The SWITCH Campaign Guide and Toolbox

Greener Management International, 2004

In the Dutch National Environmental Policy Plan 4 it has been recognised that persistent environmental problems (such as global warming caused by greenhouse gases) cannot be solved by traditional policy instruments or by technological innovation alone. Transitions are necessary and have been defined as long-term, continuous processes in which a society or a subsystem changes fundamentally-interconnected changes that reinforce each other in technology, the economy, institutions, ecology, culture, behaviour and belief systems. One of the examples where transitions are necessary is in the realm of mobility. Although there is currently no accepted single strategy, promising new options are increased multimodal chain mobility (in order to reduce car mobility), and a transition towards a sustainable fuel infrastructure. In the last few years leading car companies have been investing in fuel cell technologies, possibly requiring new infrastructures based on hydrogen. Innovation in the direction of hydrogen fuel cells requires a future vision that is shared by many stakeholders, collaboration between many public and private stakeholders, and experimentation in Bounded Socio-Technical Experiments, in which second-order learning processes take place about the nature of the technology, about collaboration between stakeholders with various interests, and about sustainable solutions for the future. As a case study, consumer acceptance of fuel cell buses in Amsterdam has been analysed. In this case, special emphasis has been given to social learning among stakeholders.

2018

About this report. This is the English short version of the report 'Vägval 2030. Färdplan för snabbomställning till HÅLLBARA persontransporter'. The report is written by researchers from Blekinge Institute of Technology (BTH) based on a close cooperation with partners from the first phase of the GreenCharge project (2011-2015). See the report backside for a list of the project partners in Spring 2015. This report and a complete version (in Swedish) are available at www.bth.se/sustaintrans.

2018

Greater cooperation across transport modes in research and development activities has the potential to develop systems thinking, optimise use of resources and improve services for customers. This paper presents the findings of a Horizon 2020 project called Users, Safety, Security and Energy in Transport Infrastructure (USE-iT) which aimed to encourage greater cross-modal collaboration, through the identification of common challenges and development of a cross-modal research roadmap to address these. USE-iT and its sister project FOX identified more than 300 technologies, processes and systems that could benefit from a cross-modal approach. The involvement of industry was an integral part of this process, and a key objective of the project was to bring together stakeholders from all modes to facilitate knowledge transfer and develop a network for future cooperation. The paper focuses on research supporting the reduction of energy consumption and carbon emissions across transport modes, which was one of four topic areas addressed by USE-iT.

2013

Introduction: This explorative study examines personal and neighbourhood characteristics associated with short-distance trips made by car, bicycle or walking in order to identify target groups for future interventions. Methods: Data were derived from 'Mobility Research Netherlands (2004-2009; MON)', a dataset including information regarding trips made by household members (n = 653,000 respondents annually). Using postal codes of household addresses, MON data were enriched with data on neighbourhood typologies. Multilevel logistic modelling was used to calculate odds ratio (OR) of active transport versus car use associated with four different trip purposes (shopping (reference), commuting, taking or bringing persons or sports). A total of 277,292 short distance trips made by 102,885 persons were included in analyses. Results: Compared to women shopping, women less often take active transport to sports clubs (OR = 0.88) and men less often take active transport for shopping (OR = 0.92), or for bringing or taking persons (OR = 0.76). Those aged 25-34 years (OR = 0.83) and 35-44 years (OR = 0.96) were more likely to use active transport for taking or bringing persons than persons belonging to the other age groups (relative to trips made for shopping by those 65 years or over). A higher use of active transport modes by persons with an university or college degree was found and particularly persons living in urban-centre neighbourhoods were likely to use active transport modes. Conclusion: In developing policies promoting a mode shift special attention should be given to the following groups: a) men making short distance trips for taking or bringing persons, b) women making short distance trips to sport facilities, c) persons belonging to the age groups of 25-44 years of age, d) Persons with a primary school or lower general secondary education degree and persons with a high school or secondary school degree and e) persons living in rural or urban-green neighbourhoods.

