The Federal Administrative Court has reversed Freiburg residents’ parking fees that had been based upon the length of their car, deeming them invalid. The 13th June decision doesn’t influence the standard fee of 360 euros per year, however.
Freiburg had charged residents 30 euros per annum to use residential parking spaces. On 1st April 2022 a tiered levy was introduced, dependent on the length of the vehicle; 240 euros (up to 4.20 meters), 360 euros (from 4.21 to 4.70 meters) or 480 euros (from 4.71 meters).
Reduced fees were granted for residents receiving certain social benefits or those with disabilities, including individuals with an orange parking permit. These charges amounted to 60 euros, 90 euros and 210 euros. Those regarded as severely disabled with blue badges remained completely exempt.
Car length charge disparity
As an example of the resident’s park area charges, let’s assume a Freiburg resident applicant owns a motor vehicle that he or she already has a residential parking permit for. The resident’s first protest against the charges was to the Administrative Court of Baden- Württemberg and was unsuccessful. However, on appeal, the Federal Administrative Court in Leipzig deemed the charges worthless. Residential parking fees are regulated by federal law under the Road Traffic Act and cities need to abide by these laws. The car length charges were regarded as a violation of equality and unrepresentative of fairness, particularly as a 50cm difference in length could see a doubling of the fee in the most extreme cases.
Yearly parking fee
What was deemed as fair and effective by the Federal Administrative Court was the 360-euro annual parking fee. More information on the findings can be found here.
Similar charges elsewhere
Freiburg isn’t the only city to have had logistic charges imposed. In Tübingen, the resident’s parking fee is related to the weight of the car: For SUVs weighing 1.8 tons or more, the annual fee increases by 50 percent.
New research commissioned by the Clean Cities Campaign and Transport & Environment shows a significant cut in air pollution after introducing low and zero-emission zones to our cities.
Of particular excitement, the World Health Organisation’s (WHO) guidelines for nitrogen dioxide pollution are within reach even in the most polluted and traffic-heavy hotspots in our cities, provided that zero-emissions zones are implemented by 2030. Additional air quality improvements can be made via other policies and sources.
The commissioned research should help keep the EU’s Ambient Air Quality Directive updated and encourage the EU to adhere to guidelines and legal restrictions, and also accelerate their zero-emissions transport plans in Europe.
The research was significant and the main findings to pass on included the following: • More stringent low-emission zones can curb NO2 pollution from local roads by between 36% (Milan) to 45% (Madrid) at traffic hotspots by 2027. This brings total concentrations (roadside plus other sources) at most city hotpots down to as low as 25.8 µg/m³, much closer to the 20 µg/m³ target that the European Commission proposed only for 2030. • In 2030, zero-emission zones can almost eliminate NO2 emissions from local roads, leaving only the contribution from other sources. Reductions range from 91% (Milan) to 95% (Paris, Brussels). Total NO2 levels of 13.6 µg/m3 (Brussels) to 23 µg/m3 (Milan and Warsaw) can be achieved. • The modelling contains several worst-case assumptions, and in particular does not allow for any significant ambition in targeting the remaining non-transport emissions. This means that the future-year predictions are likely to be conservative and that lower concentrations than predicted here are highly achievable with additional and combined efforts to tackle other pollution sources.
Urban Mobility Observatory, Eltis, has recently added a Polish-language version of its Sustainable Urban Mobility Plan (SUMP) (2nd edition). Global interest in developing and implementing a SUMP has increased following the publication of its Guidelines and Summaries. Local settings, governance, and transport conditions in cities around the world have all been considered as principles in the plan.
In order to make the Guidelines for developing and implementing a SUMP (2nd edition) easier to use and more widespread, the interactive summary has been translated into 16 different languages to include Polish. The 10-page summary translates as an accessible user guide for governing figures wishing to utilise the SUMP Guidelines (2nd edition).
The summary goes some way to explain the foundations of SUMP; its principles, planning processes and the four SUMP phases are all shared. Those accessing the summary are additionally given an insight into the benefits of SUMP and guidance on how to start the plan. In addition, it can also be used as an introduction to urban mobility planning.
The original SUMP Summary for decision-makers can be downloaded in English here. All current and future translations are available on the translation page here.
According to numerous Flemish pilot schemes, drones can be used to assess dangerous traffic conditions and aid cyclists on their journeys. The concept is accurate, cheap and fast and a notable step forward.
