Authority of Helsinki

How to make sure that a part of the 6% of DG Regio's financing allocated for public transport are used for integrated urban projects such as integrated tariff schemes?



2.2.3 Mr. Orani, DG Regio

The terms "modal split" and modal shift" were used as synonyms. The objective is to reach an equilibrium between transport modes which is compatible with the objectives of sustainability.

The objective of the DG Regio is to follow an integrated global approach. The EC principles of integration, long term planning, as well as partnership, multilevel governance and association with social partners, are indicated in general terms in the planning documents presented by the Member States.

Implementation is in the hands of the Member States, regions and cities. It is important to have conviction actions in order that actors put in place the necessary instruments.

A stronger accent on the exchange of best experiences is required in order to add value to the mainstream programmes. Concerning one of the themes, i.e. sustainable urban transport, networks of urban actors should be established in order to work on this approach and to add value.



3. FIRST SESSION: URBAN FREIGHT TRANSPORT AND LOGISTICS


3.1.1 Presentation on "Logistics: new delivery approaches" by Mr Peter Sonnabend, DHL, Germany

The slides of Mr Sonnabend's presentation are attached in appendix of the present document. Mr Sonnabend highlights the following issues:

� Background on the whole supply chain:

– Globalisation of production and trade has proliferated

– European inland freight transport is growing near-synchronous with EU-25 GDP, +26% in 1995-2004

– The building freight surge does not exempt the cities, for both receiving and shipping!

– Efficient logistics networks are key to digest the additional demand for goods movement.

� Logistics principles:

– Professional logistics operators aim to optimise their planning, operations and equipment for a maximum utilisation of vehicles and drivers:

. saving costs

. reducing congestion

. minimising fuel consumption

. minimising local and global emissions

– However, logistics providers are dependent in this on a set of framework conditions outside their immediate influence!

� Problem issues:

– Dedicated freight infrastructures enable ports, airports, and inland terminals to cope with the increasing traffic. In urban areas, freight must share limited infrastructure at a disadvantage.

– The use of vehicles that would be optimum from a logistics perspective is often compromised by physical factors, requiring an arbitrary split of the volumes to several vehicles and tours.

– The circulation of commercial vehicles is often impeded by regulatory and capacity limitations of road and roadside infrastructures, that induce unproductive delays that must be recovered with additional vehicles further increasing the burden.



– Delivery windows in inner cities are compressed by shift-back opening hours and static curfews; shorter time windows must be compensated by additional vehicles, adding to peak traffic loads.

– Commercial vehicles account for 10% of traffic, but 40% related energy use and 50% emissions. Efforts to cope suffer from divergent goals and solutions for local and global pollutants, volatile policies and limited market offers for alternatives.

– Freight has been off the urban agenda for years, draining municipal awareness and competences. Receivers usually do not care for good logistics, leaving 15-50% of deliveries unorganised

As part of a competitive sector, urban freight operators are stuck with traditional technology. Several European programmes have attempted to tackle the above-mentioned problems.

� Logistics organisation

Solutions aim to bundle unorganised deliveries in collective distribution networks around an urban consolidation centre (UDC). The logistics setup equals existing schemes for construction sites, manufacturing plants or airports; the challenges are rather in the organisation of participants and economic funding of such services.

– Huge savings of up to 70% freight traffic

– Applicable also to reverse logistics or waste

– Service models must respect competition rules

– Apportioning of extra costs to beneficiaries

– Receiver participation is essential.

� Last mile organisation

Transfer points may serve local sensitive areas with limited or no access for standard vehicles. Modern technologies can enhance the reach of such micro-platforms reducing real estate costs.

– Stationary building or long-term parking

– Enforced reservation of logistics infrastructure

– Collective trunking with trucks, trams, vessels

– Extended access times for clean vehicles

– Possible combination with other services

� Alternative delivery modes

Single households can account for more than half of all addresses in cities. For these clients that are typically unavailable to accept normal deliveries, traditional alternatives can be augmented with unattended parcelbox or lockerbox solutions.

– Preselect option with one time registration

– Uptake particularly strong in urban areas

– Used to 90% in conjunction with workplace

– Supports deliveries as well as shipping

– About 800 packstations in Germany



� Clean vehicles

Clean commercial vehicles, when combined with efficient logistics schemes, can help to alleviate environmental effects of urban goods transport. Cities must find ways to promote these:

– Operational excellence driving total fuel use

– Emission zones only cut off low performers

– High (EEV) performers must be rewarded

– Prioritised use of critical infrastructure

– Road and roadside access is key

� Off-peak deliveries

Conventional and innovative logistics schemes may be moved outside peak hours, e.g. in night times, to relieve the local infrastructure.

– Lock-and-key solutions for specific clients

– Silent vehicles, equipment, and procedures

� ICT for mobility services: telematics are enabling technologies already in use by logistics operators and local authorities, but not yet linking up both actors.

� Stakeholder cooperation

Efficient urban logistics cannot be affected by operators alone, but requires the cooperation of many stakeholders. Cities where a dedicated freight unit or senior logistics coordinator were installed usually show an improvement of the local situation. These can also mediate between the various actors:

– Public administrations and policy makers

– Logistics and transport operators

– Local traders and businesses

– Technology service providers

– International exchange

� Way ahead: action items

– Get freight back on the urban agenda – not as singled out culprit but as level player acknowledging its vital role to sustain the living city

– Restore logistics competence in municipal decision making and planning, with leverage in the formulation of truly integrated mobility policies

– Support local authorities to embark on serious infrastructure management giving priority to collective transport systems for passengers and freight

– Intensify the proliferation of urban logistics demonstrators combining consolidation and last mile aspects to broaden awareness and acceptance

– Push clean commercial vehicles through operational benefits of value, with a clear roadmap but without choking existing operations

– Promote products instead of prototypes!

– Promote solutions instead of studies!



3.1.2 Presentation on "The role of freight transport in urban transport policy, the case of Goteborg" by Ms Lisa Sundell, City of Goteborg, Sweden

The slides of Ms Sundell's presentation are attached in appendix of the present document. Ms Sundell highlights the following issues:

� Goteborg is the second largest city and the largest port of Sweden.

� The city is facing various challenges:

– Goods flows to and from the Port of Göteborg pass through the city

– To double the activity of the port

– To deal with the river barrier for traffic.

� Air quality and climate change are also problems to be addressed by the city.

� Urban Transport Policy for an efficient, safe and sustainable mobility:

– Reduce demand for transportation

– Shift focus towards more sustainable means of transportation

– Make transportation more efficient

– Reduce solitary car journeys by 9-12% (2010)

– Support new technology in vehicles

– Reach synergy by collaboration

� Inner City Freight Distribution involves measures related to:

– Environmental Zone

– Pilot with incentives for increased load factor in inner city distribution

– Consolidation scheme for University campus area

– Local network with stakeholders from the whole freight distribution chain

– Need of building more knowledge on freight within the city administration

– Need of a strategy for future terminal structure

� Environmental Zone:

– Oldest trucks used in city distribution in an environmental sensitive area

– Restriction for heavy trucks and buses, Diesel Engine > 3,5 metric ton:

. 15 +10 km2 (since April 2007)

. Since 1996 in the Central area

. Main rule: 6 years

. Euro 2 & 3 => 8 years

. Euro 4 => 2016

. Euro 5 => 2020



– Results Environmental Zone

. More than 50% reduction of PM

. 6-8 % reduction of HC and NOx

. Profitable from a society point of view

. Vehicle fleet younger than Swedish average

. 96 % follows the regulation

. Hauliers positive!

