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Metrocable is a gondola lift system implemented by the City Council of Medellín, Colombia, with the purpose of providing a transportation service that complements the Medellín Metro. It was designed to reach some of the city's informal settlements on the steep hills that mark its topography. It is largely considered to be the first urban cable propelled transit system in South America.

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bus rapid transit was launched in 1974.

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9 €- Ticket
During the months of june, july and august in 2022, there was the 9 €-ticket, which allowed people to use public transportation in cities and regional trains for 9 € per months.
https://www.bahn.de/angebot/regio/bleiben

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Germany’s 9-Euro Monthly Public Transport Ticket

- during the summer months you can buy a 9 euro ticket that allows you to travel all over Germany in public transport, which has the potential to decrease the amount of travel by car or even plane

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Why the 9-Euro Ticket?
In an effort to deal with increasing energy costs caused by the war in Ukraine, and to encourage Germans to use their cars less, and public transport more, the German government introduced a special discounted flat-rate monthly rail ticket valid anywhere in the entire country. Dubbed "9 for 90" (9 euros per month for 90 days), the Energy Cost Relief Package (estimated cost: €2.5 billion) subsidized the public rail and bus operators to make up for the lost ticket revenue. German citizens benefited, but so did summer tourists from Europe and all over the world.

December 2022 Update: On 7 December, German Chancellor Olaf Scholz announced that the "Deutschlandticket" (inspired by the 9-eueo ticket) would indeed be coming in 2023. Other than the cost (49 euros) and the fact that the states and federal government had agreed to a 50/50 cost split, Scholz was unable to provide a definite date for the new monthly commuter ticket's arrival. See The Deutschlandticket for more.

Critics, including the German Tourism Association, claimed das Neun-Euro-Ticket would result in overcrowded buses, trams, commuter rail, and regional trains - a strain on an already stressed system. (And at times it did.) They also claimed the resulting reduction in car use would be only temporary, and limited to larger cities. (Also true.) What was really needed, they said, were true improvements to public transport service, such as faster and better connections. (The 9-euro ticket experience also proved that to be true.) But the 9-euro ticket arrived on June 1, and it was an interesting experiment on a national scale that ended on the last day of August 2022.

How Did the Special Ticket Work?
Never offered before, the innovative 9-euro ticket was valid for an entire month between June 1 and 31 August 2022 - for the months of June, July and August. Each ticket was valid for only one calendar month, no matter when it is purchased. That means that whether you bought your nine-euro ticket on June 1 or June 15, the ticket expired at the end of June. In order to ride the bus, rail, trams, or metro in July or August, you needed to buy another nine-euro ticket for that month. If you used the flat-rate ticket for all three months, the total cost was 27 euros (3 x 9 euros; less than $30 USD at the time).

That meant that for nine euros, less than a ten-dollar bill ($9.65 USD in June 2022) you could travel anywhere and at any time for an entire month using local and regional public transportation. There were only a few restrictions. The 9-euro ticket was not valid on long-distance trains (EC, IC, high-speed ICE) or long-distance buses. Nor was it valid for first-class on regional trains (RB, RE), or for a bike or a dog on systems that normally charge for that. A separate ticket was required. Other than those few limits, your nine-euro ticket entitled you to go anywhere in Germany, using public transport, as often as you wanted, for a calendar month. Children under six already traveled free. Those age six and up needed a nine-euro ticket. A family of four with two children over six required four 9-euro tickets for travel in a given month.
MORE: See Train Travel in Germany for more rail travel information, including the RB, RE, IC, ICE, and other train abbreviations.

A 9-euro monthly ticket bought in Berlin could be used on public transport there and anywhere else in Germany. If you were in Munich or Hamburg, the ticket you bought in Berlin was valid there as well. You could ride the bus, tram, or metro anywhere in Germany with a 9-euro ticket bought anywhere in Germany. The only restrictions were those already mentioned above.

If You Already Had a Discounted Subscription?
For those people who already had an annual or monthly local/regional subscription, each transport association was supposed to notify them as to the procedure for a refund or discount. Although it was supposed to happen automatically, there are reports of subscribers in some places not receiving a refund in a timely manner.

Traveling Longer Distances With the 9-Euro Ticket
Despite the limitations placed on the 9-euro ticket, some people worked out ways to travel across Germany using the new flat-rate ticket. As long as you stayed with regional routes, didn't mind frequent train changes, and weren't in a big hurry, it was feasible to travel longer distances for only 9 euros a month per person. That also brought about concern over possible crammed trains and hordes of people who would not normally be on them. And that did happen at times.

Buying the 9-Euro Ticket
The new flat-rate monthly ticket was available for purchase on 20 May 2022 for use beginning on the first day of June. Purchasing the 9-euro ticket was the same as for any other public transport system ticket using ticket machines or a ticket counter. You could also buy the special ticket using a mobile phone app. Local public transport websites also offered the tickets. Deutsche Bahn's Navigator app offered the new 9-euro ticket as part of its other functions. There were links, in English or German, to DB's app information pages, which also linked to the Apple App Store, Google Play, and Huawei's App Gallery:
DB APP (DE): DB Navigator (in German)
DB APP (EN): DB Navigator (in English)

In general, most people were happy with the 9-euro experiment. It worked better than the naysayers had said it would, but it also demonstrated some of the weaknesses in the German public transport system, despite the German system being far better than systems in other nations. The result is many Germans (and tourists) asking: "What comes next?" Whatever it is, it won't be as much of a bargain as the 9-euro ticket, that cost a lot of taxpayer money.