The research was first reported upon by HLN’s daily newspaper, VeloVeilig Vlaanderen, in collaboration with VTM Nieuws. Their audiences were asked to supply information on dangerous cycling situations, and this was assessed in line with government directions into ways to tackle any problems. The Mobility Innovative Approach was introduced whereby drones were launched to map the problem areas.
The drones took to the sky for an hour during the morning and evening rush hours, supplying images from a height of approximately 70 metres. Researchers have been able to accurately analyse the images from the drones, thanks to developed software that can distinguish between pedestrians, cyclists, cars, trucks and buses and determine their position and speed. Movements of each are relayed as coloured lines that supply accurate logistics data.
Tom Brijs, traffic expert at Hasselt University and part of the research team, commented, “Thanks to the drone images, we discovered, among other things, that in the morning almost 40 percent of the drivers drove faster than the permitted speed of 30 kilometres per hour, in the afternoon this was even 63 percent. We could also see that a striking number of children run across the street in a place that is not actually a crossing, and that they cycle on the footpath.”
This particular data led to changes in the crossing site for children and serves as a positive example of the research’s benefits.
The regulation of private e-scooters continues to be a discussed topic, one on which UK Transport Minister Jesse Norman believes more data and public consultation is required.
During a Transport Select Committee hearing, UK Transport Minister Jesse Norman was questioned by MPs about the next government steps. Norman’s response was that the department still requires, “non-pandemic large-scale e-scooter usage data” in addition to the public’s views on any legislation. Norman continued, “We need to talk to people and say, ‘Look, here are insurance alternatives. What do you think? Here’s the evidence on helmets. What do you think? Here’s the evidence on safety. What do you think? We certainly don’t have a consolidated basis of consultative evidence.”
In response, opposing Labour MP for Exeter, Ben Bradshaw, commented that enough time has already been spent: “I think the government wants to regulate and agrees with us on this. I don’t think you’re getting a lot of opposition, so please just get on with it.”
According to Norman, the decision on when to send the Transport Act to Parliament is currently being considered by MPs: “It wouldn’t be an immediate action even if there was time in Parliament now. But even if that were available, there are still several intermediate steps, potentially another round of consultation, an extension of some trial work, more focused trial work potentially, before we get to that stage.”
Safety concerns are being considered alongside the benefits of e-scooters that include connecting communities hampered by public transport. Norman talked of a balance that was required, further commenting, “My goal is to continue to push ahead with this, pull out the lessons we’re getting on the issues I’ve raised and then try to put them in front of the public to have a proper conversation about it and take that debate forward another stage.”
E-scooter legislation
In May 2022, Parliamentary Under Secretary of State at the Department for Transport (DfT) Baroness Vere of Norbiton, announced that the UK Government would be creating a new low-speed zero-emission vehicle category and the bill would be submitted in the current parliamentary session. However, last December, the DfT postponed the Transport Bill details, part of the forthcoming Future of Transport legislation. Trials are now extended to May 2024.
Comments Off on International Transport Forum publishes ITF Transport Outlook 2023
The ITF Transport Outlook 2023 was launched on 24 May 2023 at the ITF Summit in Leipzig, Germany. This edition of the ITF Transport Outlook examines the impacts of different policy measures on global transport demand and carbon dioxide emissions to 2050.
The analysis covers the movement of passengers and freight across all transport modes. A particular focus is placed on transport policies that make cities more liveable. A second focus is on infrastructure investment decisions and what different policy scenarios mean for them. As a third focus, the report explores regional differences in policy impacts.
The analysis is based on two distinct scenarios for the future of transport, simulated with the ITF’s in-house transport models. The Current Ambition scenario assumes policies to decarbonise transport continue along their current pathway and considers the implications for transport demand, carbon dioxide emissions and further aspects over the next three decades. The High Ambition scenario assumes policies focused on accelerating the decarbonisation of the transport sector and their impact.
Comments Off on TRA VISIONS 2024 contest registration opens to transport researchers
The Transport Research Awards offer accolades for young and senior researchers across 5 categories, plus an honorary award
TRA 2024 (Transport Research Arena) will take place in Dublin, Ireland from the 15th – 18th of April and is the foremost European transport event covering all transport modes and aspects of mobility. The winners of two the two TRA Visions competitions will be announced at the 2024 event, along with an honorary awardee. The registrations are divided as follows:
The TRA VISIONS 2024 young researcher competition: A young researcher competition seeking to stimulate interest among young researchers and students in sustainable transport. The registration period will be open until 30/06/2023.
