Co2NeuTrAlp Guidelines for decision makers

Renewable Energies in Transport LOCAL ACTION TO PROMOTE THE SHIFT TOWARDS THE AGE OF SOLAR MOBILITY

Guidelines for decision makers

GUIDELINES FOR DECISION MAKERS

T H E P R O J E C T I S C O - F U N D E D B Y T H E E U R O P E AN REGIONAL DEVELOPMENT FUND

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> University of Maribor - FCE, ITS (SI)

> University Bocconi CERTeT (IT)

> Rhônalpénergie Environnement (FR)

> RCL - Development centre Litija (SI)

> Provincia di Brescia (IT)

> Provincia di Belluno (IT)

> Parco Nazionale Cinque Terre (IT)

> Helmholtz Zentrum München (DE)

> Holding Graz (AT)

> Dolomiti Bus Spa (IT)

> Comune di Padova (IT)

> Comune di Torino (IT)

> Austrian Mobility Research FGM - AMOR (AT)

> AllgäuNetz GmbH & Co. KG (DE)

Partner:

> B.A.U.M. Consult München (DE)

Lead Partner:

CO2NEUTRALP - CO2-NEUTRAL TRANSPORT FOR THE ALPINE SPACE

Foreword Mobility is one of our basic requirements. We want to meet family and friends. We have to go shopping and to our jobs. We want to spend holidays in far away places. And our goods need safe and efficient means of transport. So, reducing mobility is not an easy option. However, we can make our transport systems sustainable in ecological, economical and social terms. We must overcome the dilemma of ever increasing demands for mobility and the negative impacts of these.

The Alpine Space is a sensitive area. It depends, maybe more than other areas, on strong as well as environmentally and climate friendly patterns of mobility. All locals and visitors must be equally able to have their mobility needs met. But they shall be neither allowed nor encouraged to inadvertently pollute the air. Traffic jams shall neither affect quality of life nor jeopardise economic welfare.

In CO2NeuTrAlp, project partners in 15 cities and regions set out to test new mobility patterns. They wanted to prove – and they did! - that it is possible to maintain flexibility and quality of life whilst preserving a lively environment in the Alps. They used vehicles with electric systems and cars with biogenic fuels. They tested individual modes of transport as well as intermodal systems with buses, cars and even cable ways and boat taxis. And they started to integrate electric transport and renewable energy power systems.

Their main finding was that changing traditional mobility patterns and using new propulsion systems requires a great deal of cooperation and common sense. It needs open minded decision makers in local authorities as well as visionary leaders of transport companies and energy utility companies.

And, above all, it requires motivated people to demonstrate that a long term behavioural change in the use of vehicles and traffic systems does not reduce but may even improve quality of life. As the leader of the CO2NeuTralp partnership, let me express my deep respect to all our partners. They have been pioneers and they have succeeded in overcoming multiple organisational and technological hurdles. These guidelines are intended to give an insight in their work processes and results. It shall allow a broad range of public and entrepreneurial decision makers to understand their rationales of sustainable mobility and turn them into their own specific success stories.

On behalf of the entire partnership, let me say “thank you” to all funding institutions on a European, national and regional level. We hope that all followers will have the courage and spirit to reinvent their transport systems and trigger a long term behavioural change.

Ludwig Karg, Executive Director of Lead Partner B.A.U.M.

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Solar CNG Compression and E-Mobility Comune di Torino (IT)

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E-Mobility & Winter Tourism Transport PiP Villard de Lans (FR)

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E-Mobility & School Transport and Commuting RCL - Development Centre Litija E-Bikes & Solar Charging and Rental System Comune di Padova (IT)

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Alt. Propulsion Systems & Accessibility in Agriculture and Tourism Parco Nazionale Cinque Terre (IT)

Electric Vehicles for City Logistics Interporto Padova (IT)

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E-Mobility & Public and Tourism Transport University of Maribor

logistics, tourism, agriculture and for pedelecs.