Berlin's New 29-Euro Ticket
The city-state of Berlin was one of the first public transport networks to step forward with a new special fare proposal. Its 29-euro ticket is valid for one month of travel in the city's A and B zones. Unlike the 9-euro ticket, it is only available as a season subscription ( Abo) for the period between October 1 to December 31, 2002. It is also only available in Berlin. Surrounding Brandenburg, also part of the Berlin's VBB transport association, decided not to be part of the new plan, excluding the outlying Zone C from the new fare. In fact Brandenburg at first tried to block the new fare proposal entirely.

So we'll see what happens in Berlin and other parts of Germany as time goes on. The new Germany-wide €49 Deutschlandticket was supposed to start in January 2023, but that date has been pushed back. Only time will tell when the new discount ticket plan will begin.

Related Pages
AT THE GERMAN WAY

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About Germany's 9-Euro Monthly Public Transport Ticket - The German Way & More

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Why the 9-Euro Ticket? In an effort to deal with increasing energy costs caused by the war in Ukraine, and to encourage Germans to use their cars less, and public transport more, the German government introduced a special discounted flat-rate monthly rail ticket valid anywhere in the entire country. Dubbed

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Projects about making tunnels for highways passing through cities has been presented as the only possible solution for the last decades in Spain. 

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Plan Málaga Litoral

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Congestion tax - Stockholm
In 2007, Stockholm introduced a taxation for driving in the city center. A tax is applied when cars enter or leave the

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Shared Space

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Barcelona SuperBlocks
Benefiting from the blocs model that shape the city, Barcelona is creating 'car-free' spaces using 9 blocks to make livable spaces
https://www.theguardian.com/cities/2016/may/17/superblocks-rescue-barcelona-spain-plan-give-streets-back-residents

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Pop-Up Bike Lane

- During Covid several Pop-Up Bike Lanes were introduced in Germany and abroad
- Temporary

Purpose:
- Avoid contraction in public transportation and incentivise biking
- Living Lab / Experiment to test the viability of bike lanes and street adjustments

Results
- Mixed
- Some had to taken back due to court decisions
- Some proved to be viable and lead to new permanent bike lanes

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Metro - cityringen

- it removed, or at least have the potential to remove, a lot of road transport including busses and cars in the city center

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https://www.sporteimpianti.it/en/main/tsport-en/tsport-index/reportage-en/tactical-urbanism-milan-from-open-squares-to-open-streets/

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Tactical Urbanism: Milan from open squares to open streets

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Milano, via Venini (foto Comune di Milano) The "tactical urbanism" The definition of " tactical urbanism" was introduced in 2015 within the exhibition " Uneven Growth: Tactical Urbanisms for Expanding Megacities" curated for MoMa by Pedro Gadanho.

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https://www.odenseletbane.dk/

- Initiative from the municipality

- Electrification of the public transport

- Connected to train station (and other infrastructure like hospitals and universities)

- A lot of accidents (cars, bikes, and people have a hard time adjusting to the new from of transport)

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Der er flere måder, hvorpå du kan indløse billet til letbanen. Rejsekortet er nemmest og billigst for de fleste - men du kan også klare det med en mobiltelefon og adgang til Mobilepay.

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City ring - road pricing in copenhagen/city center

- Political factors hindered its implementation

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Jungfernstieg became a shared space and a car free zone

- People don't adhere to the new rules
- Difficult adjustment
- Test / Pilot

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Hybrid Air Vehicles: Bedford-based blimp maker unveils short-haul routes such as Liverpool-Belfast that it hopes to serve by 2025. Airships for city hops could cut flying’s CO2 emissions by 90%.
https://www.theguardian.com/world/2021/may/26/airships-for-city-hops-could-cut-flyings-co2-emissions-by-90

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For those fancying a trip from Liverpool to Belfast or Barcelona to the Balearic Islands but concerned about the carbon footprint of aeroplane travel, a small Bedford-based company is promising a surprising solution: commercial airships.

Hybrid Air Vehicles (HAV), which has developed a new environmentally friendly airship 84 years after the Hindenburg disaster, on Wednesday named a string of routes it hoped to serve from 2025.

The routes for the 100-passenger Airlander 10 airship include Barcelona to Palma de Mallorca in four and a half hours. The company said the journey by airship would take roughly the same time as aeroplane travel once getting to and from the airport was taken into account, but would generate a much smaller carbon footprint. HAV said the CO2 footprint per passenger on its airship would be about 4.5kg, compared with about 53kg via jet plane.

Other routes planned include Liverpool to Belfast, which would take five hours and 20 minutes; Oslo to Stockholm, in six and a half hours; and Seattle to Vancouver in just over four hours.

HAV, which has in the past attracted funding from Peter Hambro, a founder of Russian gold-miner Petropavlovsk, and Iron Maiden frontman Bruce Dickinson, said its aircraft was "ideally suited to inter-city mobility applications like Liverpool to Belfast and Seattle to Vancouver, which Airlander can service with a tiny fraction of the emissions of current air options".

Tom Grundy, HAV's chief executive, who compares the Airlander to a "fast ferry", said: "This isn't a luxury product it's a practical solution to challenges posed by the climate crisis."

He said that 47% of regional aeroplane flights connect cities that are less than 230 miles (370km) apart, and emit a huge about of carbon dioxide doing so.

"We've got aircraft designed to travel very long distances going very short distances, when there is actually a better solution," Grundy said. "How much longer will we expect to have the luxury of travelling these short distances with such a big carbon footprint?"

Grundy said the hybrid-electric Airlander 10 could make the same connections with 10% of the carbon footprint from 2025, and with even smaller emissions in the future when the airships were expected to be all-electric powered.

"It's an early and quick win for the climate," he said. "Especially when you use this to get over an obstacle like water or hills."

