MyFairShare - User contributions [en-gb]

Context of Sarpsborg Living Lab (LL5)

2023-10-11T10:31:07Z

Florian Lorenz:

==Individual Mobility Budget==
====Instrument Type====
====Scale====
====Scope====
==Governance Framework==
===Laws, rules and institutions===
====Problem Owners====
====Legal or Executive Power of Problem Owner(s)====
====Existing Rules====
====Existing Policies====
====Enforcement====
===Availability and Access to Resources===
====Net Budgetary Impact for the Problem Owner====
====Data Availability====
====Administrative and Technical Capacity====
====Adaptability of Local Economy====
====Walkability and Cyclability====
===Politics, Ideologies, and Attitudes===
====Problem Owner Ideology on Climate Action====
====Political Stability====
====Level of Opposition to Climate Action and Policies====
====Political Engagement====
====Public Perception of Climate Movement====
====Cultural Attitude towards Car Ownership====
===Stakeholders, Interests and their Influence===
===Shocks===
====Brief Description of Recent Events that may Impact the Implementation of Individual Mobility Budgets====

[[Contextual focus|Go back to previous page]]

Context of Jelgava Living Lab (LL3)

2023-10-11T10:30:52Z

Florian Lorenz:

Context of Berlin Living Lab (LL2)

2023-10-11T10:30:30Z

Florian Lorenz:

==Individual Mobility Budget==
====Instrument Type====
Raising awareness; methods: intervention study based on information about the allocated budget and its calculation basis, the CO2 emissions of different mobility behaviors/transport modes, and contextual information about climate change mitigation and climate change; in addition, we will incorporate serious game/planning game elements as motivational drivers, such as a competition to meet the assigned mobility budget

====Scale====
Local level as far as possible, city-level (Berlin)

====Scope====
All trip purposes (personal daily mobility) and all transport modes, but focus on commute and commuters using a private car for trips to and from work and their willingness and ability to change to other transport modes.

==Governance Framework==
===Laws, rules and institutions===
====Problem Owners====
Federal government/Ministry for Digital and Transport; Federal State government of Berlin/Senate of Environment, Mobility, Transport and Climate

====Legal or Executive Power of Problem Owner(s)====
Federal level, (Klimaschutzgesetz/ Climate Protection Act of 24 June 2021

State level: Berliner Klimaschutz- und Energiewendegesetz, (amendment of 27.08.2021)

====Existing Rules====
CO2-neutrality by 2045, Federal state level (Berlin): CO2-neutrality by 2045

Federal level:

* by 2030: Reduction by 65 %
* by 2035: Reduction by 77 %
* by 2040: Reduction by 88 %
* by 2045: Reduction by 100 %

Berlin/state level:

* by 2030: Reduction by 70 %
* by 2040: Reduction by 90 %
* by 2045: Reduction by 100 %

Berlin/federal state level: Mobility Act (covering ambitious expansion targets for cycling, walking and public transit and affecting road space distribution between modes and emissions)

====Existing Policies====
Berliner Energie- und Klimaschutzprogramm 2030 (BEK 2030): contains strategies and measures to achieve the goal of climate neutrality, thus represents the "roadmap" and the central instrument of Berlin's energy and climate protection policy. Its approximately 100 measures represent the diversity of climate policy in Berlin and address both climate protection and adaptation to the unavoidable consequences of climate change.

Berlin level: Klimabürger:innenrat (Climate Citizens Council): 47 recommendations for climate protection

====Enforcement====
Constitutional Courts, respectively NGOs e. g. Deutsche Umwelthilfe (DUH) which has filed several lawsuits against federal states before the constitutional court for inadequate climate protection action

===Availability and Access to Resources===
====Net Budgetary Impact for the Problem Owner====
====Data Availability====
high

====Administrative and Technical Capacity====
In Germany and Berlin, capacity and competences are sufficient to reach targets but there is still need for more personnel

====Adaptability of Local Economy====
E.g. car industry and energy /water intensive industries such as chemical industry are important in terms of Germany but not in terms of the state of Berlin; Berlin´s economy is not particularly vulnerable

====Walkability and Cyclability====
Already quite ok, growing modal share, and ambitious targets by 2030