� Increased load factor in the city centre

– Three new areas defined within the Environmental Zone (each 2km²)

– Voluntarily programme

– Requirements for the incentives defined:

. 1) 65% weight or volume of total capacity or 50 stops OR

. 2) Clean Vehicle

– Consolidation is required for all vehicles

– Incentives developed in cooperation with the transport industry (parts of the local freight network)

. 5 dedicated loading zones in each of the 3 areas (total 15)

. Access to 3 public transport lanes

. Access to a normally restricted road

– Started 1st of September 2006

– 30 vehicles participate voluntarily

– Regular check of load factor fulfilment

� Consolidation of deliveries at Campus Lindholmen

– Pilot project within CIVITAS (2002 – 2005) developing model for goods optimisation in the city district Lundby

– Operating from the Lundby Mobility Centre

– Customer and purchaser in focus

– Meetings with company management to influence towards more efficient purchasing routines

– Resulting in 30% reduction of deliveries among participating companies

– Target area: University and business area

– Close collaboration and dialogue with the stakeholders – working group

– Development of concrete plan and model for a joint consolidation centre and recycling plant

� Göteborg freight network

– Stakeholders from the whole logistic chain:

. Municipality

. Hauliers (large and small)



. Haulage associations

. Town centre managers

. Retailers

. Port authorities

. Police

– Dissemination to stakeholders´ own contacts reliable and direct information

– Identification of problems and creating solutions

– Mutual understanding

– Encouraging long-term relationships and building trust

� Within the Civitas Initiative, in 2002 – 2006:

– Developed Environmental Zone (regulation & enlargement)

– Increased load factor in inner city freight distribution

– Consumer driven goods management

– Purchasing of CNG distribution vehicles

– Promoting clean vehicles in public & private fleets

– Introduction of CNG/Electric hybrid waste collection vehicles

� START programme, in 2006 – 2009:

– Short Term Actions to Reorganize Transport of goods

– EU-funded project within Intelligent Energy Europe

– The project promotes short term actions addressing:

. stakeholders involvement

. stricter access regulations

. consolidated deliveries

. positive incentives.

3.1.3 Presentation on "New vehicles and fuels for urban freight delivery" by Mr Marco Monticelli, IVECO, Italy

The slides of Mr Monticelli's presentation are attached in appendix of the present document. Mr Monticelli highlights the following issues:

� Customer purchasing priorities for commercial vehicles:

– Operating cost covers many vehicle aspects: repairs, maintenance, tyres, salaries, etc. but one cost tends to be far more important i.e. fuel cost. The cost of fuel is not within the influence of vehicle manufacturers but the consumption is.

– When air quality measures were at the top of the political agenda, vehicle users were not particularly interested. Whilst, both vehicle users and politicians share the desire for reduced fuel consumption.



� Commercial vehicle market evolution in Western Europe - 1980-2006:

– Light vehicles: multiplied by 4

– Heavy vehicles: multiplied by 2.

� Vehicle requirements for urban applications: 21st century must-haves for urban vehicles:

– Efficient and safe operations

– Low exhaust tail-pipe emissions

– Low vehicle noise

– Renewable fuels

– Energy efficiency

� NOx – Fuel consumption trade-off

– NOx reduction →increase PM and fuel consumption

– PM reduction ← reduce fuel consumption but NOx increase.

� Natural Gas Vehicles (Iveco):

– Very low exhaust tail-pipe emissions.

. Spark ignition engine coupled with 3 way exhaust gas catalyst

. Technology proved over more than 20 years of passenger car application.

– Simplest of all biofuel applications: all essentially methane whether from hole in the ground or from anaerobic decay of vegetable matter.

– Very low combustion noise: Otto cycle engine does not suffer Diesel Knock characteristic

– Low emissions, low noise – very good solution for urban transport

– According to Mr. Monticelli, the distribution network in Europe constitutes a barrier to the development of Natural Gas Vehicles. The Green Paper on Urban Transport is a good opportunity to re-launch this issue.

� Alternative fuels: the speaker would like to take the competitive guess work of future fuels away from the vehicle manufacturers. Life is sufficiently hard making competition on the factors we understand without chasing all different solutions with R&D funds.

� Energy Efficiency

– Urban operations are subject to road congestion

. Engine idling

. Considerable stop – start operation

– Out of town distribution centre for in town distribution

. Good vehicle performance required for out of town vehicle operation (stem mileage)

. Energy capture for stop – start vehicle operation

. No unnecessary engine idling

– All leads to the parallel hybrid powertrain, i.e.:

. Two power units capable of operating independently or together



. Downsized internal combustion engine – less powerful, operates more efficiently

. Electric motor – assists internal combustion engine for high power requirements

. Regenerative braking – electric motor operates as generator to convert kinetic energy to electrical energy under deceleration conditions

. Starting from rest under electric motor power only – engine starts only when vehicle exceeds a given road speed.

� Application of Telematics to Freight Distribution:

– Reduces transport demand by effective driver and vehicle management: Route management by back office in receipt of parcel delivery and collection, updated in real time and scheduled according to minimum vehicle mileage solution.

– Fewer driver distractions

. Route communication by voice from navigator – no driver intervention.

. Cell phone SMS to spoken voice communication with driver – no driver intervention.

– Improved vehicle utilization: Energy efficiency ensures vehicle operator buy-in

� Conclusions: Urban freight transport environmentally friendly, safe and efficient

– Deployment of existing technologies

– Global Vehicle Platforms

– Integrated approach where a dedicated vehicle mission calls for a dedicated vehicle portfolio

– “Pragmatic” innovation.


3.2.1 Mr Toerkel, German Presidency of the European Union

Regarding the energy policy, the EU has to shape a European fuel strategy for transport. In particular, the EU has to:

� Increase efficiency regarding propulsion

� Promote biofuels

� Promote hybrid propulsion

� Pave other ways: for hydrogen and fuel cells.

The German presidency will come with conclusions regarding the EU transport energy policy during the Council in June.



4. WELCOME AND INTERVENTION BY MR MATTHIAS RUETE, DIRECTOR-GENERAL, EUROPEAN COMMISSION, DG ENERGY AND TRANSPORT

Mr Ruete announces that he wants to share some of his personal reflections on urban transport and on the Green Paper with the participants to the workshop.

The problems of urban transport are complex and must be looked at in an integrated way. This is the reason why there is a workshop dedicated to this issue. Transport is an essential facilitator for social cohesion and economic development in Europe. It is important that the EU looks at urban transport, as it has an impact on the cohesion of the EU, on pollution, noise, new technologies, demography, urban planning, etc.

It is no surprise that Vice-President Barrot will speak about urban transport and the Green Paper during the informal Council of Ministers for Urban Affairs and Spatial Planning next week in Leipzig.

The EU has been dealing with urban transport with its policies on procurement, environment, internal market, regional policies, etc., without addressing urban transport directly. Therefore, we have to think to the urban transport while dealing with different policies, to create islands of freedom to develop concrete urban transport policies in the EU.

Urban transport is a main source of greenhouse gases in transport. An integrated urban transport policy is the most important fighter for climate change and CO2 emissions. Modal shift policies, alternative fuels and the promotion of clean vehicles are among the proven solutions that are currently available. The Civitas Initiative helps ambitious cities in introducing and testing packages of innovative measures to radically improve their transport situation through an integrated approach. This initiative will continue in the future. In Civitas, the idea emerged to create more stable funding for urban transport projects, so why not create a dedicated fund for urban transport with the EIB?

Green propulsion has an important role to play in urban transport. The slow rotation of the fleets and rolling stock is a real concern. The EU will reflect on how to clean up the older vehicles that still pollute our cities. Public procurement can help to create markets for new, clean vehicle technologies. It has been proposed that the EC intensifies its support, to make it workable.

The Green Paper will address the role of private cars in the cities. It will also cover freight transport and logistics. The need for integration of passengers and freight that could lead to a more holistic view of urban transport should also be looked at. The EC will also concentrate on the healthiest modes, i.e. walking and cycling.