The TRA VISIONS 2024 senior researcher competition: A competition for senior researchers in the field of innovative transport concepts based on results only from EU-funded projects. The deadline for entry is 14th September 2023 23:59 CEST.
In addition to the above, a “special honorary award” will honoring a “very” senior researcher who is about to complete or has already completed their career, and who has through the years made an outstanding and well-recognized contribution to transport-related research and innovation in their respective field.
The organization explains,
“Both competitions cover all transport modes (road, rail, waterborne, airborne and cross modality) in line with the EC policy objectives for smart, green and integrated transport. The S&T objectives are to nurture the best transport researchers in Europe, promote the alignment of their interests with those of transport stakeholders, encourage them to participate in the conference and celebrate their achievements. The process is two-way: students are inspired by the presentations at the main conference and mature researchers are inspired by the research and vision of the young.”
The competitions are divided into five categories, each per transport mode, with participants being able to choose which of the ways they will submit their project:
Road, Rail, Waterborne, Airborne, Cross-Modality
Interested parties are invited to join a series of half-hour webinars which will detail the application process, timeline, and prize:
MAY:
8th, 13-13.30 CET 17th, 13-13.30 CET 24th, 13-13.30 CET
JUNE:
1st, 13-13.30 CET 8th, 13-13.30 CET 14th, 13-13.30 CET
Comments Off on Micro-mobility study 2023: High number of users in the countryside and among the elderly. Over 50% reduce trips by car
Cologne, May 25, 2023. BEM (Bundesverband eMobilität e.V.) presented its eMobility Micromobility Study 2023 at the polisMOBILITY trade fair in Cologne, together with the member companies, the market research company UScale, and the information portal for sustainable mobility, voylt. It examines the attitudes of owners, interested parties and non-owners of light electric vehicles towards micromobility in Germany and provides insight into the social behavior of the buyer groups.
Light electric vehicles (LEVs) are considered the new vehicle alternative to the car and are technical vehicles in the drive for revolution. What the average consumer often associates solely with offers such as e-scooters and pedelecs, and which the regulator divides into several sub-groups, has meanwhile become a growing field of diverse vehicle innovations in micro-mobility. In addition to the vehicles of the Small Electric Vehicles Ordinance (eKFV) up to 20 km/h, they also include two-wheel, three-wheel or four-wheel motor vehicles from 25 km/h, which are intended for driving on public roads and which include both passenger and logistics vehicles. In order to cover the entire spectrum, micro electric vehicles without handlebars that are not registered in Germany were also included in the study.
The main results of the study are:
Micromobility is not a big city phenomenon. In rural areas, LEVs are used even more frequently than in the city.
All age groups drive light vehicles equally. Older people in particular are discovering these vehicles for themselves in order to remain mobile, for example because of health restrictions.
LEVs are currently used by people who tend to be higher earners.
The majority of those who have property are well connected to public transport. So LEVs do not compete with local public transport.
53% of owners state that they use the car less, 6% even reported that they have given up their own car.
In the representative survey of 1,110 people in Germany, the attitude of the respondents to micromobility or LEVs was surveyed. In addition, around 800 other owners and interested parties were interviewed for more in-depth analysis of their experiences in the purchasing process and use. The total sample of the study conducted in April 2023 was 1,890 participants.
Since light electric vehicles are significantly smaller and lighter than an average car, they make an important contribution to climate protection and resource conservation. Due to their size advantage, they take up less space in stationary and moving traffic, reduce noise, and consume less CO2 and primary energy over their life cycle.
Further evaluation of the data revealed:
Buyers have a great need for information on technical and regulatory issues. They do most of their research online. However, the majority buys from specialist dealers (46%).
20% of owners have had prior experience of sharing LEVs. Half of them state that these experiences encouraged them to buy an LEV.
In addition to the price, the range and the technical equipment are the most important factors in the purchase decision.
31% of non-owners are generally interested in a purchase, another 10% at least certify that LEVs have a great future and for another 36% LEVs occasionally make sense. Only 5% of non-haves are opposed to LEVs in principle.
The uninterested recognize that LEVs are more than just a fad. However, they would like stricter regulation to make it safer for LEVs to participate in traffic.