15 partners carry out 13 pilot projects: electricity and biofuels are applied in public transport, car fleets, city

PPO-Mobility & Waste Collection Pays de Romans (FR)

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E-Mobility & Summer Tourism Transport Safari Park de Peaugres (FR)

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Biogas & Public Transport Fleet Graz (AT) E-Mobility in mountain area Provincia di Belluno and Dolomitibus (IT) Eco-sustainable Boat & Lake Transport Lago d’Idro (IT)

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E-Mobility & Vehicle to Grid AllgäuNetz GmbH & Co. KG

Table of Contents

Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

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The Problem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Climate change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Exhaustion of fossil fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Air pollution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Traffic congestion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 External(ised) costs of traffic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

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The Challenge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Preventing energy shortages which can adversely affect economy and life. . . . . . . . . 16 Guaranteeing mobility for economic and social activities in the long run. . . . . . . . . . . 16 Developing environmental and climate friendly technologies. . . . . . . . . . . . . . . . . . . 17 Setting-up renewable energy supply systems and necessary infrastructure . . . . . . . . 17 Managing technology which is hardly available and unknown to users. . . . . . . . . . . . 17

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The Opportunity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Putting a region, a city or a company on the forefront of innovation. . . . . . . . . . . . . . 18 Creating positive image effects for the pioneers. . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Early adaptation to necessary future changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Strengthening regional and national economy in a future oriented sector. . . . . . . . . . 19 Decreasing infrastructure costs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Lowering external costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

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The Task . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Check potentials to replace fossil vehicles in local fleets. . . . . . . . . . . . . . . . . . . . . . 21 Mobilise own funds and alternative financing opportunities. . . . . . . . . . . . . . . . . . . . 21 Create favourable frame conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Raise awareness among local user groups. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

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1. Executive Summary This publication is a result of the European project CO2NeuTrAlp – “CO2 Neutral Transport for the Alpine Space”. Between 2008 and 2011, a total of 15 partners from 5 countries and various sectors, among them local and provincial authorities and agencies, public utility companies, transport and city logistics companies, as well as universities and research institutions, have jointly implemented 13 pilot projects to test technologies and methodologies to promote the use of renewable energy as well as energy efficiency in transport. This document reflects the main lessons learned in terms of planning, organising, financing and implementing these innovative technologies and concepts in the different fields of transport, such as private transport, public transport, vehicle fleets, city logistics, tourism transport, e-bike rental stations etc.

These ‘Guidelines for Decision Makers’ address the target group of public and private players who are responsible for deciding on the technologies chosen to provide transport services within their scope of influence, i.e. primarily public transport fleets and vehicle fleets of private companies and public administrations: Mayors Transport secretaries Directors of transport departments Managers of public and private transport companies Fleet managers of administrations, companies and organisations (e.g. public administrations, private businesses, service providers, NGOs etc.)

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The technological shift within the transport sector which modern societies will have to face in the coming decades brings many unsolved challenges. Mutual learning, exchange of experience and development of solutions will be the key to a swift and smooth transition in the transport sector. Therefore, there is another set of “Guidelines for Technicians� who are responsible for planning and implementing the necessary measures. Those guidelines provide technical experience and knowledge generated in this pioneer project.

There is a whole set of arguments which encourage public as well as private decision makers to become active in the field of renewable energy and energy efficiency in transport as pioneering forerunners: Citizens and consumers expect sustainable, future-oriented and responsible actions from political leaders and successful entrepreneurs.

Environmental and climate protection have become common concern for society as a whole and demand that decisive action is taken to achieve the jointly established goals.

In the light of declining fossil fuels, oil and gas as well as uranium reserves, energy security has become a major issue with regards to safeguarding a smooth functioning of our transportdependent economy and society. This challenge increases with growing political instability in oil producing countries around the world.

To promote the development and application of transport technologies based on renewable energy and energy efficiency means fostering the competitiveness of a future-oriented and innovative economic sector, guaranteeing long-term growth perspectives for the respective cities and regions in a rapidly changing world.

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The increased use of local resources of renewable energy helps to strengthen small-scale economic circuits from which local and regional economies benefit.

Instead of losing regional purchasing power due to fossil energy imports, expenses for energy supply will create regional income and hence economic as well as job growth.

As renewable energy can best be produced in dispersed and decentralised small-sized installations all over the country, there is a unique chance to promote the economic development of rural areas which have been economically destabilised through modernisation, industrialisation and globalisation over the past decades.

Avoiding unnecessary traffic through mobility management and making the remaining transport “green” by means of renewable energy and energy efficiency will lead to an increase in the quality of live and environment in cities and regions. An attractive location will always benefit from increased private investments, economic growth and satisfied citizens as well as visitors.

In different chapters these ‘Guidelines for Decision Makers’ lead the reader along a logical chain beginning with ‘the problem’ of present unsustainable transport systems, leading on to ‘the challenge’ regarding the needed technological shift and ‘the opportunity’ this provides for regional economic development and environmental protection and finishing with ‘the task’ which decision makers and their institutions have to tackle in order to overcome the challenges of future mobility during the decades to come.

