Transportation is a basic social need, but most trips are done by private vehicles, which is not environmentally sustainable with growing urban populations. Micromobility (e.g., shared bikes) represents a significant opportunity to replace short private vehicles trips (0–3 miles) and reduce transportation sector emissions. This paper uses Seattle as a case study and estimates that up to 18% of short car trips could be replaced by micromobility.
Mobility as a Service (MaaS) is a recent concept that is gaining momentum in both the scientific world and the private sector. First studies and field trials – essentially conducted in developed countries – suggest that MaaS can influence people's mobility behavior and create more efficient and sustainable transport systems for the future. We intend to contribute to the existing knowledge about MaaS by extending the scope to the context of developing countries where MaaS could be a potential strategy to address existing transport problems.
This synthesis paper presents the objectives, approach and cross-cutting results of the Latin American Deep Decarbonization Pathways project (DDP-LAC). It synthesizes and compares detailed national and sectoral deep decarbonization pathways (DDPs) to 2050 compatible with the Paris Agreement objectives and domestic development priorities in Argentina, Colombia, Costa Rica, Ecuador, Mexico and Peru.
Background: Car-dependent city planning has resulted in high levels of environmental pollution, sedentary lifestyles and increased vulnerability to the effects of climate change. The Barcelona Superblock model is an innovative urban and transport planning strategy that aims to reclaim public space for people, reduce motorized transport, promote sustainable mobility and active lifestyles, provide urban greening and mitigate effects of climate change. We estimated the health impacts of implementing this urban model across Barcelona.
Urban areas account for 70% of carbon emissions, and are likely to be the locus of attention to reduce future emissions in developing countries. However, only a small share of Clean Development Mechanism (CDM) projects under the Kyoto Protocol and only 30% of public climate finance is invested in urban areas. One of the main reasons is that most urban climate change mitigation projects rather provide development than climate benefits, so the question is whether alternative mechanisms can mobilize urban mitigation projects.