The EU has always to ask itself what is the added value of actions at the EU level. There is no need to regulate things that can be better done at the national, regional and local levels. The subsidiarity principle should be seen as a challenge and an opportunity, not as an obstacle.

The added value of action at European level can be to promote the sharing of good practices. It can also involve harmonisation, better coordination and cooperation,



simplification of legislation, or in certain cases removal or introduction of legislation. The idea is to enable solutions, not to impose them.

Concerning charging systems, harmonisation of the systems is a key issue, as well as enforcement which should be at the European level and not at the national levels. In this case, there is a need or a possibility for a European approach.

The Green Paper will be presented in September. It will then generate further debate. An action plan should be presented in 2008, proposing more concrete measures. It will frame a possible future European policy for urban transport.



5. SECOND SESSION: URBAN TRANSPORT AND SUCCESSFUL CITIES


5.1.1 Presentation on "The Leipzig Charter and sustainable urban development" by Mr Bernd Törkel, Federal Ministry of Transport, Building and Urban Affairs, Germany

The slides of Mr Törkel's presentation are attached in appendix of the present document. Mr Törkel highlights the following issues.

An informal Ministerial Meeting on Urban Development and Territorial Cohesion will take place in Leipzig on May 24 and 25. The discussions will concern the following two subjects:

� Leipzig Charter on Sustainable European Cities

� Territorial Agenda of the EU.

The Leipzig Charter on Sustainable European Cities

� Aims of the Charter:

– Integrated Urban Development Policy:

. Coordination of sectoral policies in and for urban areas

. Empowerment and participation of residents

. Balancing of economic, social and ecological interests

. Coordination of public and private investments

. Strengthening city-regional coordination

. Taking aging and migration trends into account

– Strengthen the competitiveness of European cities

. Creating and ensuring high-quality public spaces

. Modernizing infrastructure networks and improving energy efficiency

. Proactive innovation and educational policies

– Improving social stability

. Paying special attention to deprived neighbourhoods within the context of the city as a whole



. Pursuing strategies for upgrading the physical environment

. Strengthening the local economy and local labour market policy

. Proactive education and training policies on children and young people

. Promoting efficient and affordable urban transport

� Political Recommendations:

– Make greater use of integrated urban development policy approaches

– Better coordination of different ministries at national level

– Implementation of an integrated policy

– Adaptation and optimisation of financial and funding instruments

– Continuation of funding by European structural funds based on integrated urban development programmes

– Exchange of experience and knowledge.

Territorial Agenda of the European Union

� Aims of the Territorial Agenda:

– Profile the distinctive characters of cities and regions and strengthen European diversity

– “Territorial Governance”: intensive dialogue between all stakeholders

– Strengthen the global competitiveness of all European regions.

Follow-up after Germany’s Presidency

� October 2007: Green Paper on Urban Transport

� 2008: Report on the application of integrated urban development policies

� 2009: Commission’s report on cohesion policy

� 2010: Commission’s assessment of how integrated urban development is taken into consideration in the structural funds

� Working group to clarify unresolved issues with regard to the JESSICA initiative

� Dialogue on the effects of European legislation on urban policy.

All the documents and examples of good practices are available on the eu2007.de website.

5.1.2 Presentation on "Urban transport for economically successful cities" by Ms Lucia Palmegiani, Confcommercio, Belgium

The slides of Ms Palmegiani's presentation are attached in appendix of the present document. Ms Palmegiani highlights the following issues.



� EuroCommerce:

– represents more than 100 members from:

. national trade associations

. individual companies

. European sectorial trade associations

– members from 29 countries.

� Commerce in the EU:

– 11% of EU GDP; 6 million enterprises, 95% of these are small enterprises;

– Interface between industry and the 480 million consumers across Europe

– Providing jobs to 30 million people from all parts of society.

� Cities need commerce to:

– Promote economic and social development

– Improve the quality of life of citizens

– Attract people and tourists.

� Commerce in city centres:

– Vitality of a city and ensures that city dwellers are constantly supplied with a huge variety and amount of products

– A main driver for urban development

– A major employer and investor

– Contributes to a high quality of life: provides security and social cohesion in cities

� Access to city centres for:

– Goods: urban distribution, last mile delivery, city logistics

– People/clients/customers

– Caddy home

– B2B + services

– Commerce in urban areas: no special planning, different kinds of goods, different delivery times

� Commerce asks for:

– Clean and viable cities

– Accessibility for goods and passengers

– Freight transport to be put on an equal footing as the other components defining urban transport

– The EU, national, regional and local authorities to recognise that:

. access to city centres is vital for the attractiveness of the cities;

. over-simplistic approaches aimed at banning private transport are detrimental;

. tailor-made solutions are needed.

� The role of the EU:

– Non-legislative contributions

– Take into account the role of commerce in urban areas



– Support the exchange of best practices

– Encourage public-private partnerships (PPP)

– Help to prevent over-simplistic approaches aimed at restricting private transport

– Finance clean and efficient solutions for vehicles

– Increase the use of new technologies and innovative solutions to improve the city logistics

� Some examples from the sector:

– Restrictive approaches:

. Complete bans, congestion charges

. Short term measures to solve the issue of air quality: car bans or alternatives plates

– Pro-active approaches:

. Ecological vehicles

. Van-sharing (to reduce the number of vans, provide ecological vans, reduce costs for retailers)

. Distribution centres

� The commerce sector asks for:

– More than a local approach i.e. metropolitan areas

– General approach/holistic approach: not just transport: security, planning, availability of goods and services

– Tailor made solutions: each city and town has its own story.

5.1.3 Presentation on "Urban transport, social aspects and inclusion" by Ms Ann Frye, Ann Frye Ltd, United Kingdom

The slides of Ms Frye's presentation are attached in appendix of the present document. Ms Frye highlights the following issues:

� Transport is related with a huge range of social issues. What impact can transport have on…?

– Ageing populations;

– Disability;

– Poverty;

– Unemployment;

– Personal security;

– Ethnicity and culture;

– Gender;

– Young people.



� Different issues, same needs: Everybody wants:

– Transport that is:

. Accessible;

. Available;

. Affordable; and

. Safe

– Within neighbourhoods that are:

. Accessible;

. Safe;

– Europe-wide problems needing local solutions.

� Key problems: The urban legacy:

– Negative traffic impacts are concentrated in poorer areas;

– Silo approach to transport planning means a disconnect between services and facilities;

– Inadequate recognition of the vital importance of walking;

– Lack of engagement with local people;

– Failure to think about transport in design and provision of facilities like hospitals, retail outlets etc.

� The population balance is shifting. To take the UK as an example of a common trend across Europe, we see:

– Increasing longevity – average life expectancy in the UK will rise from 76 years now to 81 by 2030;

– Baby boomers – the population boom of the post war years is reaching middle age…

– Lower birth rates – the average number of children per family unit in the UK is now 1.7 (2.1 is needed to maintain a stable population).

– This means that:

. The centre of gravity of the population is shifting upwards significantly;

. The number of people aged 50 and over in the UK is expected to rise from 20 million today to 25 million in 20 years’ time;

. By 2020, people of 50 and over will comprise half the adult population;

. The numbers in younger age groups are projected to be static or to decline.

� What do the demographic trends mean for transport and mobility?

– The growing imbalance between working age and older people will have profound economic as well as social implications;

– the working age population will be too small to support an older population who are not self sufficient;

– transport and mobility are key to maintaining self sufficiency and independence.



� And the link between age and disability:

– There is a strong correlation between age and disability;

– Two thirds of disabled people are elderly;

– Over half the population aged over 75 has a disability.