===Politics, Ideologies, and Attitudes===
====Problem Owner Ideology on Climate Action====
Climate protection as relevant goals and high priorities; Green Party in federal and well as federal state government; however, one coalition partner inhibits policies affecting car use and blocks measures effectively reducing car use

====Political Stability====
Stable

====Level of Opposition to Climate Action and Policies====
Low, even the parliamentary opposition supports climate goals; general public /population also supports climate goals (recently proved by the recommendations by the Climate Citizens Council)

====Political Engagement====
Several movements, advocacy groups, NGOs in the areas of climate, transport transition, environment

====Public Perception of Climate Movement====
Depends

====Cultural Attitude towards Car Ownership====
High acceptance of cars and existing car culture

===Stakeholders, Interests and their Influence===
===Shocks===
====Brief Description of Recent Events that may Impact the Implementation of Individual Mobility Budgets====

[[Contextual focus|Go back to previous page]]

Context of Vienna Living Lab (LL1)

2023-10-11T10:27:36Z

Florian Lorenz:

==Individual Mobility Budget==
====Instrument Type====

====Scale====
====Scope====
==Governance Framework==
===Laws, rules and institutions===
====Problem Owners====
====Legal or Executive Power of Problem Owner(s)====
====Existing Rules====
====Existing Policies====
====Enforcement====
===Availability and Access to Resources===
====Net Budgetary Impact for the Problem Owner====
====Data Availability====
====Administrative and Technical Capacity====
====Adaptability of Local Economy====
====Walkability and Cyclability====
===Politics, Ideologies, and Attitudes===
====Problem Owner Ideology on Climate Action====
====Political Stability====
====Level of Opposition to Climate Action and Policies====
====Political Engagement====
====Public Perception of Climate Movement====
====Cultural Attitude towards Car Ownership====
===Stakeholders, Interests and their Influence===
===Shocks===
====Brief Description of Recent Events that may Impact the Implementation of Individual Mobility Budgets====

[[Contextual focus|Go back to previous page]]

Context of London Living Lab (LL4)

2023-10-11T10:26:47Z

Florian Lorenz:

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
[https://tfl.gov.uk/ Transport for London (TfL)] and [https://www.london.gov.uk/ Greater London Authority (GLA)].

==== Legal or Executive Power of Problem Owner(s) ====
National level: [https://www.legislation.gov.uk/ukdsi/2019/9780111187654 Climate Change act 2008] and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
[https://www.gov.uk/guidance/carbon-budgets National carbon budgets]: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London [https://tfl.gov.uk/modes/driving/ultra-low-emission-zone Ultra Low Emissions Zone (ULEZ)]

London [https://tfl.gov.uk/modes/driving/congestion-charge Congestion Charge (CC)]

[https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/770715/clean-air-strategy-2019.pdf National Clean Air Strategy]

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by [https://www.london.gov.uk/press-releases/mayoral/mayors-statement-on-tfl-funding ongoing funding crisis].

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although [https://www.london.gov.uk/press-releases/mayoral/mayor-warns-jobs-at-risk-if-tfl-not-rightly-funded constrained budgetary context] may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now [https://pedestriansfirst.itdp.org/city-tool/step-1 live within 1 km walk] of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in [https://www.london.gov.uk/who-we-are/governance-and-spending/good-governance/electing-mayor-and-assembly#:~:text=Mayor%20of%20London%20and%20London,the%2025%20London%20Assembly%20members. May 2024].

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. [https://www.rbkc.gov.uk/newsroom/council-will-not-reinstall-kensington-high-street-cycle-lane opposition to cycling infrastructure] and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, [https://www.londonelects.org.uk/im-voter/election-results/results-2021 voter turnout of 42%] in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|thumb|800x800px|none]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

[[Contextual focus|Go back to previous page]]

Context of London Living Lab (LL4)

2023-10-11T10:24:40Z

Florian Lorenz:

Context of London Living Lab (LL4)

2023-10-11T10:21:26Z

Florian Lorenz:

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
[https://tfl.gov.uk/ Transport for London (TfL)] and [https://www.london.gov.uk/ Greater London Authority (GLA)].