Dr. Axel Sprenger, Founder and Managing Director of UScale said (translated from release in German):
“We don’t see a culture war between the vehicles among those surveyed, but rather a search for the optimal, personal use. Since the market is very young and there is a lack of information in many places, people are groping their way forward. We, as market analysts, are finally getting closer to this area, which is so important for the mobility transition, and we are glad that we can now present a major study on this important topic for the first time.”
Johannes Haas, Founder and Managing Director of voylt commented (translated from release in German):
“For us, the results show that the tiresome discussion about shared e-scooters in poorly regulated cities is obscuring the opportunities for micromobility. In reality, the increase in personal comfort through electric light vehicles is confirmed in highly individualized mobility: employees who commute 20 km to their place of work in the neighboring town every day with an e-moped; retirees using an electric tricycle for shopping trips; entrepreneurs who are increasingly using electric vans, or singles who can fit into any parking space in the big city with an electric MicroCar – there are great and convenient ways today to protect the environment in everyday life and still be mobile.”
Christian Heep, Vice-President BEM | Bundesverband eMobilität e.V. shared (translated from release in German):
“Anyone who wants to rethink mobility cannot avoid individualization through the use of micromobility and light electric vehicles. The fact that this area in Germany – in contrast to many of our European neighbors – is not subsidized by the state makes it clear how many options for reducing CO2 emissions are still unused.”
In the Bundesverband eMobilität e.V., the BEM working group 1 deals with this market segment. The Bundesverband eMobilität (BEM) is an association of companies, institutions, scientists and users from the field of electromobility who are committed to converting mobility in Germany to electromobility based on renewable energies. The tasks of the BEM include the active networking of economic actors for the development of sustainable and intermodal mobility solutions, the improvement of the legal framework for the expansion of e-mobility, and the enforcement of more equal opportunities when converting to low-emission drive concepts. The association was founded in 2009. It organizes 450 member companies with an annual turnover of over 100 billion euros who employ over one million people worldwide. More than 2,000 registered participants work in 19 working groups on the entire range of e-mobility.
UScale advises car manufacturers, utilities and service providers on the customer-oriented design of offers and the development of KPI systems for customer perception. UScale’s work is based on customer insight studies on all aspects of e-mobility and an evaluation process for the acceptance of digital services from the customer’s point of view. UScale is the only provider of a panel specializing in e-mobility, with over 7000 panelists in German-speaking countries.
voylt is a European portal for sustainable e-mobility, which offers interested parties a wide range of information and intuitive purchase advice. The name is a combination of voyage and volt – it stands for an exciting journey into the electric future.
Digital technologies can offer scope to alleviate the impact that Europe’s mobility sector has on our everyday lives, be it damage to the environment from our vehicle emissions, or the unwavering time we spend in congestions. A new investigation by the European Environment Agency (EEA) has reported that any gains made are circumstantial to the employment of digital solutions and the demand of transport in more general.
New report: Digitalisation and mobility
The EEA’s Transport and Environment Report explores the impact of digitalisation on what is largely one of the most important facets of our lives and the EU economy: transport. Parameters have been set by the European Green Deal to reduce greenhouse gas emissions by 90% by 2050, but the process is not straightforward.
Sustainability is strived for in the transport sector, and digital transformation can certainly help how it operates. According to the EEA, the effects are still unclear and depend on transport demands, something that has, until recently, off-balanced technological efficiency gains, such as lower fuel consumption.
Perhaps the most effective consequence of digitalisation on our mobility sector is the new data that can be produced and used to create and meet targets that support a better, more objective mobility infrastructure. With the introduction of automated mobility, digitalisation will certainly be an influence, not least in terms of safety and passenger accessibility.
The EEA report goes on to warn that automated technology might, in fact, have a detrimental effect and increase transport demands. Optimised journeys and an eventual reduction in costs will play a significant role.
New briefing: Commuting or working from home?
Teleworking, commonly known as working from home, generates more uncertainties for the mobility sector as it is still a relatively new concept. According to a new EEA briefing, ‘From the daily office commute to flexible working patterns — teleworking and sustainability’, these new-founded working patterns will have an effect on our car-commuting habits and be an influence on the way our towns and cities are developed. However, due to the aforementioned uncertainties, the EEA recommends supporting policies be put in place.
The briefing on teleworking and sustainability is part of EEA’s foresight work that uses horizon scanning to identify emerging issues that can affect Europe’s sustainability efforts.
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