HAV said it was in discussions with a number of airlines to operate the routes, and expected to announce partnerships and airline customers in the next few months. The company has already signed a deal to deliver an airship to luxury Swedish travel firm OceanSky Cruises, which has said it intends to use the craft to offer "experiential travel" over the North Pole with Arctic explorer Robert Swan.

Grundy said the company was in the final stages of settling on a location for its airship production line, which he hoped would be in the UK. He said the company would hire about 500 people directly involved in building the craft, and it would support a further 1,500 jobs in the supply chain. The company currently employs about 70 people, mostly in design, at its offices in Bedford. He said the company aimed to produce about 12 airships a year from 2025.

The craft was originally designed as a surveillance vehicle for intelligence missions in Afghanistan. HAV claims independent estimates put the value of the airship market at $50bn over the next 20 years. It aims to sell 265 of its Airlander craft over that period.

The £25m Airlander 10 prototype undertook six test flights, some of which ended badly. It crashed in 2016 on its second test flight, after a successful 30-minute maiden trip. HAV tweeted at the time: "Airlander sustained damage on landing during today's flight. No damage was sustained mid-air or as a result of a telegraph pole as reported."

The aircraft, which can take off and land from almost any flat surface, reached heights of 7,000ft (2,100m) and speeds of up to 50 knots (57mph) during its final tests. The company has had UK government backing and grants from the European Union.

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Airships for city hops could cut flying's CO2 emissions by 90%

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For those fancying a trip from Liverpool to Belfast or Barcelona to the Balearic Islands but concerned about the carbon footprint of aeroplane travel, a small Bedford-based company is promising a surprising solution: commercial airships.

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Banning diesel cars made before 2006 during the weekdays
https://www.thetimes.co.uk/article/french-motorists-fume-as-more-cities-ban-old-diesel-cars-f6kg6gsk2#:~:text=In%20greater%20Paris%2C%20all%20diesel,join%20the%20low%2Demission%20list.

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Motorists are rebelling against measures that could banish up to 70 per cent of vehicles from cities by 2025.

The creation of ten low-emission zones has caused anger over the plight of poorer motorists similar to the emotion over high diesel prices and low-speed limits that led to the yellow vest protests in 2018 and 2019.

The Paris area, Lyons and Grenoble already bar older vehicles on weekdays. In greater Paris, all diesel vehicles made before 2005 are prohibited and the new measure will banish all diesels from January 2024. Next year the Marseilles region, Toulouse, Strasbourg and Rouen will join the low-emission list.

The law has been drafted to comply with EU emissions goals, but a campaign group called 40 Million Motorists said: "The

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French motorists fume as more cities ban old diesel cars

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Motorists are rebelling against measures that could banish up to 70 per cent of vehicles from cities by 2025. The creation of ten low-emission zones has caused anger over the plight of poorer motorists similar to the emotion over high diesel prices and low-speed limits that led to the yellow vest protests in 2018 and 2019.

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The ultimate EV tourist guide to Norway - Norsk elbilforening

Free charging with renewable energy at all Level 2 charge points

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Norway is a great destination if you are planning to bring your electric vehicle (EV) with you. Here are a few tips and tricks you should know before setting off on your Norwegian EV adventure.

Fast charging

Like in many other countries, the fast chargers in Norway are provided by several private companies, and each charging company requires its own RFID card or app to activate the chargers.

Charging map

All charging stations in Norway can easily be found using this handy map.

Public destination charging

Most of the public charging points activate, rather handily, with an RFID card.

Public charging: Bring your own Type 2 charging cable to charge at your destination.

If you're planning to visit Oslo, we recommend getting an RFID card or download the app from the charging operator Fortum Charge & Drive. They operate the billing system for The City of Oslo, and using their Rfid simplifies the charging process significally. You can pay by using The City of Oslo's own app "Bil I Oslo" (car in Oslo).

Toll roads (AutoPASS)

Toll roads in Norway are quite numerous, and the cost of travelling through them can add up. All electric cars in Norway, including those with foreign registration plates, can drive through the many toll roads at either a rebated price or completely free of charge.

AutoPass (owned by the Statens vegvesen) is the system used for collecting tolls throughout Norway. To drive through Norway's toll roads, you will need an AutoPass tag.

All toll roads in Norway are automated, which means that you won't have to stop to pay for crossings. You will, however, need to apply for an AutoPass tag from a Norwegian authorised toll operator, regardless if you are travelling in an area where you must pay or not.

To make this process easier you can pay your road toll charges automatically by registering for an Epass24 account.Epass24 has been appointed by several road toll operators throughout Europe to notify vehicle owners about unpaid road user charges.

Deposit for AutoPASS tag: NOK 200. You can return the AutoPASS tag at the end of your trip and get the deposit back (administration fee).

Public parking

All public parking spaces are labelled with a white P and blue background.

It is up to the municipalities to decide if they want to charge EV owners for parking, or not. It is therefore essential to pay attention to any additional information on parking signs due to info regarding payments and time restrictions.
It is important not to confuse public parking with private parking, because you may risk getting a fine. Most, if not all, private parking spaces/car parks require payment and a parking ticket placed in the window. If you are unsure, take a look at the parking meter.

Ferries

Car ferries are very prevalent in western and northern Norway, sometimes being the only means of travel from point A to point B.

A car ferry is also a good way of providing access across Norway's vast expanses of water without having to inconveniently circumnavigate a route around them, adding precious time to a journey that could be better-used sightseeing.

There are two types of ferries in Norway: The "riksvei" ferries (state-owned ferries) and the "fylkesvei" ferries (county-owned ferries).
Both riksvei- and fylkesvei ferries operate with a 50 per cent rebate for fully electric vehicles. You must inform the ticket agent that you're driving an EV to get the rebate.