� Facts and Figures:

– There are some 50 million disabled people in the 27 countries of the European Union;

– There are over 60 million disabled people across Europe as a whole;

– About 20% of adults have some form of long term disability;

. 70% of them have difficulty walking and/or climbing stairs;

. 41% have a hearing loss;

. 24% have a vision loss;

. One in Four households has a disabled resident;

. Euro-Access project – benchmarking progress and identifying best practice and keys to successful transferability.

� Key issues:

– Personal mobility is the key to independence. Without it, disabled people cannot:

. Be self sufficient in daily living;

. Find or keep employment;

. Access health, education and other facilities.

– The high cost of dependence falls on the individual but also on local and national health and welfare services which provide services in the home.

� Poverty:

– People in low income groups:

. Make fewer journeys overall;

. Have lower levels of car ownership;

. Walk and use public transport more than higher income groups;

– Poor transport is a barrier to employment:

. Shift work is often not suited to public transport timetables;

. High travel to work costs for those working part-time;

. Employers are reluctant to take on staff who will have to rely on public transport.

� Social Exclusion:

– 1 in 3 households with no access to cars

– People without cars are twice as likely to miss hospital appointments

– 40% of jobseekers say transport is a problem

– Children in low income groups are 5 times more likely to die in road accidents



� Personal Security:

– Crime rates are not high on most public transport but the fear of crime is a major factor;

– Women, older people and people from minority ethnic and faith communities are most likely to be frightened;

– Waiting at stations and bus stops causes more concern than travelling on the vehicle;

– Lack of staff, poor lighting and graffiti all contribute to levels of fear.

� Cultural and faith issues: Minority ethnic & faith communities have noted:

– Service providers do not understand their needs;

– There is inadequate communication;

– Language is frequently a barrier;

– Routes and stops have not changed to meet changing needs and populations.

Finding solutions

� Talking to people:

– Consultation with local communities is essential;

– Too often voices are not heard because consultation is inappropriate or ineffective – wrong language, wrong venue etc;

– Local plans should only go ahead with a “sign off” from the local community.

� Promoting sustainability: Many of the measures now being considered in the context of sustainable transport in European cities also promote accessibility, mobility and safety:

– more use of alternatives to the car;

– lower traffic speeds;

– better urban design;

– more facilities within walking distances.

� Focussing on walking:

– A safe walking environment is the key component of local independent mobility;

– Older people spend 30-40% of travelling time on walking;

– Older pedestrians are particularly vulnerable to trips and falls;

– Many people (particularly women and older people), are too frightened to walk to and from bus stops etc;

– For many older and disabled people, the streets and pavements are the biggest barrier to mobility.

� Planning routes and services around community needs:

– Transport providers need to be more focussed on individual and community needs;

– They need to recognise changing patterns and priorities (different ethnic neighbourhoods etc);

– They need to work in partnership with highway authorities to match pedestrian access to vehicle access.

� Re-thinking traffic management and land use planning:

– Traffic can divide communities – physically and socially;



– Traffic impacts on health and road safety (particularly of children and older people);

– Increasing car dependency increases exclusion for those without cars;

– The legacy of out of town developments reduces choice and opportunity for non-car owners;

– The health and wellbeing of local communities should always carry more weight than the speed and convenience of traffic.

� Focussing on neighbourhoods: A neighbourhood approach means:

– Greater emphasis on recreating and sustaining local communities and neighbourhoods;

– Removing barriers to walking and local mobility (more emphasis on well maintained pavements);

– Public transport that is flexible (not fixed route).

� The role of the EU:

– Social inclusion can only successfully be delivered at the most local level and starting from an understanding of people’s daily living needs;

– But, policy and legal frameworks can be set at regional, national and Europe wide levels;

– Clear direction and guidance at EU level, highlighting examples of best practice and how success can be replicated, can be a catalyst for change at local level.


5.2.1 Ms Salambo, representative of the Mission Opérationnelle Transfrontalière

Cross border metropolitan areas are recognised by the EC and should not be forgotten while considering cross border cooperation. They face the same problems of congestion, integration, etc, plus an additional difficulty due to the European legislation, because transport in these areas is considered as international transport. Therefore, the EU should recognise the specificity of cross border transport, in order to enable more cooperation.

5.2.2 Mr. Weber, representative of the Public Transport Association of Germany (Verband Deutscher Verkehrsunternehmen)

What is the role of urban transport in the Leipzig Charter? Is there a role for sustainable urban transport modes, walking and cycling?




Urban transport is an important part of the Leipzig Charter. Public transport has a vital role. Special attention is given to public transport with regard to boroughs under social pressure.

Concerning cross border transport, there are legal constraints but there are also interesting examples like the "Euroregios". There is cooperation for example between Germany, The Netherlands and Belgium (Aachen, Maastricht). Is there a need for a closer cooperation for cross border public transport? The question of legal issues has to be addressed. However, cross-border urban public transport depends on the willingness of the local authorities to cooperate.

5.2.4 Ms Maria Nyman, representative of the European Disability Forum

Accessibility is linked to sustainability. There are economic and environmental benefits in promoting accessibility, for example when bringing clients to shops. Accessibility to urban public transport for disabled people is a key issue for people not able to use private cars. Therefore proper accessibility should be included in the issue of sustainability.


Mr. Penttilä mentions an example where there is a good quality public transport with lower costs.

The Green Paper should describe the financial possibilities for all cities to get financing from the EU and other sources. Mr. Penttilä mentions that those who make metropolitan transport plans should also have access to European funding.

5.2.6 Mr. Mikulik, vice president of the European Conference of Transport Research Centres (ECTRI) and director of the CDV Transport Research Centre, Czech Republic

One important feature is missing in the workshop, except from the last presentation, i.e. safety. Safety should be integrated in policy and also in the Leipzig charter.

5.2.7 Ms Kopanezou, DG Tren

Safety and security were discussed in the Budapest workshops. The minutes of meeting of these workshops are available on the DG Tren website. Ms Kopanezou confirms that safety is integrated in the urban transport policy.




Sustainability implicitly means that safety has to be integrated in it.

The Leipzig Charter will be a short document of about 3 to 4 pages.



6. THIRD SESSION: URBAN TRANSPORT, INNOVATION AND RESEARCH


6.1.1 Presentation on "Impacts of integrated strategies for clean urban transport, results of CIVITAS" by Mr Marcel Rommerts, European Commission, DG Energy and Transport

The slides of Mr Rommerts' presentation are attached in appendix of the present document. Mr Rommerts presents the following issues.

� Basic facts about CIVITAS:

– Support programme funded by DG TREN

– 300+ M€ € budget with 100 M EU funding

. Started in 2002

. Aim: demonstrating and testing integrated strategies for clean urban transport (then collect lessons from projects)

– Programme for cities

. Cities at the heart of local partnerships

. Political commitment and involvement

. “City laboratories” for learning and evaluating

– Helping to implement real change

. Integrating technology and policy measures

. Combining transport and energy objectives

. Building up critical mass and markets

– Third call for proposals launched

� Eight policy fields:

– Clean vehicles and alternative fuels

– Collective passenger transport

– New forms of vehicle use and ownership

– Access restrictions and regulated parking

– Integrated pricing



– Intelligent transport systems

– Goods distribution and logistics

– Marketing and behavioural change,

Integrated into a comprehensive package.

The evaluation of the results from CIVITAS 1 concerns 219 measures, 19 cities and 4 years of hard work. They are presented hereafter.

