{"id":1545,"date":"2023-09-12T15:52:05","date_gmt":"2023-09-12T15:52:05","guid":{"rendered":"https:\/\/sctlab.ios.edu.pl\/?p=1545"},"modified":"2023-09-18T07:50:48","modified_gmt":"2023-09-18T07:50:48","slug":"bremen-a-city-that-plays-the-blues-for-the-people-and-with-the-people","status":"publish","type":"post","link":"https:\/\/sctlab.ios.edu.pl\/en\/bremen-a-city-that-plays-the-blues-for-the-people-and-with-the-people\/","title":{"rendered":"Bremen \u2013 a city that plays the BLUES for the people and with the people"},"content":{"rendered":"\n

The Bremen \u201cUmweltzone\u201d, or Low Emission Zone, one of the smallest among such zones in Germany, has only 7 square kilometers. In spite of this, Bremen enjoys the lowest NO2 <\/sub>pollution levels in big German cities. It also boasts the highest share of cycling in transport and a comparatively high average speed of road traffic. How is it possible? These are the effects of a decades-long, consistent and systemic policy by the City of Bremen \u2013 a policy of which the LEZ is only a part, and which is aimed at improving the well-being of the inhabitants of the city.<\/strong><\/p>\n\n\n\n

Bremen is called \u201cthe bike city\u201d, and for good reason \u2013 one fourth of traffic there is generated by cyclists. They have significantly more than 700 km of bike roads and lanes provided by the city at their disposal, including ones that run through parks and other greenery. Moreover, on one way streets, cyclist can also ride the \u201cwrong\u201d way, while the Blockland<\/a> district (one of the biggest in Bremen, situated on its outskirts) has made all of its streets available to pedestrian and bike traffic \u2013 and only the inhabitants of this district can drive cars there. To take advantage of these and many other bike-friendly solutions available in Bremen, one does not have to own a bike \u2013 many cheap and convenient rental schemes work in the city, e.g. WK-Bike<\/a> or Fietje<\/a> (for cargo bikes which can be used to transport both people and goods).<\/p>\n\n\n\n

How did the people of Bremen come to love bikes so much? Were bikes the miracle cure for air pollution? Today\u2019s picture of the city is a result of consistent, decades-long efforts in accordance with the principle of \u201cuse anything but private cars\u201d. Bremen has gone through a long and complicated process \u2013 the fact that today bikes or the small Low Emission Zone catch the eye should not obscure the full picture.
\u2013 Complex planning, including spatial planning, is the best way to restrict not only emissions, but other burdens and dangers resulting from road traffic as well. It is also a method applicable to the urban mobility system as a whole: for improving its efficiency and decreasing its susceptibility to changing prices of fuels and electricity \u2013<\/em> emphasizes Michael Glotz-Richter, Senior Project Manager for Sustainable Mobility at the Bremen City Hall. At the same time, the systemic nature of the tools applied does not mean that all of them have to be complicated \u2013 to the contrary: some of the mobility solutions used in Bremen are remarkably simple (and work to great effect). Priority in traffic for city busses and trams is one such mechanism.<\/p>\n\n\n\n

The Sustainable Urban Mobility Plan for Bremen 2025<\/a> (English version) \u2013 the so-called VEP 2025<\/a> (German version) \u2013 which addresses all means of transport and movement in the city, proposes further bike-friendly solutions, such as premium bike lanes, which are intended to facilitate fast, convenient, and safe cycling through the city, particularly over longer distances. Works on this plan started 13 years in advance, and it came into force 11 years before the date in its title. Obviously, it was thoroughly consulted with the inhabitants of Bremen. What is more, in 2018 the VEP 2025 was expanded with the so-called Green City Master Plan<\/a> (in German), containing a further more than 80 actions grouped in 4 areas that were deemed the most important for the future of transport at the time (innovative road traffic planning \u2013 including car sharing and non-motorized traffic, digitization of the traffic system, automation of driving, and changes brought about by alternative means of propulsion and fuels). The manner in which these plans were prepared is a perfect case study for all local governments \u2013 a great source of knowledge and tools for improving the air quality in a city, or rather for changing a whole city for the better. It is also an example which clearly shows that city policy cannot be something that is shaped on an ad hoc<\/em>, day-to-day basis. What are the effects of such an approach? Let us see the statistics: in 2018, there were… 2 bikes for each household in Bremen and 0.9 of a car. A third of households did not have a car at all.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