Bus lanes

You can drive a fully electric car in most of the bus/taxi lanes. There are however some roads where EVs are not allowed and some roads where carpooling is required.

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The ultimate EV tourist guide to Norway Fast charging Like in many other countries, the fast chargers in Norway are provided by several private companies, and each charging company requires its own RFID card or app to activate the chargers. Charging map All charging stations in Norway can easily be found using this handy map.

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Dar es Salaam in Tanzania is working with C40 to create a robust ZEV plans

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Electrifying city fleets and supporting the transition to zero emission transportation

C40's Zero Emission Vehicles Network works with cities that are pursuing the transition from internal combustion engine vehicles to zero-emission ones. The network serves as a platform for cities to share best practices and policies to reduce emissions by promoting the use of electric and other zero-emission vehicles. By bringing cities together, and convening and collaborating with key industry stakeholders, the network facilitates and accelerates the implementation of zero-emission vehicle strategies. Cities in the network have prioritised four focus areas around which they actively share policies and strategies with one another.

Focus areas:

Making the case for transitioning to EVs
Supporting cities to build a strong case for electric vehicle adoption to align internal and external stakeholders, build political will and secure investments. Identifying and promoting effective communications efforts are also an essential element of "making the case", particularly to be able to get residents' buy-in, apply some pressure on car manufacturers and lobby at the state/regional, and federal/national levels.

Planning for EV charging infrastructure
Supporting cities to understand the policy and financial implications of planning for EV charging and funding, as well as getting a deeper understanding of the energy grid impacts.

Increasing incentives for EV uptake
Supporting cities to identify best practices on monetary and non-monetary incentives to drive the EV market up, mitigate backlash, and help cities aggregate individual incentives packages to send stronger signals to the car manufacturing industry.

Promoting the electrification of fleets
Supporting cities to identify priority city fleets to convert to zero emission technology (buses, taxis, municipal and other vehicle types), in addition to exploring impacts of new fleet types.

Cities participating in the network:
Amsterdam, Auckland, Austin, Copenhagen, Dar es Salaam, London, Los Angeles, Houston, Madrid, Mexico City, Nanjing, New York City, Oslo, Salvador, San Francisco, Seattle, Shanghai, Shenzhen, Toronto and Warsaw.

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Zero Emission Vehicles (ZEV) Network - C40 Cities

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C40's Zero Emission Vehicles Network works with cities that are pursuing the transition from internal combustion engine vehicles to zero-emission ones. The network serves as a platform for cities to share best practices and policies to reduce emissions by promoting the use of electric and other zero-emission vehicles.

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Shenzhen Targets to Go 100% Electric Buses by 2017-news-www.chinabuses.org

All buses zero-emission by October 2017

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2016-07-25 Source：www.chinabuses.org

www.chinabuses.org: To further speed up the application of new energy vehicles, Shenzhen municipal government is planning to introduced more electric buses. By the end of 2017, the city will see all its buses powered by electricity. In addition, by the end of 2020, the city is aiming to increase the number of its new energy vehicles to 120,000 units. To achieve such grand goals, the company will build 13 new bus terminals, 8,246 fast-recharging posts for city buses, 10,800 fast-recharging posts for public use and 115,000 slow-recharging posts.

As one of China's first batch of cities for the application of new energy vehicles and the provision of subsidies for private purchases of new energy vehicles, Shenzhen already had 43,000 units new energy vehicles and 18,000 recharging posts by the end of April this year.

During the thirteenth five-year plan period, Shenzhen requires all newly built parking lots to build slow recharging posts, the number of which must reach 30% of its total parking capacity. In addition, all newly built parking space should have space available for building recharging facilities. At large living communities, large public buildings and public parking lots, the number of recharging posts should account for 10% of the total parking capacity. At those buildings which are for the use by government organizations and agencies as well as other enterprises and institutions, the percentage should reach 20%.

To further speed up the application of new energy vehicles, Shenzhen has been making a number of innovative moves, such as "Go Green First for Public Transport" and "Whole Vehicle Rental Services". According to the city's new regulations, all newly purchased city buses from 2012 and all newly purchased taxis from 2016 must be equipped with the electric driveline. As of the end of 2015, the number of new energy buses had reached 44% of the city's overall bus fleet and that of new energy taxis had exceeded 16%. In both sectors, the percentage of new energy vehicles in the city ranked the first place among all other cities in China.

In the meantime, the city has also been actively involved in exploring new methods to increase the percentage of new energy vehicles in such areas as logistic services, auto rental services and commuting services. As of the end of 2015, the number of new energy vehicles in the above-mentioned three areas surpassed 48%. Among all the new energy vehicles in the three areas, the percentage of electric vehicles stood at 60%.

Related China Bus News
China Buses and Technology Advisor

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Shenzhen Targets to Go 100% Electric Buses by 2017-news-www.chinabuses.org

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2016-07-25 Source：www.chinabuses.org www.chinabuses.org: To further speed up the application of new energy vehicles, Shenzhen municipal government is planning to introduced more electric buses. By the end of 2017, the city will see all its buses powered by electricity. In addition, by the end of 2020, the city is aiming to increase the number of its new energy vehicles to 120,000 units.

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Paris redistributing street lanes

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Over the past six years, Paris has done more than almost any city in the world to take space back from cars. Mayor Anne Hidalgo has opened linear parks in the old highways along the Seine, phased out diesel cars in the city, opened bus lanes, raised parking meter prices, and plowed bike lanes down hundreds of streets. When COVID hit, Paris eliminated cars from the Rue de Rivoli, its major crosstown thoroughfare. Plans are in the works to pedestrianize the Champs-Elysées and plant thousands of trees to green, clean, and cool the city.