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2. The Problem Climate change Climate change is recognised as one of the major challenges mankind will face during the 21st century. The transport sector is increasingly contributing to global warming, currently with over a quarter of all greenhouse gas emissions.

Fig. 1: Climate change: predicted change of surface temperature for the 2081-2100 period versus 1951-1980 (source: Environment Canada)

For the Alps, regional climate models forecast rising temperatures of 2.6-3.9째C until the end of the 21st century. Future temperature increase in the Alps will be particularly elevated in the high mountains. Global warming will be accompanied by an increase of extreme meteorological events, such as floods and avalanches. Higher temperatures will also lead to the degradation of the permafrost layers, causing hazards through slope instability and landslides.

The transport sector is continuing to jeopardise the reduction goals of climate policy due to a steady growth in mobility demand on behalf of private users, but above all by the manufacturing sector.

Efforts to reduce carbon emissions from vehicles and to promote a modal shift in passenger and goods transport in order to increase the proportion of environmentally friendly means of transport have not led to satisfying results so far. The robustness of the overall transport sector against any soft steering measures suggests that further action has to be taken and that several regulatory and technological steps will have to back efforts of making both Europe as a whole and local and regional mobility systems more environmentally friendly.

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Fig. 2: Dramatic big hazards (> US$ 500 Mil.) in the years 1980 to 2008 (source Munich RE)

Exhaustion of fossil fuels Since the 1970s, oil demand exceeds the volume of newly explored oil fields. There is a heated debate among scholars, environmental NGOs, politicians and oil suppliers about the expected year when world oil production will start to decline unresistingly (‘peak oil’). As a matter of fact, most of the oil producing countries have already passed the climax of their national oil sales. The widening supply-demand gap will have to be filled by costly alternatives and by reducing the world’s oil consumption. The real dimension of the challenge becomes obvious when taking into account the expected increase of the world population by over a billion within the next 15 years and the growing mobility demand which characterises the globalising world economy and above all rising giants such as China, India, Indonesia and Brazil.

The greatest risk for any national economy and also local communities arises, however, from the fact that the decline in oil supply will most likely not happen in a smooth downward trend leading to a smooth, linear rise in energy prices. As the 2008 speculation bubble and the 2011 riots in North Africa have shown, oil prices tend to rise sharply if world markets are worried. In the light of the tremendous importance of the transport sector for all aspects of economic and social life, the necessity of promoting the shift of our transport systems towards energy efficiency and long-term

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mb/d

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Fig. 3: Widening demand-supply gap concerning worldwide crude oil demand (source: IEA 2008)

autonomy, making our transport systems largely independent from external energy supply, becomes evident. Our present energy supply chains, as well as the road transport system in the EU of which 98% depends on oil, have been developed and set-up over a period of many decades. It is time to act now to prepare for the upcoming challenges which can be properly tackled only through one vision: the solar age of mobility.

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Fig. 4: Rising dependency of the EU on external oil supply (source: IEA 2008)

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Air pollution Trans-Alpine freight transport (more than 100 million tonnes per year), trans-Alpine passenger traffic and intra-Alpine traffic are an enormous source of air pollutants. More than 60% of all goods are transported by trucks and more than 80% of people travel on roads. In 2009, 1.6 million heavy duty vehicles and 9.6 million cars crossed Brenner Pass.

Fig. 5: NO2 concentrations along traffic arteries (source: Gemeente Utrecht)

The dramatically increasing trans-Alpine traffic is concentrated on a few Alpine valleys and has a strong impact on people and ecosystems, particularly those in the vicinity of the roads. The traffic volume in the eastern Inn valley has doubled from 1980 to 2000 and is continuing to increase. Alpine valleys are sensitive to air pollution due to the location of emission sources on the valley ground, the topography with channel effects and typical meteorological conditions with temperature inversions, particularly in winter and during the night.

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Traffic congestion Traffic congestion generates relatively high indirect costs for urban economies due to the loss of time by drivers and environmental problems, mainly noise and air pollution. Ecological problems can partly be solved through alternative propulsion systems. But besides walking, cycling and public transport, only the so called “Light Electric Vehicles” (LEV) such as e-scooters, pedelecs and e-bikes, can offer effective solutions to the increasing challenge of traffic congestion.

