Learning Centre

Zaragoza Logistics Center (ZLC), project partners of CIVITAS SUNRISE, organised a webinar on how to adapt Sustainable Urban Mobility Plans (SUMPs) to the neighbourhood level.

The points addressed were:

• What is a Sustainable Urban Mobility Plan (SUMP)?
• Benefits
• Process of a SUMP: from step 1 to 11
• Good practices examples
• Q/A round

Key take away: Integrating not only passengers but also freight in the SUMP development decreases noise, emissions and congestion in the neighbourhoods, improves road safety, enhances business economic development, and improves the efficiency and cost-effectiveness of the transportation of goods.

Are you interested in smart mobility? Would you like to know more about 5 European initiatives that roll out new, smarter and sustainable solutions in European cities?

The EIP-SCC Sustainable Urban Mobility Action Cluster (EIP-SCC SUM AC) is pleased to invite you to a webinar taking place on-line on 20th June 2018, from 13:00 to 14:30 CET.

This webinar will give you the opportunity to hear about the cities and companies that are leading 5 actions as part of the European Innovation Partnership in Smart cities and communities. Their aim is to become the leading platform for understanding city needs, for bringing stakeholders together, building the tools that support an innovation pipeline, and directly supporting individual networks and projects that are en-route to realisation.

The Sustainable Urban Mobility Action Cluster focuses on five Initiatives:

• Urban Air Mobility (UAM) – lead by Airbus, it aims to  contribute to bringing urban mobility into the third dimension – the airspace (flying vehicles)– by offering a marketplace-driven forum of diverse mobility stakeholders (ground and air) to jointly work towards city-centric demonstration projects at intra-city and inter-city (regional) level;
• Intelligent Mobility For Energy Transition (IMET) – lead by Nissan, it aims to create a mechanism for the development of sustainable energy models through e-mobility solutions as an innovative product for the development of smart cities;
• New Mobility Services (NMS) – lead by the Province of Noord-Brabant/ Brabanstad, it aims to build a common ground for New Mobility Services, supporting service replication and cooperation between cities and private sector;
• E-Vehicles for Smart Cities and Communities (EV4SCC) – lead by Urban Foresight, it is mobilising a Europe-wide dialogue on the potential for electric vehicles to be integrated with smart city initiatives and aims to create the world’s largest marketplace for smart electric mobility solutions;
• Alternative Fuels Special Vehicles (AFSV) – lead by Aebi-Schmidt, it aims to create a guideline that draws on the very latest and most appropriate technologies to recommend to cities to help steer a clear path in order to achieve the zero emission target in the field of special vehicles.

Participation to the webinar is free. If you wish to participate, please register here.

In the latest webinar from the CIVITAS SUMPs-Up city webinar series, the city of Donostia-San Sebastian in Spain discusses the development and implementation of its Sustainable Urban Mobility Plan (SUMP).

The process of changing the mobility culture in the city started 25 years ago, and has been met with opposition along the way. Through engagement and innovative measures, however, this has been overcome.

Donostia-San Sebastian is one of the SUMPs-Up city partners.

Research conducted over the last few decades in many western countries confirms that there is a mutually reinforcing relationship between transport poverty (i.e. lack of access to both private and public mobility resources) and social exclusion (inability to fully participate in life-enhancing activities).

In these contexts, households that do not own cars are overwhelmingly concentrated in the lowest income quintiles, where approximately only half of households own cars. For low income households with cars, mobility is still reduced -- they make significantly fewer trips and travel much shorter distances than their higher-income, car-owning counterparts.

The experience of reduced mobility often means that low income households are unable to fully participate in key activities, such as employment, education, health care and food shopping. It is perhaps for these reasons that car ownership among low-income households in the UK has increased more rapidly year on year than for other income brackets. Yet this statistical trend tells us very little about the actual motivations behind why people living on or near ‘the breadline’ (i.e. in poverty) are willing to commit so much of their limited financial resources to owning and running a private vehicle. They do so even when they find it difficult to afford other basic necessities, such as food, warmth, shelter and clothing. Much of transportation policy is based on the idea that low-income people do not own cars. Yet a growing body of evidence suggests that this is no longer the case.

What does the experience of low-income car ownership mean for our work in transportation, and what lessons learned from other western countries can help guide our efforts here in Canada? Join transportation expert Karen Lucas as she explores these issues and discusses the ‘auto motives’ of low-income populations, by drawing on case study evidence from different geographical and social contexts over the last 20 yrs.

In this webinar, you will learn:

• What social exclusion is and how it relates to transportation;
• The various motivations behind car ownership for low income households and individuals;
• The opportunities and challenges of car ownership for people of limited financial means; and
• Further research and policy measures required to help address these issues.

Planning and policy decisions in Urban Mobility Plans (UMPs) are optimally based on extensive transport system data, travel demand data as well as travel behaviour. Developed cities and regions are using transport demand models to investigate the impact of particular measures. Those models rely on data input from various sources - i.e. from traffic counts, household surveys and further socio-economic and geo data. Most developing cities lack such comprehensive data to inform mobility planning and policy decisions, but many are catching up. At the same time, classic transport master plans are not flexible enough to react on the dynamic growth of developing cities, as they’re not regularly reviewed and thus, becoming obsolete.