As the adjunct mayor for transportation and public space, David Belliard is the point man for many of these endeavors. His latest projects include establishing car-free zones outside schools and enforcing the capital's new speed limit of 30 kilometers per hour-a notch below 20 mph.

Earlier this month, I met him in his office to talk about Paris, COVID, and cars. Our conversation has been edited and condensed for clarity.

David Belliard: You want an overview?
Henry Grabar: Sure.
OK, quickly: At the start of the 20 th century, in the '20s, '30s, the car asserts itself as a travel mode in urban centers, which are transformed. Paris is clearly an old city with many centuries of history with an urban fabric. Even though it was transformed by Haussmann in the 19 th century, it has an extremely dense urban fabric with a lot of small streets and a configuration a priori not adapted to the auto. When the car arrives, we transform what we can call public space, and this public space becomes automobile space, with the logical system of the car imposing itself in Paris. And public space is completely devoured, eaten away, and in a certain way privatized to one single, unique use.

Very quickly we see the limits of "total car" in Paris, even in the '60s and '70s. We try to say, "How can we preserve this city?" Well, by putting cars underground. So we construct parking, even whole highways, under Paris. But there's opposition to the highway on the Seine. There were protests. When we did the parking under Notre-Dame, there was a lot of opposition, because they were going to graze the crypt underneath.
They did that?
They didn't, but the crypt was closed in a case of concrete to protect it from the parking that was installed alongside.

Starting in the '90s, the negative externalities become more and more obvious, in terms of deaths and injuries on the road, danger for children and older people, and air pollution. The right-wing mayor started creating bike paths. But when I arrived in 2001, 2002, I bought a bike at once, and it was war. It was really difficult to ride in Paris, and I never felt secure. They built bike paths, and we called them "death paths."
You mention that he was right wing to show it was not a political project?
It was a general movement. We elected officials on this proposal to give up less space to cars. Reserved bus lanes were an absolute scandal. Bike lanes really started in 2015. We're in a situation where climate change is accelerating, which manifests in heat waves of 107, 109 degrees, and 122 degrees in 10 or 20 years. That means we won't be able to live in Paris if we don't do anything, because the city is too vulnerable right now.

Parisian public space is rare, precious, and very useful. It belongs to everyone and it can't be captured by one unique usage, which is the automobile. Today, still, 50 percent of public space in Paris is consecrated to the car, whether it's on the road or parked. That represents just 10 percent of trips.
I know it's a movement with a long history, but how has COVID changed your approach? It's given you the chance to do projects more quickly, perhaps, but at the same time, has it made you rethink the idea that Paris might always be the central business district for a million people every day?
First, COVID permitted us to accelerate certain things, especially with respect to the bicycle. We created a lot-in two years, since [Hidalgo's reelection in June 2020], more bike lanes than in the whole preceding term. There's a strong taste for biking we've seen rising for several years, but COVID was a kind of electroshock.

The question that's posed with COVID, climate, social pressures, all that, is: What is a city? Can we still think of cities like we did a century ago? Can we still have big cities that capture so many economic and cultural resources, requiring hundreds of thousands of people to move from the periphery to the center to work, consume, etc.?
You don't think there's an element of social exclusion? Paris is a small part of the metropolis, it's the most expensive place to live, so by limiting parking and the entry of private cars, you favor people who already live in Paris, while people who live in the banlieue might find access to Paris more limited.
Who lives in Paris? Nothing against you, but you presupposed that everyone in Paris is rich, which isn't true. In Paris, like many urban centers, you have great social inequalities. More than 20 percent of the 19 th arrondissement [a large, outer district on the city's eastern edge] lives below the poverty line. Who uses their car today? Generally, and especially when you take out businesses, it's the rich. One in three Parisians has a car. In the 20 th, the level falls toward 15 percent. On the other hand, in the 16 th, a neighborhood that's much more bourgeois, it's closer to one per household. It's the same thing in the suburbs.

We always say "Madame Michoux, a nurse at the Saint-Antoine Hospital, who lives at the edge of Paris, when she works nights she must take her car, the poor thing, she's got to park!" First of all, parking is free at night. Madame Michoux, I know her, my mom was Madame Michoux. She takes public transit. Eighty percent of trips between Paris and the suburbs are by public transit. And for the other 20 percent, a lot is tied to small businesses.

The redistribution of public space is a policy of social redistribution. Fifty percent of public space is occupied by private cars, which are used mostly by the richest, and mostly by men, because it's mostly men who drive, and so in total, the richest men are using half the public space. So if we give the space to walking, biking, and public transit, you give back public space to the categories of people who today are deprived.
In the U.S., for projects that prioritize pedestrians, a lot of the opposition comes from small business. Have you tried to convince them that this is in their interest?
It's counterintuitive. A lot of them believe they're going to lose business because there will be less traffic. All the figures show the opposite. Every time we do experiments, we see that first, a big majority of their clients don't use a car to come to their place, and then, people who use bikes and on foot consume more than people in cars. So really, what we're trying to do is not convince, but argue by proving it, showing that it works.

When I listen to debates, when I see social media, I see right-wing elected officials talk about a Paris that doesn't exist. I have the impression that everyone is living in the '80s, with their big Jeeps, bringing their kids to school, big trucks delivering sofas. The city I see is parents using cargo bikes-that's exploding-the post office which is making most of their fleet electric, a parking lot near Notre-Dame transformed into a warehouse and distribution center for groceries.
Anne Hidalgo is running for president. Is there a national element, something for people who don't live in Paris, in her accomplishments here?
I'm from the country. I did my studies in high school in Vesoul-18,000 inhabitants, east of France, biggest employer was Peugeot. It's a city marked by the car. Forty kilometers away you have a bigger city, Besançon. It's a pretty city, I invite you to visit, it's very cool.