==== Legal or Executive Power of Problem Owner(s) ====
National level: [https://www.legislation.gov.uk/ukdsi/2019/9780111187654 Climate Change act 2008] and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
[https://www.gov.uk/guidance/carbon-budgets National carbon budgets]: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London [https://tfl.gov.uk/modes/driving/ultra-low-emission-zone Ultra Low Emissions Zone (ULEZ)]

London [https://tfl.gov.uk/modes/driving/congestion-charge Congestion Charge (CC)]

[https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/770715/clean-air-strategy-2019.pdf National Clean Air Strategy]

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|thumb|800x800px|none]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-11T10:18:36Z

Florian Lorenz:

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
[https://tfl.gov.uk/ Transport for London (TfL)] and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|thumb|800x800px|none]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-10T18:00:22Z

Florian Lorenz: /* Shocks */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|thumb|800x800px|none]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-10T18:00:04Z

Florian Lorenz: /* Shocks */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|thumb|800x800px|none]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-10T17:59:24Z

Florian Lorenz: /* Shocks */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|left|thumb|600x600px]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-10T17:58:42Z

Florian Lorenz: /* Stakeholders, Interests and their Influence */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|left|thumb|600x600px]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-10T17:54:59Z

Florian Lorenz: /* Stakeholders, Interests and their Influence */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===
[[File:Stakeholders - London Living Lab.jpg|left|frame|Stakeholders, interests and their influence for the London Living Lab. ]]

=== Shocks ===

==== Brief Deion of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

File:Stakeholders - London Living Lab.jpg

2023-10-10T17:52:18Z

Florian Lorenz:

Stakeholders, interests and their influence for the case of the London Living Lab.
Version: June 2022

Context of Berlin Living Lab (LL2)

2023-10-05T12:03:17Z

Florian Lorenz:

Context of Berlin Living Lab (LL2)

2023-10-05T11:59:58Z

Florian Lorenz:

Context of Sarpsborg Living Lab (LL5)

2023-10-05T11:57:23Z

Florian Lorenz: Created page with "==Individual Mobility Budget== ====Instrument Type==== ====Scale==== ====Scope==== ==Governance Framework== ===Laws, rules and institutions=== ====Problem Owners==== ====Legal or Executive Power of Problem Owner(s)==== ====Existing Rules==== ====Existing Policies==== ====Enforcement==== ===Availability and Access to Resources=== ====Net Budgetary Impact for the Problem Owner==== ====Data Availability==== ====Administrative and Technical Capacity==== ====Adaptability of L..."

Context of Jelgava Living Lab (LL3)

2023-10-05T11:57:05Z

Context of Berlin Living Lab (LL2)

2023-10-05T11:56:47Z

Florian Lorenz: Created page with " ==Individual Mobility Budget== ====Instrument Type==== ====Scale==== ====Scope==== ==Governance Framework== ===Laws, rules and institutions=== ====Problem Owners==== ====Legal or Executive Power of Problem Owner(s)==== ====Existing Rules==== ====Existing Policies==== ====Enforcement==== ===Availability and Access to Resources=== ====Net Budgetary Impact for the Problem Owner==== ====Data Availability==== ====Administrative and Technical Capacity==== ====Adaptability of..."

Context of Vienna Living Lab (LL1)

2023-10-04T13:08:43Z

Florian Lorenz: Created page with " ==Individual Mobility Budget== ====Instrument Type==== ====Scale==== ====Scope==== ==Governance Framework== ===Laws, rules and institutions=== ====Problem Owners==== ====Legal or Executive Power of Problem Owner(s)==== ====Existing Rules==== ====Existing Policies==== ====Enforcement==== ===Availability and Access to Resources=== ====Net Budgetary Impact for the Problem Owner==== ====Data Availability==== ====Administrative and Technical Capacity==== ====Adaptability of..."