� Clean vehicles and fuels: Some results:

– In 4 years 8000 public and private vehicles using alternative fuels and/or new filters

. Full conversion of bus fleet in Lille (biogas) and Graz (bio-diesel)

. Smaller fleets in most other cities

. Focus: buses, trucks, waste lorries

– Supporting infrastructure and incentives

. Joint procurement

. Financial incentives for market take-up

. Refuelling stations

CIVITAS is a major catalyst for clean vehicle implementation in Europe

– Impacts

. User acceptance is high

. Energy consumption is not always lower

. Costs are often higher

. Environmental balance is excellent (all major air pollutants and noise)

– Lessons

. Clean vehicles and fuels are still a niche market

. Standardisation and stimulation of demand is necessary

. Supportive regulatory and fiscal framework is important

� Access restrictions

– Some results

. Major inner-city areas in Barcelona, Bristol, Cork, Gdynia, Nantes and Rome

– Impacts

. Air quality and noise improvements

. Reduction of congestion

. High appreciation by residents, shop owners and couriers (after opposition)

– Lessons

. Extremely effective tool for better air quality (and quality of life in general)

. Must be part of a package



. Communication and consultation

� Integrated pricing

– Some results

. Congestion charging in Stockholm and time-based access pricing in Rome (and several feasibility studies)

– Impacts

. Air quality and "liveability” improved

. Successful demand management tool

– Lessons

. Must be part of a package

. Communication and consultation

. Acceptance by most affected groups can be gained after successful operation

� Regulated parking

– Some results

. Innovative measures in 10 cities, incl. new payment facilities, preferential treatment of clean vehicles, demand management (price, capacity)

– Impacts

. Very positive impacts, highest when combined with access restriction (e.g. 80% traffic reduction in Pecs)

. Social acceptance high

– Lessons

. An efficient and flexible tool

. A more acceptable use of the pricing instrument

� Car sharing and car pooling

– Some results

. Range of 12 measures, including car pooling for employees and travel behaviour of business travellers

– Impacts

. Mature concepts with wide benefits (environment, user acceptance, urban space, public transport loyalty)

. Economically profitable

– Lessons

. Not owning but using a car (and paying for its use) is still a "cultural revolution"

. Measures that can have long-term effects on lifestyles



� Other policy fields

– Multi-modal interchange, and connecting the transport modes by

. (Real-time) information

. High quality infrastructure

. New on-demand public transport services

. Security, safety, accessibility

– Traffic management and information for

. Public transport priority

. Travel information systems and centres

– Improving PT attractiveness, efficiency and increasing customer loyalty (and saving resources ….)

– Distributing goods efficiently by

. Multi-use lanes and night time delivery

. Logistics centres

. Coordinated distribution services

. Clean delivery fleets

– Promoting healthy mobility

. Safe cycling and walking

. Bike rental schemes

. Raising awareness

– Increasing cities economic attractiveness and promoting the most efficient transport modes

� CIVITAS programme results

– Working in partnership

– Promoting integrated solutions

– Identifying barriers and drivers of implementation

– Analysing impacts

– Achieving “the impossible”

. Access restriction schemes

. Closing roads for cars

. Access pricing

– Analysis of transferability and packaging.

– High overall success in implementation with impressive achievements in cities

. Two thirds "notable" or "acceptable" results

– What is driving success?

. Continuous political support



. Synergies between policies and measures

. An agreed policy framework as reference

. Knowing citizens expectations and involving citizens in every phase

. Institutional framework with common goals

– Which barriers need to be overcome?

. Lack of stakeholder support in planning phase

. Insufficient feasibility analysis and planning

. Low involvement of suppliers/industry

. Lack of budget for operation and maintenance

� CIVITAS programme results: sharing lessons

– Sharing experiences and discussing innovative policies at the CIVITAS Forum

– Evaluation results available

. Final Evaluation Reports

. Measure Fact Sheets

– Sharing news and case studies

. ELTIS Portal: www.eltis.org

. CIVITAS Portal: www.civitas-initiative.eu

– Sharing lessons internationally.

6.1.2 Presentation on "Exploiting the potential of taxis in urban passenger and freight transport" by Ms Maryline Jouaillec Cassassus, French federation of taxis (FNAT), France

The slides of Ms Jouaillec's presentation are attached in appendix of the present document. Ms Jouaillec presents the following issues.

� The very important role that taxis play in public transport:

– taxis signed an agreement with the GART

– and another one with the Union of public transport.

� In France, the taxi practice is very regulated: they need

– to have a clean record

– to successfully pass the professional exam

– to satisfy the follow-up medical exam every five years

– a taxi practice in accordance with the legislation.

� Therefore, the transport of everybody and particularly of the most vulnerable ones can be safe and secure.



� The authority of the mayor and the prefect

– have a police order (Indeed the profession comes under the authority of the Home Office)

– specify the town or the district of activity.

� This notion of joining towns or districts allows

– the creation of a tight network which gives balance to the organisation of the territory.

– No forlorn spaces as it may be the case in other professions.

� This professional organisation can explain:

– With the growing development of housing on the outskirts of cities, taxis are the most adapted means of transport to serve the less populated areas which are the furthest from town centres

– They also complement public transport by catering to the furthest areas with less traffic (for example the ends of public transport lines)

– Some authorities in charge of organising transport even call directly on taxis in order to preserve the environment as well as the adapted financial policy to serve some cities or villages all day long or at certain hours (Compiegne, Albi).

– To secure the balance of the tight network, "départements" call on taxis to provide a regular transport service.

– Transport on request

. thirty-six percent of them were made by taxis.

. outsourcing but we evaluate that taxis provide about forty percent of it.

– Their practice of transport for seated sick persons: taxis allow access to medical care for everybody and even for the most vulnerable part of the population.

– In the country or for children with particular needs, all year long, taxis are the ones transporting them from home to school.

� Taxis will get a sufficient and appropriate place: in France, according to the Federation of taxis' sources, about a million people per day are transported by its forty-nine thousand taxis.

To prevent any comments or remarks about the possible damage taxis could cause to the environment, the speaker mentions the following:

� Taxi craftsmen drive recent cars

– Less than thirty-six months old

– benefit from the latest innovations offered by car makers.

� The FNAT suggests to replace the exemption of excise tax:

– more than tax credit or fiscal measures

– the sustainable development and the preservation of the environment are integrated into the project

– the creation of a fiscal differentiated incentive to help taxi drivers buy a new car.

� The incentive will be different if the taxi chooses the best-suited car for the protection of the environment in the range:

– with less horse power



– less CO2 emissions.

� But, there is a problem:

– Usually beautiful & comfortable car amounts to saying big-engine!

– The same goes for cars with an automatic gearbox that professionals prefer because it allows a smooth drive and is more fuel efficient and environment-friendly. These cars usually are in the highest range.

� If the fiscal incentive is well-made to help craft taxis, the present turn over of twelve thousand cars per year can become sixteen thousand per year.

� For all their suggestions, the FNAT and the profession are dependent on:

– the car industry

– the importance of the network of fuel supply: the fleet of taxis is very scattered on the territory and as time is money for businessmen as it is for taxis, they don’t want to have to drive more kilometres than necessary to get special fuel.

� Nevertheless, the FNAT took a step for sustainable development:

– In its own school, it has chosen a hybrid car for its car pool: the Toyota Prius.

– It is the only car on the market which is suitable for an environment-friendly use in urban area.

– When the young taxi driver buys his car, he will remember the car he used during his training

– Fuel expenses have decreased by fifty percent.

– This car is only used in urban areas.

� To extend this approach to the whole French territory

– If car industry starts offering more environment-friendly cars

– if the taxi activity with these new cars is profitable

– the FNAT will induce its fifteen thousand members to take part

– if this choice is coupled with a tax incentive, the things are likely to move quicker!

� To conclude:

– The FNAT is a large craft union.

– The FNAT plays a major role and can promote new solutions.

6.1.3 Presentation on "Linking urban transport policy with transport research: a possible European research agenda" by Mr Josef Mikulik, vice president of the European Conference of Transport Research Centres (ECTRI) and director of the CDV Transport Research Centre, Czech Republic

The slides of Mr Mikulik's presentation are attached in appendix of the present document. Mr Mikulik presents the following issues.



� Urban mobility has been identified by ECTRI as a priority.