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These two cities were tied by a railroad, which disappeared in the '30s. Replaced by what? By a road, which has been enlarged substantially, to four lanes. The mayor of Besançon is ; we were saying, "Can we keep doing this? Big highways through the countryside?" The question we ask in the urban centers about the place of the car can be asked about everywhere, and especially in rural places. Obviously you're not going to do bike paths between Vesoul and Besançon, but frankly, can we not put the money we put into the route into a railroad line to create a public service? That's a question that can be asked everywhere. France has an incredible rail network, in terms of density, and we closed dozens, hundreds of lines. In the presidential campaign, that should be a challenge-the reopening of those lines.
Are you suggesting there's something in these anti-car politics that could be attractive even to someone who supports the gilets jaunes, the yellow-vest protesters who took over French cities two years ago?
The gilets jaunes is what? People saying, "We've had enough of gas prices going up." Frankly they're right. When I was in Vesoul, I was obliged to have a car, the car was not an object of emancipation but of servitude. I could do nothing without my car. So evidently, we are asking them to pay ever more for something they are required to use. The question of alternatives is the fundamental question.

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The Liberation of Paris From Cars Is Working

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Over the past six years, Paris has done more than almost any city in the world to take space back from cars. Mayor Anne Hidalgo has opened linear parks in the old highways along the Seine, phased out diesel cars in the city, opened bus lanes, raised parking meter prices, and plowed bike lanes down hundreds of streets.

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https://www.weforum.org/agenda/2017/03/beijing-is-converting-its-fleet-of-70-000-taxis-to-electric-power

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70,000 Beijing taxis are being converted to electric power

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The Chinese city of Beijing plans to spend $1.3 billion to convert its fleet of 70,000 taxis to electric power.

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https://www.edinburgh.gov.uk/downloads/file/29320/city-mobility-plan-2021-2030

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China leads in electric buses and charging points. 99% of electric buses will be circulating in China 2025.
https://www.ies-synergy.com/en/electric-buses-where-are-we/

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Free charging with renewable energy at all Level 2 charge points

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Electric vehicles obtain free public parking spots and priority for permits.

All taxis going from the international airport Schiphol are electric.

https://theicct.org/wp-content/uploads/2021/06/World-EV-capitals_ICCT-Briefing_08112017_vF.pdf

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As the metropolitan area grows, it faces issues such as crowding and traffic congestion, public transport problems and air pollution. By connecting people, commodities and data, both physically and digitally, the Amsterdam is developing solutions for a connected city that have the least possible impact on the environment while keeping the city inclusive, liveable and attractive. In various ways, Amsterdam is thus a 'living lab' for the rest of the world.

New ways to get from A to B

The way information reaches us has changed: we want faster access to every possible resource, whenever we want it. The same goes for the way we travel around the city. Mobility is a basic necessity. Without transport, everything grinds to a halt: work, school, friends - the whole of society.

Research on transport preferences among Amsterdam residents shows that people don't necessarily feel the need to own a vehicle. What they see as more important is the ability to get from A to B easily, whenever they like. They want to be able to access a car, bicycle, scooter, public transport, or travel planner, and pay for their transport, all at the touch of a button.

This calls for innovative solutions and a fresh mindset, also for travellers who have reduced mobility. The municipality is not addressing these issues on its own, but in cooperation with businesses and research institutes. Together with the satellite navigation company TomTom, the municipality is assessing what is necessary to keep the city accessible. In the ' Better Cities' programme, Google, TNO and the municipality of Amsterdam are investigating how traffic statistics can contribute to better traffic circulation in the city. The recently founded Amsterdam institute for Advanced Metropolitan Solutions ( AMS Institute) is making technological contributions. In collaboration with the municipality, AMS provides solutions for metropolitan challenges, which can preferably be applied in Amsterdam in the short term.

An example of such a collaborative project is real-time mapping of pedestrian flows, allowing for greater control in peak periods. Based on a variety of tests, the city of Amsterdam intends to have the Crowd Monitoring System Amsterdam (CMSA) fully operational during SAIL 2020.

Future challenges

Self-driving cars will soon present a challenge. It is expected that by around 2025, the technology will have progressed sufficiently for autonomous vehicles to cope with traffic situations that are not too complex. But Amsterdam has lots of complex traffic situations. How does the city need to change to cater for these cars? Do we need wider streets, or wider pavements? What about the tramlines? And what role does the municipality have to play in all this? How can we ensure the city remains liveable, accessible and safe when self-driving cars are on the road?

To prepare the city for future developments, the municipality needs to look ahead and start testing possible scenarios.

Smart Mobility

To be able to respond to new traffic developments, the municipality has established the Smart Mobility action programme (in Dutch) in collaboration with research partners in the city. The programme focuses on 'learning by doing'. By experimenting with upcoming developments now, we will be aware of the possibilities and consequences for the future. AMS is currently developing a self-navigating ship, for example. In future, self-navigating boats might contribute to freight transport by water, to help relieve traffic congestion in the city.

And via the Target Group Transport programme (in Dutch) the municipal council aims to ensure that future developments accommodate the special transport requirements of people with reduced mobility.

Data-driven solutions

Data is crucial to making smart innovation possible. The DataPunt ('Data Point') is where much of the information from the municipality of Amsterdam converges and is made accessible to all Amsterdam residents, in whatever format they prefer, with the aim of accelerating data innovation in Amsterdam. For example, it might soon be possible to provide transport on demand. This service would be real-time, responding to personal preferences, based on smart, up-to-date information.