Currently, the transportation sector is responsible for about 30% of the CO2-emissions. In the near future, this percentage is expected to increase. CO2-reduction in the mobility sector is difficult to achieve as mobility related carbon emissions are not location-specific and therefore difficult to assign. This article describes a case study performed in the city of Breda, the Netherlands in its goal to become completely carbon-neutral by the year 2044. By using traffic models and discussing the results in workshops with a diversity of municipal departments we gained a quantitative insight in assessing the potential for realizing the goal of a carbon neutral mobility system by the year 2044. The results led to the preparation of a Sustainable Urban Mobility Plan (SUMP) including new bicycle and public transport action plans. This plan was incorporated in the new spatial development plan Breda 2030. Next to this climate action plans were set up between the municipality and private stakeholders.

The information disseminated within this report is a combination of research into the current state of the art for transport. The information was collected from a number of sources including peer reviewed journal papers, government white papers and interviews with various relevant figures as noted in the acknowledgments. These interview are referenced where appropriate and are available on our website.

Sustainability

Transport is one of the sectors that contributes to global warming. To tackle this issue, one of the most important tasks is to enhance/support a mode shift from individual car use to more sustainable traffic modes. To achieve this, psychology-based measures are needed. We need to understand what keeps people from walking, and what motivates people who do walk to do so, or to define the barriers and the preconditions that are needed for walking or cycling. These preconditions are perceived in a different way by different people. As the motivation of individual citizens differs greatly, the preconditions have to be targeted precisely. In this paper a scheme is presented that deals with this issue—i.e., to enhance/support a mode shift to sustainable traffic modes with the following steps: To identify and improve the preconditions for walking; to communicate information, and; to provide opportunities or incentives. As a theoretical background we use a classical marketing model presente...

2011

ABSTRACT Effectiveness of transport policy measures in motivating car users to switch travel mode is a promising area of research. Stated preference (SP) surveys, also called self-stated preferences for research or services, have been widely applied in the areas of marketing and travel demand modelling, separately or jointly with Revealed Preference (RP) surveys.

2007

In this article we present the results of an in-depth ex-post evaluation of the Dutch Eco-driving program carried out within the framework of the AID-EE1 project which has been supported by the Intelligent Energy for Europe Program. The Eco-driving program is a policy package with the objective to stimulate more energy-efficient purchase and driving behaviour. While focusing on behavioural aspects, the program is complementary to the ACEA covenant which has purely technical objectives, i.e. making cars more efficient. The analysis shows that: Between 1999 and 2004 energy savings of 1.3 – 3.0 PJ (corresponding with 0.1-0.2 million tonnes of CO2 emission reductions) have been achieved, which is 0.3-0.8 % of total fuel consumption of Dutch road transport. The intermediate target of 2005 to reduce 0.4 million tonnes of CO2 emissions has probably not been met. Up to now, the program has been less successful in training existing drivers. However, both the already realized savings and the ...

Transportation research procedia, 2016

Planning of the transport system is usually based on forecasting of future traffic volumes. The forecast is based on current trends in the society, predictions of future economic growth and costs of transport. In all parts of Europe these trends and models point towards further growth of transport and traffic volumes. The highest growth is predicted in the Eastern part where car ownership is getting closer to the levels in the Western part. Safety factors and seamless mobility can justify improved road network but the forecasts also indicate a need for larger roads with more capacity. These new roads not only induce more traffic and thereby more emissions of GHG but also larger energy use and emissions of GHG during construction, operation and maintenance. In the last report IPCC warns that infrastructure developments that lock societies into GHG-intensive emissions pathways may be difficult or very costly to change. This reinforces the importance of early action for ambitious mitigation. To reach the climate objectives there is a need for technical solutions in energy efficient vehicles partly or fully dependent on electricity and a replacement of fossil fuels with bio fuels. These solutions however are not enough. There is also a need to change direction in planning and development of society and infrastructure in accordance with behavioral changes. It is a clear paradigm shift from planning for more traffic with cars and trucks towards a more sustainable mobility with accessibility through walking, cycling and public transport with less cars and improved logistics and modal shift instead of more trucks. Under such conditions of paradigm shift forecast is a very unreliable method. So there is a need for other methods. This paper is a result of the work within the CEDR I4 group on mitigation and adaptation to climate change. Based on examples from Sweden, Norway, Hungary and Poland within the group the paper explores an alternative method for planning. The first