==Individual Mobility Budget==
====Instrument Type====

====Scale====
====Scope====
==Governance Framework==
===Laws, rules and institutions===
====Problem Owners====
====Legal or Executive Power of Problem Owner(s)====
====Existing Rules====
====Existing Policies====
====Enforcement====
===Availability and Access to Resources===
====Net Budgetary Impact for the Problem Owner====
====Data Availability====
====Administrative and Technical Capacity====
====Adaptability of Local Economy====
====Walkability and Cyclability====
===Politics, Ideologies, and Attitudes===
====Problem Owner Ideology on Climate Action====
====Political Stability====
====Level of Opposition to Climate Action and Policies====
====Political Engagement====
====Public Perception of Climate Movement====
====Cultural Attitude towards Car Ownership====
===Stakeholders, Interests and their Influence===
===Shocks===
====Brief Description of Recent Events that may Impact the Implementation of Individual Mobility Budgets====

Context of London Living Lab (LL4)

2023-10-04T13:06:37Z

Florian Lorenz: /* Brief Description of Recent Events That May Impact on the Implementation of Individual Mobility Budgets */

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===

=== Shocks ===

==== Brief Description of Recent Events that may Impact the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Main Page

2023-10-04T13:03:51Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''[[Behavioural focus|Behavioural Focus]]''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''[[Contextual focus|Contextual Focus]]''': Provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''[[Key Knowledge]]''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Main Page

2023-10-04T13:03:40Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''[[Behavioural focus|Behavioural Focus]]''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''[[Contextual focus|Contextual Focus]]''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''[[Key Knowledge]]''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Context of London Living Lab (LL4)

2023-10-04T13:01:45Z

Florian Lorenz:

== Individual Mobility Budget ==

==== Instrument Type ====
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

==== Scale ====
Greater London with a particular focus on inner London.

==== Scope ====
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

== Governance Framework ==

=== Laws, rules and institutions ===

==== Problem Owners ====
Transport for London (TfL) and Greater London Authority (GLA).

==== Legal or Executive Power of Problem Owner(s) ====
National level: Climate Change act 2008 and 2019 Amendment committing the UK to net zero carbon emissions by 2050 which London also needs to adhere to.

==== Existing Rules ====
National carbon budgets: The Climate Change Act requires five-yearly carbon budgets which run until 2032 and set fixed caps on total GHG emissions allowed.

==== Existing Policies ====
City level: Climate emergency declared in 2018 and Carbon neutrality target by 2030, with associated Climate Action Plan. 27% reduction in vehicle km traveled by 2030; 80% of all trips to be made on foot, by cycle, or using public transport by 2041 (not legally binding).

London Ultra Low Emissions Zone (ULEZ)

London Congestion Charge (CC)

National Clean Air Strategy

==== Enforcement ====
The Greater London Authority and TfL are not able to control enforcement of the Climate Change Act. They can, however, enforce city-level policies such as the ULEZ and CC.

=== Availability and Access to Resources ===

==== Net Budgetary Impact for the Problem Owner ====
Potential reduction in fees from congestion charging coupled with lower public transport fare revenue + implementation costs could lead to a net negative impact for TfL budget in the short-term, exacerbated by ongoing funding crisis.

==== Data Availability ====
Very high level of data availability through TfL, although access to data is still being clarified.

==== Administrative and Technical Capacity ====
High degree of technical capacity, especially within TfL, although constrained budgetary context may limit administrative capacity and ability to follow through on implementation.

==== Adaptability of Local Economy ====
High degree of ‘remotable’ knowledge economy jobs, limited need for private cars in inner London due to high density and extensive public transport and cycling network.

==== Walkability and Cyclability ====
High degree of walkability and cyclability in central inner boroughs, and recent improvements in cycling infrastructure even in outer boroughs facilitating active travel. 80% of residents across London now live within 1 km walk of both education and healthcare.

=== Politics, Ideologies, and Attitudes ===

==== Problem Owner Ideology on Climate Action ====
GLA and TfL aligned on urgent need for decisive climate action. 1.5-degree compatible Climate Action Plan sets out ambitious carbon reduction targets, including for transport emissions, recognition that transport represents the most challenging sector for decarbonization. Climate emergency formally declared by both London and the UK government as well as 28 of London’s 32 boroughs.

==== Political Stability ====
Generally stable political environment within London, next mayoral and city council elections to take place in May 2024.

==== Level of Opposition to Climate Action and Policies ====
Limited opposition within London city government, although at sub-city level some boroughs are more enthusiastic than others (e.g., declaration of climate emergency, embracing transformative mobility projects vs. opposition to cycling infrastructure and continued support for car use). More challenging national political context with some question about real commitment to more comprehensive climate action and policies.