There are also many smaller-scale initiatives. For instance, a variety of user-friendly apps have already been developed that use data to map city traffic. The Smart City Amsterdam app provides up-to-date information and figures, for example on train delays. The P+R app and the Park Shark app offer advice on where to park, and the Mismeniet ('don't miss me') app, on departure times and distances to ferries.

One innovation which is still in development is the GoOV ('go public transport') app, a travel planner for people with cognitive disabilities. GoOV app is designed for people with mental disabilities, brain damage, or a psychiatric disorder, or senior citizens.

Together, we are learning how to use data to create solutions that benefit the city.

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As the metropolitan area grows, it faces issues such as crowding and traffic congestion, public transport problems and air pollution. By connecting people, commodities and data, both physically and digitally, the Amsterdam is developing solutions for a connected city that have the least possible impact on the environment while keeping the city inclusive, liveable and attractive.

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In Norway EVs have become the better option for vehicles through heavy taxation of petrol and diesel cars
https://www.visitnorway.com/plan-your-trip/getting-around/by-car/electric-cars/

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"In 2020, 54 per cent of the new cars that were sold in Norway were EVs. And it is important to note that when we talk about EVs, we mean fully electric cars. Plug-in hybrids aren't part of that number. If we included those like they do in many other countries, we would get to a whopping 74 per cent!" says Christina Bu, secretary general of the Norwegian Electric Vehicle Association.

But why? The political goal is for the whole of the Norwegian car fleet to be zero-emission (electric or hydrogen) by 2025. Which means that there are all sorts of incentives to get people to go green: purchase subsidies, cheaper parking, tolls and ferry tickets, and access to bus and taxi lanes.

"But the maybe strongest incentive is that we heavily tax the purchase of polluting petrol and diesel cars", Bu explains.

No wonder, then, that no other country in the world has more electric vehicles per capita.

Secondly,electric cars are cool! They don't smell bad. They are silent. And you can drive them for several hundred kilometres before you need to charge them. Not that charging is a problem in Norway - we have more than 16,000 charging stations, including 3,300 fast chargers, all over the country. So no need for range anxiety.

The easiest way to locate a charging point is on a map provided by ladestasjoner.no. To make sure you have access to the charging stations, it is important to register with the major providers in advance. Norway has about ten of them.

"Even in the northernmost parts of Northern Norway - an area with huge distances, more reindeer than people, and really low temperatures in the wintertime - you can easily get around with an EV", Christina Bu claims.

She goes on to say that in 2021, close to 40 new electric car models will be launched in Norway. "That is more than the new petrol, diesel, and plug-in hybrid models combined!"

If you want to go on a road trip through the country, you can easily rent an electric car from most rental companies. In Geiranger and Flåm, the company eMobility has even set up a rental service for a car/scooter hybrid with two seats and open sides. Perfect for environmental-friendly sightseeing!

But why stop there? Cruise the fjords and lakes or go whale-watching on electric boats, travel with electric cable cars up mountainsides, and hop on good old-fashioned metros and trams in the larger cities. Not to mention all the electric bikes you can rent. Visit a certified sustainable destination, or check out 10 green ways to explore Norway.
And the future? It's electric, of course!

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"In 2020, 54 per cent of the new cars that were sold in Norway were EVs. And it is important to note that when we talk about EVs, we mean fully electric cars. Plug-in hybrids aren't part of that number. If we included those like they do in many other countries, we would get to a whopping 74 per cent!"

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Car-free city centre

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What happened when Oslo decided to make its downtown basically car-free?

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It was a huge success: Parking spots are now bike lanes, transit is fast and easy, and the streets (and local businesses) are full of people.

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Free EV Charging - most EV chargers in BC are free to use

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Most public charging stations are easy to find via PlugShare, a smartphone app and website. You can quickly use PlugShare's filters (network and plug type) to zero in on the stations that work best for you and your vehicle.

PlugShare is the most comprehensive, up-to-date tool for finding charging stations wherever you are. EV owners can add, review and edit station information - and even safely share their private charging station at home with other drivers.

PlugShare's helpful maps include colour-coded station icons to highlight which stations are public Level 2 or fast charging, and often include valuable crowd-sourced information such as whether a station is not working, or detailed directions for on-site navigation in large parkades or parking lots.
Find out more about PlugShare

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Most public charging stations are easy to find via PlugShare, a smartphone app and website. You can quickly use PlugShare's filters (network and plug type) to zero in on the stations that work best for you and your vehicle. PlugShare is the most comprehensive, up-to-date tool for finding charging stations wherever you are.

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HOV (High Occupancy Vehicle) Lanes which can usually only be used by cars with 2 or more occupants. In BC they can also be used by EV's

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Apply for Electric Vehicles in HOV Lanes on B.C. Highways

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Permits for electric vehicles to access HOV lanes on B.C. Highways

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E-Highway for heavy transport

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An der Bundesautobahn 1 wurde zwischen der Anschlussstelle Reinfeld und dem Autobahnkreuz Lübeck eine eHighway-Teststrecke für elektrisch angetriebene Oberleitungs-Lkw errichtet. Ziel des Feldversuches ist der Test eines eHighway-Systems im Realbetrieb.
Umfrage zum Feldversuch eHighway Schleswig-Holstein
Die Friedrich-Schiller-Universität Jena führt eine anonyme Befragung zu dem Feldversuch eHighway Schleswig-Holstein durch. Ziel der Akzeptanzforschung ist die Erfassung eines breiten Meinungsbildes. Hier kommen Sie zum Fragebogen .

