Network and mobility management
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Factsheet: Cooperative Intelligent Transport System
The basic principle of Cooperative Intelligent Transport Systems (C-ITS) is that road users exchange information among each other and with infrastructure elements such as traffic lights or signs in real- time and at high-speeds. The technology can help implement city policies and strategies, and support policies to prioritise specific vehicle classes such as public transport or emergency vehicles. Improved traffic management can further support smart-city goals in terms of energy efficiency and reducing CO2 emissions. Case Study: C-ITS in Austrian cities |
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Factsheet: Parking Management
A In Europe, growing and shrinking cities and districts are very often relatively close to each other, and allow for daily commutes from one centre to the other. The number of people travelling to these areas for work, education, shopping and leisure is increasing. Furthermore, middle-class households can afford a car for at least for travelling at weekends and for non-routine trips during the week. All these trends mean that in most attractive inner-city districts there is not enough parking available, making effective parking management increasingly important. Case Study: Barcelona´s Parking Restriction Scheme (Spain) |
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Factsheet: Access Restrictions
Access Restrictions Schemes (ARS) aim to restrict and enable access to city districts or network intersections. These strategies can reduce congestion and parking stress, improve traffic safety and network operations and help reduce direct emissions. ARS must be easy to administrate and execute; lead to as little delay as possible for cars entering or leaving; easily adjustable to meet future needs; and, if applicable, allow easy payment for both residents and non-residents. Case Study: Stockholm’s congestion charge (Sweden) |
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Factsheet: Traffic management
Managing traffic in urban areas is a complex issue, involving different agencies and partners. However, if done right it can reduce congestion, emissions, pollution and parking pressure; facilitate freight delivery; and make the best use of available resources and infrastructure. It can also increase the share of sustainable transport modes, safety, and accessibility. Case Study: Grand Lyon´s Traffic Management Tool (France) |
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Factsheet: Car-Sharing
The advantage of owning a car means that there is always a vehicle available, but this comes with considerable drawbacks. Besides the initial costs of buying a vehicle, there are running costs, the need for a parking space, driving a car much larger than necessary for the trip, and general upkeep and services. In the 1990s, private car-sharing schemes started in Europe, promoting the idea of a car used by more than one person, thus utilising it much better, and sharing fixed costs between those involved. It would sometimes even eliminate the need for a second car and reduce the need for parking spaces. Case Study: Bremen´s Car-Sharing Scheme (Germany) |
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Factsheet: Multimodal journey planners
A multimodal journey planner is a software application that allows users to plan a single trip using multiple modes of public and private transport. It is usually accessible on computers and other digital devices (e.g. smartphones). It provides integrated travel suggestions and encourages the use of sustainable transport. Case Study: Vienna´s Multimodal Journey Planner (Austria) |
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Factsheet: Registration management and number plate auctions
Managing vehicle registrations and auctioning vehicle number plates limits the amount of cars in a city by linking car ownership to possessing some form of permit. In addition to, or instead of, setting a limit on the number of vehicles, municipalities can charge a fee for owning a vehicle, potentially based on its fuel efficiency and emissions. This can also encourage people to use cleaner vehicles or more sustainable modes such as public transport and non-motorised modes. Case Study: Restricting car ownership in Beijing and Shanghai (China) |
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Factsheet: Fuel economy standards
Fuel economy standards, or variants such as CO2 emissions standards, aim to improve the fuel economy (and thus the emissions) of vehicles on a per-kilometre basis by imposing an upper limit on vehicles at the point of purchase. For policy-makers, the key benefit of fuel economy standards compared to other mechanisms is the need to deal with only a relatively small number of car manufacturers, whereas other policies usually target a vast number of individuals. Case Study: Chile´s policy on fuel efficiency |