� Starting Point: Identified Areas:

– Impact of technological and demographic changes on urban transport

– Pledge for attractive and effective future public transport systems

– Demand management measures in inner-city zones

– Integration of transport systems

– Implementation of integrated policy approaches and removal of barriers

� To be considered:

– All transport modes are to be tackled (including walking and cycling)

– Freight as well as passenger transport have to be dealt with (in a coordinated way)

– Safety and security are a priority

– Integrated urban planning plays a key role

– Energy efficient cities are a “must”

– Five key elements:

. human beings

. vehicles

. transport providers

. public or government intervention

. infrastructures / city design.

� Proposed Research Agenda: Policy

– Road safety in urban areas incl. safe infrastructures

– Policy implications of comparative economic, environmental and social costs

– Integrated policy implementation and the barriers to success

. � develop integration of supporting models, monitoring indicators and institutional structures

. � foster co- and multimodality

. � allow citizens’ participation

. � make transferability less episodic but more systematic.

� Proposed Research Agenda: Data

– Urgent need for collection and provision of urban transport data

– Observation and monitoring of urban mobility to allow evaluation of its development

– Development of “European Models” for transport analysis

. � develop data collection standards and rules

. � make data sets available for analysis, prognosis and scenarios

. � make behavioural “mechanisms” evident.



� Proposed Research Agenda: Sustainable Strategies

– Integration of land use and transportation planning

– Understanding implementation processes of sustainable urban mobility

– Priority of mobility management

. � understand and recognise the relationship between land use and transport for future urban developments

. � understand more generally the mechanisms and processes to realise the vision of sustainable urban mobility

. � understand and use the potential of mobility management

� Proposed Research Agenda: Environment

– Technological solutions to reduce emissions (air pollution, noise)

– Behavioural contributions to reduce emissions

– Land use development and planning processes

. � assess the impact of technical solutions to reduce environmental impact

. � understand how behaviours might be changed in both the short and the long term

. � develop legislative and regulatory approaches to reduce environmental impact.

� Proposed Research Agenda: Freight

– Integration of urban freight into strategies of transport and land use planning

– Inter-modality and logistics

– Reduction of negative impacts of freight transport while improving the accessibility and economic vitality of businesses and cities

� Proposed Research Agenda: Supply

– Integrated and Harmonised Services

– Integrated and Harmonised Systems

. � improve traveller information, electronic ticketing and marketing strategies for sustainable travel and transport behaviour

. � improve the integration of the different transport systems

� Proposed Research Agenda: User Aspects

– Safety and Security

– Accessibility, Rights, Equality

– Human Aspects

. � consider both users and non-users as affected by the transport system

. � avoid social exclusion by the reduction of individual mobility

. � ensure that mobility options meet the needs and abilities of citizens

� Proposed Research Agenda: Economics and Institutions

– Funding of Transport Infrastructure

– Transport Pricing



– Costs of Transport

– Organisational Framework for Public Transport

– Fare Policy

. � foster integrated planning / transport policy

. � reconsider and investigate options for internalization of external costs of land usage in the process of developing land

. � assess the introduction of competitive systems under different basic conditions

� ECTRI Institutes Survey

– Urban transport is the focus area based on specific needs of individual member countries

– Research programmes dealing with urban transport are well developed

– Key elements:

. Safety and Security

. Energy Consumption and Environment

. Planning and Modelling

. Mobility Management

. Operation

. Economics, Efficiency

. Systems, Technologies

� Urban Transport Issues in the Czech Republic : Transport Research Strategy

– Follows the National Transport Policy:

. Sustainable Transport incl. Support Tools

. Traffic Safety

. Development of Infrastructure

. Development of Vehicles

. Interoperability

. Intermodality

. Public Transport Support

– & Regional Transport Policy:

. Urban Mobility Management

. Public Transport Services in Region & Cities

. Regional Transport Systems

� Urban Transport Issues in the Czech Republic: Transport Research Targeting

– Sustainability

. Optimize Spatial Planning



. Maintain Public Transport (Still More than 60% usage in Prague, +75% in Other Major Cities)

. Intermodality

. Enhanced Freight Logistics

. Road/Area Tolling – Congestion Fee Collection

– Road Safety

. Traffic Calming

. Penalty Point System (Resulting in a More Than 30% Reduction of Serious Accidents)

– Environment

. Noise Impact Reduction

. Green Vehicles (Promotion of Fuel Efficient, Ecology Friendly Transport Technology)

� Urban Transport Issues in The Czech Republic: To the EU Green Paper on Urban Transport

– Support for Proposed Actions

– Clarified Rules for Broader Utilization of EU & National Funding Sources for Public Transport Issues

– A “Citizens‘ Voice” – an Integration of Transport Users Into Decision Making Processes

– A Bill of “User‘s Rights” – European Recommendations for Locally Applicable Urban Public Transport Standards

– Continue Development of Road Safety / Accident Prevention

– Dedicate Further Activities to Environmental Impact Reduction.


6.2.1 Mr. Ginocchini, representative of the Council of European Municiplaities and Regions (CEMR) and Federmobilità

Mr. Ginocchini underlines that there is a great interest in building up a financial and regulatory framework, acting with two aims:

� To help regional and local authorities improving sustainable mobility

� Availability of Structural funds, even if they have to operate mainly at the national government level and not at the EU level. Mr. Ginocchini nevertheless appreciates the use of European funds for clean urban transport. Other instruments are welcome, such as enlarging the Civitas Initiative:



– From a financial perspective

– Admitting regional urban areas in Civitas and not only single cities and towns, because urban mobility is an effort of a larger level than individual cities and towns.

Concerning regulation, the speaker recommends stronger emission norms and stronger regulation on equipment. It is strange that strong rules for pollution emissions exist, but that they are not always in the hands of the local authorities. Local authorities prefer to manage issues in their hands such as traffic management and integrated ticketing.

6.2.2 Ms Ollier, representative of UITP

Regarding the Eurforum project, the EU Sixth RTD Framework Programme is financing the coordination of stakeholders and the development of strategic research agenda for urban mobility. We have to look at the integration of transport modes, so it is important to have such a platform. By the end of June, information on the stakeholders' platform will be available on the website: euforum.eu.net

6.2.3 Mr. Mercier-Handisyde, DG RTD

The Seventh Framework Programme has just started. It is a seven year programme, with a large priority on transport. It supports the EU transport policy and the Green Paper on Urban Transport.

The Eurforum can provide useful inputs for the Green Paper.

6.2.4 Mr. Haon, representative of Polis

For the sustainable city of tomorrow, an integrated approach is necessary, implying the coordination of all actions. Cities should be encouraged to involve stakeholders in the consultations, so as to achieve a better acceptability of solutions.

6.2.5 Ms Mohr, representative of the European Natural Gas Vehicle Association

It is important not to rule out any fuel option before all the options are studied. In the EC, there is a tendency to favour liquid options versus gas options. Ms Mohr hopes that the EC will keep on considering gas fuels as options.

6.2.6 Mr. Birsul, representative of the UNIFE and Siemens

In relation with the presentation of Mr. Mikulik, Mr. Birsul has noted the remarkable decrease of public transport share in Prague. It has to do with the reduction of public funding for public transport and with the decrease of reliable connections between modes. So, the lack of acceptance of such "non-service" is one of the reasons for the decrease of the public transport share.



In relation with the presentation of DHL: previously there were small shops at each corner. Today, with supermarkets and shopping malls, big lorries are needed.

Concerning the prioritisation of urban transport within the city, pedestrians' traffic lights are not adapted for the crossing of disabled persons and young students. This can cause accidents.

6.2.7 Mr. Cicatiello, representative of CEEP

The Green Paper, the EC and the DG Tren can give good guidelines that can be enforced by financial preference for projects in line with the Green Paper.