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Fig. 6 : Inland Freight Traffic (source: Eurostat; International Transport Forum; OECD, «European Energy and Transport: trends to 2030 Update 2007», EC 2008, PRIMES; «Outlook for Global Transport and Energy Demand», TRIAS Study 2007).

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MtCO2 1000 900 800 700 600 500 400 300 200 100 0

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Figure 8: CO2 emissions by transport in the EU, 1990-2007

External(ised) costs of traffic Transport activities give rise to air pollution, noise, climate change, congestion and accidents.

The costs of these effects, the so-called external costs, are normally not borne directly by the transport users and are therefore not taken into account when making transport decisions. External costs in the transport sector are large (estimated at about 8 % of EU GDP) and depend heavily on the type of vehicle and the traffic situation being considered.

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Further to these external costs, a large amount of public money is spent on car transportation including the construction, maintenance, cleaning and lighting of streets and car parks, traffic signals, lighting, and traffic police. These considerable costs are only partially recovered by municipal revenues, like parking fees, tolls and fines, directly paid by the users of private vehicles. A study carried out by the international network ICLEI – Local Governments for Sustainability found that local authorities across Europe are subsidising private car use by up to EUR 250 per citizen per year. A study carried out for the WHO showed for 1999 additional externalised health costs caused by the transport sector amounting to way above 300 Euros per person and year for several Alpine countries.

Whereas subsidies for public transport are often subject to criticism, such hidden subsidies for motorised individual transport are not perceived by the public. In most cases, these are not even known by political decision makers since local budgets do not list income and expenditure of individual transport - these are hidden away in different budget items. It is therefore difficult to raise awareness of the amount of public money spent on private transport.

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3. The Challenge Preventing energy shortages which can adversely affect the economy and life Modern societies and economic systems strongly depend on transport and mobility services. They enable citizens to satisfy all basic needs with regards to participating in economic, social and cultural life.

The production and distribution of goods as well as the exchange of services increasingly depends on transport services that can only partly and in the long-term be replaced by means of telecommunication or small-scaled economic cycles. The problem of steadily rising energy costs through resource depletion and, above all, the threat of a supply crisis, combined with exploding energy costs provoked by political instability in oil producing regions, threaten stable economic and social development within our still strongly oil-dependent economies and societies.

Guaranteeing mobility for economic and social activities in the long run Even though many political and economic leaders are required to primarily meet the demands of short term electoral cycles and benefit targets , there is a need to foresee long-term threats as well and to begin preparing adequate measure of response in a timely manner. As 98% of the road transport within the EU is dependent on fossil fuels, the economy and society will remain vulnerable to energy supply crises over a longer period of time. Therefore, immediate action has to be taken to initiate the necessary long-term shift to energy efficient forms of transport and to an increased use of renewable energy sources within the transport sector.

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Developing environmentally and climate friendly technologies Public transport can help to reduce negative impacts of traffic. But, as the extent to which public transport, above all in dispersed rural areas, can help to avoid motorised individual transport will always remain limited, the technologies on which motorised mobility relies need to be transformed in order to meet stricter environmental standards. Therefore, measures to promote the modal shift in order to reduce motorised individual transport must be complemented by efforts to make motorised mobility independent from fossil fuels and to overcome inefficient propulsion technologies. Whilst electric mobility today is bound to today’s power generation mix, it opens paths to a fully carbon-free and renewable energy based mobility in the long term.

Setting-up renewable energy supply systems and necessary infrastructure The current worldwide energy supply system on which transport services of industrialised countries depends has been developed and implemented over a period of several decades. To replace current infrastructures, technologies and supply chains with a new decentralised system based on renewable energy is a very complex and demanding task which will constitute a major challenge for different sectors of politics, research and business over the coming decades. As far as electric mobility is concerned, this transition will require strong cooperation of the mobility and the energy sector to avoid dramatic threats and costs to the power system and to integrate electric cars as storages and buffers for volatile power production. In this upcoming technological transition process, all leading economies in the world find themselves in direct competition for the best technological solutions and products that will be demanded in large scale by future global markets.

Managing technology which is hardly available and unknown to users Visionary decision makers in politics and business face the challenge of setting the right framework conditions for implementing new transport technologies which demand new energy supply chains as well as financing, management and maintenance systems. To enable such pioneers to benefit from mutual learning processes and other organisations’ experiences, the CO2NeuTrAlp partnership has grouped a variety of partners from different Alpine countries. To prepare a municipality or company to become successful in pioneering the new technological trends in transport, it is necessary to use every opportunity to benefit from existing experience in order to avoid unnecessary problems and set-backs.