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An der Bundesautobahn 1 wurde zwischen der Anschlussstelle Reinfeld und dem Autobahnkreuz Lübeck eine eHighway-Teststrecke für elektrisch angetriebene Oberleitungs-Lkw errichtet. Ziel des Feldversuches ist der Test eines eHighway-Systems im Realbetrieb. Umfrage zum Feldversuch eHighway Schleswig-Holstein Die Friedrich-Schiller-Universität Jena führt eine anonyme Befragung zu dem Feldversuch eHighway Schleswig-Holstein durch.

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365€/year ticket for public transport

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Applied Financing Solutions
Public Revenues

Project Dates
Start: 2012
In operation since/from: 2012

The Story
Vienna provides a dense and diversified public transport system: buses, trains, trams and underground lines bring passengers fast and conveniently to almost any destination in and around the city. In total, Vienna's public transport company Wiener Linien operates five underground lines, 29 tram and 127 bus lines, of which 24 are night lines. On weekends and public holidays, the Vienna underground remains at the service of its passengers all night.

In 2012, the city introduced the new "Vienna model" to further increase the use of public transport in the Austrian capital. The price of an annual season ticket was lowered from €449 to €365 - that is €1 per day for unlimited public mobility. Senior citizens receive the ticket for 235 euros. The annual season ticket entitles the holders to travel on all public transport lines available in the core zone of Vienna (with the exception of special rapid bus lines), including trains operated by the Austrian Railways ÖBB and services operated by Wiener Lokalbahnen. Companies can buy the ticket for their employees and can claim a tax deduction for this "job ticket".

After the introduction of this pricing model, the number of annual ticket holders went up significantly, from 363,000 in 2011 to 852,000 people in 2019. As a result, about half of Vienna's adult population uses the annual season ticket, and the public transport share in the "modal split" has increased to 38% - compared to e.g. 27% in Berlin, 23% in Munich, or 18% in Hamburg.

To fund this successful public transport initiative, Wiener Linien receives €700 million in subsidies from the city and the national government a year. Two measures have helped to stem the cost: raising parking fines by 60% since 2012; and a "subway tax" for employers, which amounts to about €2 a month for each employee.

Since the "Vienna model" has proved very successful, other Austrian federal states have copied this measure. And it continues to be a role model on an international level. As city authorities across Europe examine ways to meet EU pollution targets, for example, Munich and Berlin are currently investigating similar season-ticket models.

Submitter
City of Vienna, Austria

Other Involved Stakeholders
Wiener Linien GmbH & Co KG

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Applied Financing Solutions Public Revenues Project Dates Start: 2012 In operation since/from: 2012 The Story Vienna provides a dense and diversified public transport system: buses, trains, trams and underground lines bring passengers fast and conveniently to almost any destination in and around the city.

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* Busses in the city and to the region are or electric or driven on hydrogen
* New hydrogen centre in the city, fuel is produced by shell
* Paratransit in city centre to make the city inclusive when the new mobility plan removes busses from city centre

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On Friday, 11 June 2021, a new hydrogen refuelling station (HRS) opened at the Qbuzz bus depot in Groningen. In addition, twenty new VanHool hydrogen buses were presented. This fleet was partly funded by the Fuel Cells and Hydrogen Joint Undertaking (FCH JU) under the JIVE 2 project.

This new HRS is one of the largest in Europe and demonstrates the implementation of the new hydrogen ecosystem in the northern Netherlands. Shell built the refuelling station, which also supplies the green hydrogen that can be refuelled there. The hydrogen is delivered by trailer.

Groningen deputy Fleur Gräper-van Koolwijk performed the opening ceremony in the presence of Qbuzz director Gerrit Spijksma, OV-bureau director Wilko Mol and Lisa Montanari, Hydrogen Commercial Manager from Shell Nederland.

Gräper-van Koolwijk said, "Today another big step, or rather a big leap, has been made in the introduction of green hydrogen as a successor to fossil fuels such as diesel oil and natural gas. Hydrogen works, hydrogen is becoming normal and is the future of the Northern Netherlands".

The HRS has two refuelling points. A bus is refuelled in less than minutes and can travel about 400 kilometres. In this way, these buses can be used on longer regional routes, where a battery-electric bus is not always suitable. Qbuzz is demonstrating how battery-powered buses and hydrogen complement each other in mobility.

Gerrit Spijksma said, "in Groningen, there is now a bus depot that makes it possible to switch compactly and efficiently to the energy carriers of the future: green electricity and green hydrogen. A type of parking facility like this is unique for the time being."

"Before refuelling, the hydrogen is compressed and cooled. All this happens at the refuelling station located next to the 160 battery-electric buses of Qbuzz," says Lisa Montanari, Commercial Manager Hydrogen at Shell. "With a full tank, the hydrogen buses can run for a whole day. The buses come to the depot and are refuelled immediately. They then go through the carwash and are refuelled and clean for the next day.

OV-bureau and Qbuzz want to take an extra step towards making all buses greener in the coming years. Wilko Mol: "We would very much like to have several Qliners running on hydrogen. Only no coaches are running on hydrogen yet. It would be good if we in Groningen could be the first hydrogen-powered touring coach to cover long distances in a single day. Then 800 kilometres a day would not be an exception."

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New hydrogen refuelling station and 20 hydrogen-powered buses unveiled in Groningen

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On Friday, 11 June 2021, a new hydrogen refuelling station (HRS) opened at the Qbuzz bus depot in Groningen. In addition, twenty new VanHool hydrogen buses were presented. This fleet was partly funded by the Fuel Cells and Hydrogen Joint Undertaking (FCH JU) under the JIVE 2 project.