The possible involvement of the EIB in partnership with local governments in financing local accessibility projects, and not only infrastructures, is the good way to proceed.



7. FOURTH SESSION: PLANNING, BEHAVIOUR AND LIFESTYLE


7.1.1 Presentation on "Walking and cycling for a healthy and sustainable lifestyle" by Mr Philip Insall, Sustrans, United Kingdom

The slides of Mr Insall's presentation are attached in appendix of the present document. Mr Insall presents the following issues.

� Urban transport policy has failed, if we look at:

– climate change emissions

– local air pollution

– obesity epidemic

– road danger

– difficulties of access

– traffic congestion

– energy insecurity.

� Inactive lifestyles lead to:

– obesity

– cardio-vascular disease

– type II diabetes

– many cancers

– mental ill-health,….

– cost over €15 billion in UK alone.

� The UK obesity epidemic is explained by <1.5 kg per annum weight gain. Distance travelled by walking per person per annum fell 110km over 20 years, equivalent to 1kg of fat gain, per annum.

� Energy insecurity:

– Security of supply: growing import dependence

– Transport is the biggest source of increasing energy demand

� Question at stake: Mobility or accessibility?

– Mobility : the ability to travel – sometimes long distances

– Accessibility: access to the goods and services people need

– The ideal is maximum accessibility with minimum mobility.



What can be the solutions?

� Cut private motor traffic: “we recommend that the government develops and strengthens requirements for Local Transport Plans, such that by the end of 2008 they can include statutory targets for reduction in urban traffic”: Royal Commission on Environmental Pollution Report on the Urban Environment, 2007

� Potential for change:

– Analysis of travel behaviour shows very significant potential for change to more active modes

– What scale of travel behaviour change is possible?

� Potential for sustainable travel modes:

– % trips per person: Sustainable Travel Demonstration Towns

. 35%: actual usage of walking, bicycle, public transport

. 9%: constraints

. 27%: no adequate alternative

. 29%: only subjective reasons against sustainable travel modes.

– Therefore, 64% of trips represent an immediate potential for walking, cycling and public transport

– The target is 75% of trips by walking, cycling and public transport. Is it idealistic, unrealistic, radical, foolish?

– It is the mode choice in Basel, Switzerland: 75% of trips per person by walking, cycling and public transport

� Changes people can really make: “For most people, the easiest and most acceptable forms of physical activity are those that can be incorporated into everyday life. Examples include walking or cycling instead of travelling by car…" At least five a week; the Chief Medical Officer’s report on physical activity, 2004

� Urban transport and healthy living: “Urban planners …. clearly need to integrate health and active living considerations fully into their work. Similarly, transport officials can provide a balanced transport system that enables residents to walk or cycle to shops, school and work.” Promoting physical activity and active living in urban environments, World Health Organisation, 2006

� Central objectives for urban transport policy:

– make urban transport environmentally sustainable

– reduce greenhouse gas emissions

– promote active, healthy travel – walking and cycling

– cut toxic pollution from motor transport

– promote accessibility over mobility

– reduce reliance on imported oil

– improve quality of life for citizens.

� Key measures for urban transport

– reduce the volume of motorised transport (including motorcycles)

– prioritise walking and cycling



– recognise common policy objectives

. physical activity promotion

. obesity

. social inclusion and crime reduction

. environmental and sustainability

– ensure urban transport policy is fully integrated with policies on land use, development, zoning etc.

� Examples of intervention to make urban transport systems better:

– Re-allocate road space: Take space from motor traffic and return it to walking and cycling

– Keep motor traffic out

– Design for healthy, sustainable travel. Some cities now achieve 35% of trips by bike

– Show leadership

� Case study: Odense – Denmark’s “cycling city”

– 185,000 citizens (typical Scandinavian city)

– multi-year programme – main intervention 1999 – 2002

– central government funding at €11 per capita per annum

– main focus on cycling

– very wide range of measures

– physical measures – bus and cycle priority

– promotion and marketing – many initiatives

– monitoring.

� Odense smart initiative: “green wave”

– green LED markers follow the timing of green traffic lights

– set at easy cycling speed

– visible to motor traffic too

– markets cycling to motorists, as well as helping cyclists

� Odense smart initiative: “you count”

– cycle counters with visible display

– running total – you can see that your neighbours also cycle

– cyclist speed indicators

– visible to motor traffic too

– positive feedback to cycle users, recruitment of motorists

� Odense – results (1999 – 2002)

– cycling up 20%, still growing

– car traffic down 15%

– shift to shorter local journeys

– increase in walking



– public transport travel fell too

– improved road safety

– raised physical activity levels

– significant reduction in cost of ill-health

– Odense continues to innovate.

� Walking and cycling will grow when the infrastructure is provided. (Often walking and cycling infrastructures are built on disused public transport infrastructures whereas it would be better to reduce space for cars).

� Walking and cycling investment is excellent value for money: a cost-benefit analysis of three UK construction projects shows:

– average benefit : cost ratio 20:1

– motor transport projects, ratio 3:1

– many road transport projects have negative value.

7.1.2 Presentation on "Developing high quality urban public transport, an integrated approach" by Mr Julien Juge, Véolia Transport, France

Mr Juge replaces Mr Michel Quidort. The slides of Mr Juge's presentation are attached in appendix of the present document. Mr Juge presents the following issues.

� Short presentation: Véolia Transport is a leading private operator of public transportation in Europe, with 81,897 employees (+ 13.3% compared with 2005) and operations in 27 countries.

� Integrated systems: the Limburg experience

– Dutch Province of Limburg

. Capital city: Maastricht

. Population: 1.2 million inhabitants

. Surface: 2,209 sq. km

– 2005: call for tender for the whole region combining:

. Regional rail services

. Fixed routes buses

. Transport on-demand and taxis

– Purpose of the project:

. To end competition between train and bus services

. To co-ordinate public transport in urban and rural areas

� Political approach and private operation

– The Province’s objectives:

. From “supply-focused” to “demand-driven” public transport



. Transport company to be customer-oriented

. Railway: backbone of the system

. Transport company to develop services through initiative and innovation

– The contract won by Veolia Transport Nederland:

. Effective in December 2006

. 1,125 employees

. 250 buses / 47 rail vehicles

. Transport on-demand / taxis: 150 vehicles

. 31 million passengers carried per year by bus

� Integration and flexibility

– PTA’s requirement:

. Operator to be flexible in terms of rail vehicles used

. Able to adapt train formation

. Able to adapt permanently to the demand

– Operator’s answer:

. Integrated control centre managed by Veolia Transport for trains, buses and transport on-demand

. Multi-skilled personnel at the control centre and for the operation (drivers able to drive trains and buses)

. Transport on-demand on a large scale to complete fixed route systems.

� Integrated approach to be supported

– Integration � no competition between modes

� improved cost-effectiveness

– Coordinated management, operation and passenger information

� Seamless travel

– Matching collective and individual demand

. Key factors to develop attractive and sustainable public transport to change modal split and minimize environmental impact

. European Union to support initiatives in favor of integrated and intermodal transport authorities

. European Union to support integrated tendering.

� Transport on-demand to answer new mobility needs

– Fixed route systems are sometimes not adapted to:

. Low density areas

. Some categories of population (disabled)

. Some specific services (from suburb to suburb)



– Transport on-demand, a perfect complement with fixed route systems

. � A possibility to fill the gap between the private car and the “classical” public transport (Limburg Province, The Netherlands)

– Transport on-demand makes possible:

. To adapt public passenger transport to urban sprawl (ex.: “Creabus”, France)

. To serve specific segments of population and answer new needs � SuperShuttle (USA) for business trips between airports and city centers

. � To minimize the use of private cars.