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4. The Opportunity Putting a region, a city or a company at the forefront of innovation National and regional economies which missed the right time to take the right decisions will have to intensify their struggle for ever fewer and increasingly costly energy resources. However, innovative companies will benefit from a growing demand of future-oriented products and cities and regions which have promoted the massive introduction of new technologies for renewable energy production and energy-efficient transport will enjoy wealth, stability and quality of life. The positive innovation impact can be demonstrated through the latest developments in the e-bike and pedelec market: sales numbers in Europe are increasing by approx. 50 percent every year, specifically in some regions which have fostered this energy-efficient and ecological form of mobility. The rural community of Emmental, Switzerland, is vastly benefitting from production facilities which provide a swiftly growing number of jobs in the pedelec industry.

Creating positive image effects for the pioneers It is a known phenomenon that only pioneers benefit from outstanding image effects. Companies as well as cities and regions can expect such a marketing impact only as long as their efforts in introducing clean and innovative transport technologies are a noteworthy, unique achievement. A positive image is a very important aspect for brand development and even a central location factor for innovation centred private investment in cities and regions. Therefore, getting on board the mega-trend of renewable energy and their use in clean transport is a must for any dynamic company or location.

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Early adaptation to necessary future changes The issue of transition from the fossil to the solar age of mobility is only a question of time. Early adaptation helps to safeguard a smooth transition while a forced turn-away from fossil fuels through supply shortages or rocketing fuel prices will cause severe disruptions in economic and social life within economic systems which are heavily dependent on fossil resources. Considering that a full transition of the transport sector to renewable energy supply and alternative propulsion systems will take several decades, decision makers should make sure that at least the most vital functions of economic and public life are safeguarded in the short-term through a good mix of existing systems and selfsustained, autonomous energy supply from renewable sources using latest technology for generation, storage, transmission and distribution.

Strengthening regional and national economy in a futureoriented sector In times of globalisation, innovations are no longer a privilege of certain regions over a longer period of time. Innovations spring up almost simultaneously in different locations and even countries in Asia have become strong competitors for the European economy. The use of renewable energy in transport, above all by means of electric propulsion systems, 3rd generation biofuels and biogas is widely recognised as being a future mega-trend leading to an industrial revolution which also established industrialised economies will have to face. Therefore, it is a crucial question of future competitiveness in a global market of renewable energy and transport technology which will decide over a region’s future prospect for wealth. Political and economic leaders should therefore immediately begin setting the right framework conditions investing in the adaptation to and promotion of future-oriented technologies in their regional crafts and industries. Such a tactical move justifies the investments and higher costs which these technologies require until the stage of mass production has been reached.

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Decreasing infrastructure costs The transition to the ‘solar age of mobility’ must go hand in hand with efforts to reduce traffic flows by a decentralised concentration of settlement structures and a reduced geographical scope of supply chains in production. Mobility management measures shall help to avoid unnecessary journeys and improved offers shall promote the modal shift towards environmentally friendly means of transportation for the remaining mobility demand. These measures will help in the long run to reduce relatively high infrastructure costs for motorised individual transport. Only where mobility patterns require motorised individual transport, vehicles equipped with alternative propulsion systems need to be employed and the respective infrastructure has to be provided for. The reduction of overall costs for transport infrastructure such as roads, parking spaces etc. will enable municipalities and regions to cover investment costs incurred through the promotion and deployment of alternative transport technologies and mobility management measures.

Lowering external costs A great part of the costs of motorised individual transport are usually externalised in the form of hidden subsidies, e.g. for providing parking space in inner city areas far beyond the real price level of the respective terrain, or costs through accidents which have to be borne by society at large. A modal shift to cleaner modes of transport, as e.g. walking, cycling and public transport, will help to lower external costs for society as a whole.

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5. The Task Check potential ways to replace fossil vehicles in local fleets Some fleet owning municipalities and regions, like the City of Reggio Emilia in Italy, have demonstrated that even with more expensive electric cars costs can be reduced considerably through lower maintenance and fuel costs. If fleet vehicles are used intensively but within the usual daily range of an electric car (between 100 and 150 km of autonomy) a transition to electric mobility is viable and can make sense in economic terms. As experience in the pilot projects of CO2NeuTrAlp shows, this even applies to such demanding sectors of transport as city logistics, heavy duty vehicles and public transport. The analysis of the mobility demands within an organisation will most likely show that there is even potential to replace some conventional cars in the fleet by e-scooters, pedelecs, or e-bikes. In such cases the achieved cost reduction as well as environmental benefits will even be much higher.