==== Political Engagement ====
Moderate, voter turnout of 42% in last local elections (2021).

==== Public Perception of Climate Movement ====
Strong support for decisive climate action and sustainable mobility policies and the wider climate movement among certain population groups, but also considerable skepticism in other segments (vocal minority), particularly in relation to any policies that restrict car use (see, for example, controversy around Low Traffic Neighborhoods and the Ultra Low Emission Zone/expansion of congestion charging).

==== Cultural Attitude towards Car Ownership ====
Strong anti-car views in some segments of the population, mostly living in central areas. In outer boroughs, car ownership is significantly higher and the picture is more mixed, with car ownership and car use culturally more engrained.

=== Stakeholders, Interests and their Influence ===

=== Shocks ===

==== Brief Description of Recent Events That May Impact on the Implementation of Individual Mobility Budgets ====
War in Ukraine and exacerbation of existing energy and fuel crisis; significant cost of living increases and inflation putting pressure on household budgets.

COVID and ongoing hesitancy to return to public transport (?)

Context of London Living Lab (LL4)

2023-10-04T12:46:44Z

Florian Lorenz: Created page with "== Individual Mobility Budget == === Instrument type === Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances. === Scale === Greater London with a particular focus on inner London === Scope === All trip purposes (personal mobility) and all transport modes except airborne and waterborne."

== Individual Mobility Budget ==

=== Instrument type ===
Information as well as economic instruments such as individual mobility budgets in the context of fair road pricing/tradeable emission allowances.

=== Scale ===
Greater London with a particular focus on inner London

=== Scope ===
All trip purposes (personal mobility) and all transport modes except airborne and waterborne.

Measures & instruments

2023-10-04T12:42:06Z

Florian Lorenz: Created page with "Governance Corporate Civil Society"

[[Governance]]

[[Corporate]]

[[Civil Society]]

Transport benefits & burdens

2023-10-04T12:41:32Z

Florian Lorenz: Created page with "Economy Society Environment"

[[Economy]]

[[Society]]

[[Environment]]

Fairness concepts

2023-10-04T12:40:44Z

Florian Lorenz: Created page with "Procedural fairness Absolute fairness Distributional fairness Substantive fairness"

[[Procedural fairness]]

[[Absolute fairness]]

[[Distributional fairness]]

[[Substantive fairness]]

Behaviour typologies

2023-09-29T09:52:19Z

Florian Lorenz:

[[Behaviour types]]

[[Fairness types]]

[[Information types]]

Behaviour typologies

2023-09-29T09:51:56Z

Florian Lorenz: Created page with "Behaviour types Fairness types Information types"

Behaviour types

Fairness types

Information types

Behaviour influences

2023-09-29T09:51:17Z

Florian Lorenz: Created page with "Access Ability Ambition"

[[Access]]

[[Ability]]

[[Ambition]]

Behaviour change process

2023-09-29T09:50:30Z

Florian Lorenz: Created page with "Perception Reception Acceptance Execution Habitualisation"

[[Perception]]

[[Reception]]

[[Acceptance]]

[[Execution]]

[[Habitualisation]]

Behaviour constraints

2023-09-29T09:47:59Z

Florian Lorenz: Created page with "Travel time Number of trips Routines Household costs"

[[Travel time]]

[[Number of trips]]

[[Routines]]

[[Household costs]]

Behavioural focus

2023-09-29T09:47:00Z

Florian Lorenz: Created page with "Behaviour constraints Behaviour change process Behaviour influences Behaviour typologies"

[[Behaviour constraints]]

[[Behaviour change process]]

[[Behaviour influences]]

[[Behaviour typologies]]

Justice Dimensions

2023-09-29T09:44:31Z

Florian Lorenz: Created page with "Equality Equity Fairness Justice"

[[Equality]]

[[Equity]]

[[Fairness]]

[[Justice]]

Key Knowledge

2023-09-29T09:43:44Z

Florian Lorenz: Created page with "Justice Dimensions Fairness concepts Transport benefits & burdens Measures & instruments"

[[Justice Dimensions]]

[[Fairness concepts]]

[[Transport benefits & burdens]]

[[Measures & instruments]]

Contextual focus

2023-09-29T09:41:40Z

Florian Lorenz:

The Contextual Focus in MyFairShare provides background information on the Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.