� Transport on-demand: the staff issue

– To pay attention to employees’ status in order to encourage the implementation of transport on-demand services � Collective agreements presenting heavy constraints in terms of work organization

– Examples of good practices:

. Rouen urban system (France): subcontracting with taxi companies to operate services from certain hours and in low density areas

. “Djopper” (the Netherlands): voluntary help for specific services. With the technical help of a public transport operator to meet the security requirements

– European Union to support research to develop / experiment “alternative modes” in low density areas and from suburb to suburb

– European Union to promote new approaches in transport operations and staff management: flexibility, voluntary basis, shared time, etc.

� PPPs to influence modal split

– PPPs � Operating contracts with:

. Risk allocation

. Quality criteria

. Incentives

– To boost operator’s performance � efficiency

– To increase service quality � attractivity

– To develop ridership � influence on modal split

– Commercial risk on revenues taken by the operator = motivation to increase ridership

� PPPs: conditions for success

– Tender to offer long-term contracts to allow time to reach the objectives set by the authority

– Tender to associate the operator to the service definition within performance criteria set by the authority

– Tender to develop new approaches in “alternative” public transport Ex.: La Rochelle’s contract for electric vehicles (passengers and delivery of goods)



– Potential for improvement and development to be left to the initiative of the operator

. Room for commercial initiatives Ex.: Tender on a predefined budget in the Netherlands

. Innovation, creativity in the service provision

7.1.3 Presentation on "Promoting sustainable travel behaviour" by Mr Christer Ljungberg, Trivector, Sweden

The slides of Mr Ljungberg's presentation are attached in appendix of the present document. Mr Ljungberg presents the following issues.

� Four reasons for a new urban transport approach:

– Climate change

– Price of oil: it has been rather stable at around USD 20 per barrel over the 1970-2003 period, then it grew to around USD 60 per barrel over the 2003-2007 period.

– Health

– The city in itself (Urbs) and the people (Civitas)

� Big changes in our views on urban transport in 10 - 20 years, due to these four factors.

� Is there "hypermobility"? In Sweden:

– there have never been so many train trips as now

– road transport volume increased by 2,1% per year over the 1999-2006 period

� The politics of mobility

– Transport politics – mobility is a goal in itself

– Swedish Road Association – ”mobility is the road to development”

– Mobility - accessibility

� Mobility and accessibility

– Accessibility= ”possibility to reach something desirable”

– Mobility = ”possibility to move one self”

– Mobility means transport = costs

– Accessibility = benefit

We should try to maximise our benefit per cost according to the economic theory, i.e. maximise accessibility per mobility.

� The steps to build a sustainable transport system are:

– Map the present

– Set goals

– Create prerequisites: start building the pillars of sustainable transport, i.e.

. Plan the society long-term (town planning)

. Develop bicycle traffic



. Develop public transport

. Work with the transport companies

. Make car traffic more sustainable

. Support the process with mobility management

– Manage the change.

� Implementation of LundaMaTs concept - Swedens first SUTP in the city of Lund

– Governmental co-funding of many projects

. Bicycle city

. Walk and bike to school

. The Lund Link – trunk route bus system

. Mobility Centre – mobility management

. Town planning and mobility management

– More than 320 million SEK (34 million Euro) spent (35% from governmental funds)

– Traffic volumes:

. Car traffic: almost the same

. Bicycle traffic: increased

. Public transport traffic: increased.

� Success factors

– Changing behavior rather than attitudes

– Concrete offers rather than pretty adds

– Communication rather than information

– Dialogue and targeting rather than large scale marketing

– Combining soft and hard measures

– Political debate and consensus

– Long term commitment

� How could we make this happen?

– Current transport trends are unsustainable.

– There are known policies, instruments and measures that would lead to more sustainable mobility

– These are too rarely put into practice

� Mobility Management:

– Economic alternative to building infrastructure

– Complement to traditional measures

– A way to make transport more efficient

– A way to start processes, together with other stakeholders, leading towards a sustainable transport system.



� A way to work on more sustainable transport: Think accessibility as a part of the work with a sustainable transport system and for implementation use mobility management.


7.2.1 Mr. Perlot, representative of the Association of European Motorcycle Industry (ACEM)

Motorcycles present specific advantages compared to cars. A study in France has shown the respective advantages of powered two-wheelers in terms of mobility compared to cars:

� In the traffic: half the travel time of cars

� For parking: no time to park

� CO2 emissions: lower.

Co-modality should be the approach for transport policy:

� A role of motorcycles for freight transport could be to support the urban delivery for small goods.

� Motorcycles are used as taxis in some cities (example of London)

Motorcycles should be more specifically mentioned in the EC background document, together with walking and cycling.

7.2.2 Ms. Jost, representative of the European Transport Safety Council

Are there safety problems in Lund?

New technologies should bring safety and environmental benefits. Ms. Jost recommends to spread assistance and to enforce speed limits to reduce pollution.

7.2.3 Mr. Ljungberg, representative of Trivector

Lund is relatively safe. There are few accidents and this was already the case before the implementation of the scheme.


How can people's behaviour be changed? An example from 20 years ago: integrated ticketing in Helsinki changed people's behaviour.



7.2.5 Mr. Birsul, representative of the UNIFE and Siemens

Mr. Birsul mentions the very good success of taking bikes on trains in Berlin.

7.2.6 Ms. Frye

In London, fear for personal safety is a key aspect which affects travel behaviour. A lot of people reduce their mobility as they are afraid, e.g. cyclists.

7.2.7 Ms. Engelen, representative of the European Bicycle Associations Colibi-Coliped

What can the EC do?

� Concerning the bicycle industry, the EC could provide clear statistics, which is not currently the case for bicycles. Bicycle use should be measured in the EC statistical booklet. Several statistics are available in some countries, but there are no common standards, so that figures cannot be compared. This should be a task for the EC.

� Remove barriers and thresholds for access to funding. The current situation is that non-sustainable modes of transport receive the bulk of money.

� Set clear goals: what is the modal shift that the EC wants to achieve?

� The bicycle industry wants to appoint a "Mr/ Mrs Vélo" at the EC. Some regions or cities have such a person; it is time for the EC to have one.

7.2.8 Mr. Insall, representative of Sustrans

The European Economic and Social Committee has envisaged to nominate a "Mr/ Mrs Vélo", and a "Mr/ Mrs Walking" who could work side by side at the EC.

7.2.9 Ms. Wilhelm, representative of the EC-Intelligent Energy Executive Agency

A lot of behavioural choices are not rational and are very subjective: there are a lot of excuses for choosing to use car.

There is a wide range of measures for changing behaviour. The options are ranked as follows:

� Reduce need for travelling

� Promote walking and cycling

� Use public transport

� Car sharing/ pooling

� Drive in a more energy efficient way.



The easiest way of changing behaviour is driving in an energy efficient style.

There will be a call for proposals at the end of September, concerning energy efficient transport.



8. CONCLUSIONS, SUMMING UP

Ms Kopanezou (DG Tren) mentions that the workshop has covered a wide range of issues and that she will not draw conclusions. She highlights the quality of the presentations and interventions during the workshop, which should be considered as a package.

The contributions from the workshop will be put together with the other contributions for the Green Paper by the consultant working for the DG Tren.

A report on the progress of the preparation of the Green Paper on Urban Transport will be presented at the conference of June 4 in the Charlemagne building.

The Internet consultation has generated more than 900 contributions. The challenge for the DG Tren is to reflect these in the Green Paper which will be limited to 25 to 30 pages.

Ms Kopanezou thanks the participants, the speakers and her colleagues from DG Tren.

Ms. Kardacz (DG Tren) adds that the pre-invitations for the conference of June 4 have been sent to the stakeholders. Information for registration will be sent next week.



APPENDICES: PRESENTATION SLIDES

APPENDIX 1: FIRST SET OF PRESENTATION SLIDES

APPENDIX 2: SECOND SET OF PRESENTATION SLIDES

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