Mobilise own funds and alternative financing opportunities As long as the investments for alternative propulsion systems are high, investors will need creativity to explore all possible sources of funding and potential for cost reduction to allow for a transition to clean transport technologies. Vehicles can be shared and jointly used by small companies.

Having been used as a fleet vehicle of an organisation during the day, vehicles can be inserted into a car-pooling scheme in the evening (as practised e.g. by the public transport association of the region of Stuttgart). Some car manufacturers allow their clients to lease the electric vehicle or even just the costly battery. In public transport fleets, electric vehicles may also serve as an attractive carrier of publicity for private enterprises, creating extra revenues. This also applies to the rental stations for pedelecs which can become a source of funding by providing inner-city publicity opportunities for marketing firms. Of course, there are also a variety of regional, national and EU programmes which provide financial support for the implementation of innovative transport measures and new business scenarios.

Create favourable frame conditions A holistic approach to environmentally friendly transport will also involve the issue of energy supply.

Companies and public administrations can contribute, with complementary investments, to the increase of endogenous renewable energy production. Municipalities and regions, as has been demonstrated by

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various pioneers in the Alpine Space so far, can achieve full autonomy in renewable energy supply for all households and businesses within a relatively short period of time. This will require new measures in balancing regional energy generation, storage, distribution and use as has been investigated in Alpine Space project AlpEnergy (see www.alpenergy.net). Such measures to achieve energy autonomy in all fields, including transport, will benefit not only the environment but also provide stable income and jobs for the respective region. Public authorities can take many complementary measures to foster the use of alternative vehicles: public charging stations in districts which do not have many possibilities for private charging, free parking in attractive inner-city areas as well as limited access for conventional cars and motorcycles to the city centre may be options which should be carefully and critically studied. Power suppliers, public utility companies or administrations may even set-up rotational funding schemes to allow private investors to purchase electric or other vehicles which use endogenous renewable energy sources, avoiding high interest rates.

Raise awareness among local user groups Transformation of the transport system of a city or region is a challenging task which cannot be tackled without involving a great number of relevant stakeholders and users such as local authorities, energy suppliers, companies, commuters, pupils, students, etc.

Therefore, the impact of any good measure will remain limited as long as no intensive communication process is established which helps to spread knowledge and increase the motivation of all potential partners and users to jointly implement new transport technologies within a city or region. There are numerous options such as fairs, festivals, school projects, publicity measures, media work etc. which can be tailored to the specific needs and possibilities of any city or region willing to take a lead on the road to the solar age of mobility.

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GUIDELINES FOR DECISION MAKERS

Imprint Guidelines for Decision Makers, 1st Edition, June 2011 Published by: B.A.U.M. Consult GmbH Gotzinger Straße 48/50, 81371 Munich, Germany www.baumgroup.de Authors: Prof. Dr. Rainer Rothfuss, Vivien Führ, Anja Lehmann, Ludwig Karg Pictures: istock (p.1,7,8,14,15,16 right,18, 22); Fotolia (p. 12 right bottom, 19); Dr. Manfred Kirchner (p.12 left bottom); Partner (p. 6,16 left,20,22) Conception & Design Forschungsgesellschaft Mobilität - Austrian Mobility Research, FGM-AMOR ; www.fgm.at Download: The brochure can be downloaded from www.co2neutralp.eu.

Copyright © B.A.U.M. Consult GmbH, München, Germany, 2011 Copies of these guidelines – also of extracts thereof –may only be made with the permission of and with reference to the publisher and if a sample copy is provided.

Acknowledgements and legal disclaimer: These guidelines have been produced as part of the CO2NeuTrAlp project, supported by the Alpine Space Programme of the European Territorial Cooperation and co-funded by the European Regional Development Fund, project no. 10-1-2-D. The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of the European Communities, the ETC-ASP Managing Authority, the ETC-ASP Joint Secretariat, or the Land Salzburg. None of these authorities and institutions is responsible for any use that may be made of the information contained therein.

GUIDELINES FOR DECISION MAKERS

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www.co2neutralp.eu

THE PROJECT IS CO-FUNDED BY THE EUROPEAN REGIONAL DEVELOPMENT FUND