== Contextual Focus of the MyFairShare Living Labs ==
# [[Context of Vienna Living Lab (LL1)|Vienna - Inspiring Community Effort]]
# [[Context of Berlin Living Lab (LL2)|Berlin - Raising Awareness]]
# [[Context of Jelgava Living Lab (LL3)|Jelgava - Optimising Municipal Transport]]
# [[Context of London Living Lab (LL4)|London - Inner City Transport Equity]]
# [[Context of Sarpsborg Living Lab (LL5)|Sarpsborg - Municipal Climate Budget]]
# [[Context of the transnational Living Lab (LL6)|Austria & Latvia - Monitoring Mobility Budgets]]

Contextual focus

2023-09-29T09:37:14Z

Florian Lorenz:

The Contextual Focus in MyFairShare provides background information on the Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.

== Contextual Focus of the MyFairShare Living Labs ==
# Vienna - Inspiring Community Effort
# Berlin - Raising Awareness
# Jelgava - Optimising Municipal Transport
# London - Inner City Transport Equity
# Sarpsborg - Municipal Climate Budget
# Austria & Latvia - Monitoring Mobility Budgets

Main Page

2023-09-29T09:33:15Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''[[Behavioural focus]]''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''[[Contextual focus]]''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''[[Key Knowledge]]''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Main Page

2023-09-29T09:32:48Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''[[Behavioural focus]]''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''[[Contextual focus]]''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''Key Knowledge''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Contextual focus

2023-09-25T07:48:41Z

Florian Lorenz: /* Contextual Focus of the MyFairShare Living Labs */

Contextual focus

2023-09-25T07:42:24Z

Florian Lorenz: /* Contextual Focus of the MyFairShare Living Labs */

Contextual focus

2023-09-25T07:42:08Z

Florian Lorenz: /* Contextual Focus of the six MyFairShare Living Labs */

The Contextual Focus in MyFairShare provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.

=== Contextual Focus of the MyFairShare Living Labs ===

# Vienna -
# Berlin -

Contextual focus

2023-09-25T07:33:53Z

Florian Lorenz:

Contextual focus

2023-09-25T07:32:50Z

Florian Lorenz:

Contextual focus

2023-09-25T07:32:15Z

Florian Lorenz: Created page with "provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs."

provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.

Main Page

2023-09-25T07:31:33Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''Behavioural focus''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''[[Contextual focus]]''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''Key Knowledge''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Main Page

2023-09-25T07:26:05Z

Florian Lorenz: /* Structure and Contents of the Wiki */

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''Behavioural focus''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''Contextual focus''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''Key Knowledge''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.

Main Page

2023-09-24T20:04:12Z

Florian Lorenz:

=== Welcome to the MyFairShare Wiki! ===
This Wiki serves as a complementary resource for detailed information surrounding the MyFairShare research project. More resources can also be found on the official MyFairShare website.

== '''About MyFairShare''' ==
MyFairShare is a pan-European research project that builds on the sufficiency principles to change mobility habits through individual mobility budgets for social and ethical carbon reduction.

MyFairShare combines and expands relevant knowledge, data and models to construct a scheme for fair distribution of individual mobility budgets and identifies effective policy strategies. The concept is tested in six different Living Labs varying by scale (community – municipal – (trans)national) and scope (citizen level– transport management level – strategic development level). The resulting policy toolkits and guidelines support the introduction of socially acceptable mobility budgets on different governance levels, improving urban accessibility and transport equity.

== '''Structure and Contents of the Wiki''' ==
The Wiki is organized into three main sections:

# '''Behavioural focus''': Here, the main influence factors on mobility behaviour are explained and how behaviour patterns can be changed. This area also contains descriptions of different behaviour types and how these need to be considered when developing strategies for changing behaviour.
# '''Contextual focus''': provides background information on the six Living Labs, which have been conducted as part of the MyFairShare research project. Here, you find information on the political and governance framework, stakeholder interests and data resources which have been used during the Living Labs.
# '''Key Knowledge & Complementary Scientific Concepts''': This part contains explanations and further resources of theoretical concepts that are crucial to the MyFairShare research project.