(photo: Ulamm on Wikipedia.org \u2013 on license<\/a>, after graphic edits<\/em>)<\/p>\n\n\n\n

Did a city offering such conditions really need a Low Emission Zone, and such a small one at that? This is clearly a trick question, because what Bremen did first, was to provide its inhabitants \u201csuch conditions\u201d, which is why its LEZ did not surprise anyone like a bolt out of the blue, nor did it need to be bigger. It plays exactly the role that is intended for a Low Emission Zone. \u201cThe main goal of the LEZ is to restrict the emission of harmful substances from engine-powered vehicles, particularly vehicles with Diesel engines. The most important source of the pollutions in question is road traffic which is responsible for ca. 30 percent of particulate matter and 60 percent of nitrogen dioxide in the air within the Zone\u201d \u2013 one can read, in loose translation, on the city\u2019s website. \u2013 We have created the LEZ to improve the air quality in the city and protect the health of inhabitants \u2013<\/em> sums up Michael Glotz-Richter.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

(photo: Michael Glotz-Richter)<\/em><\/p>\n\n\n\n

Small but effective<\/strong>
The area covered by the Bremen LEZ is inhabited by ca. 65 000 people \u2013 a little over 10 percent of the city\u2019s total population. With as little as 7 square kilometers (the total size of Bremen is over 320 square kilometers), it is not only the smallest Zone in the biggest German cities, but also one of the smallest in Germany as a whole (a Zone of same size exists in Ulm \u2013 a city with ca. a third of Bremen\u2019s area and a fifth of its population).<\/p>\n\n\n\n

The Zone started its operations in January 2009, but the origins of its story can be traced back to the previous century \u2013 specifically to 1987, when the BLUES started \u201cplaying\u201d. BLUES is Bremen\u2019s air quality control system (the acronym stands for the German term \u201cdas<\/em> Bremer Luft\u00fcberwachungssystem\u201d). <\/em>The system comprises 9 stations that measure among others the concentration of particulate matter and nitrogen dioxide, both in Bremen and in the neighboring Bremerhaven, six of which monitor specific sites (the most crowded roads) and three monitor the traffic itself. The website of the city has a subsection<\/a> where the measurements of the BLUES are posted in the form of a simple air quality indicator, updated every hour and understandable for everyone, as it is based on the German school grade system of 1 to 6, where 1 is the best grade and 6 \u2013 the worst.<\/p>\n\n\n\n

In the establishing the Low Emission Zone, Bremen has also acted well in advance. The City Hall gave itself the time it needed: necessary analyses<\/a> (in German) were done in 2005, while the resolution on the creation of the LEZ \u2013 in August 2008, almost 2.5 years before the \u201copening day\u201d. The upsides of such an approach are obvious \u2013 each interested party and group affected by the LEZ was provided with comfortable conditions to prepare for it. The City Hall had time to educate, communicate and consult, as well as to amend and expand the draft of the resolution, while the inhabitants, local communities and entrepreneurs could learn more, get thoroughly acquainted with the topic, actively participate in the elaboration of the resolution, and undertake all appropriate individual actions, such as leasing or buying cars (more on that below).<\/p>\n\n\n\n

The control system in the Bremen LEZ, similarly to other \u201cUmweltzones\u201d in German cities, is based on the so-called environment plaques \u2013 there are 3 kinds of them: red, yellow, and green (the classification is based among others on Euro norms). Those who enter the Zone in Bremen without the proper plaque risk a fine of 100 euro (for comparison: a monthly ticket for public transport costs a little less than 68 euro).<\/p>\n\n\n\n

The Bremen Low Emissions Zone was introduced in 3 stages. In the first phase, all cars with plaques \u2013 regardless of their color \u2013 could enter which meant that the Zone was accessible for petrol-powered vehicles with a catalytic converter and Diesel-powered vehicles which met the Euro 2 norm or higher. The next stage started a year later \u2013 from then on, only vehicles with yellow or green plaques could enter, while the final step was made 2 years after that \u2013 specifically in July 2011. Since then, only vehicles with a green plaque can enter the Zone: e.g. Diesel vehicles which meet the Euro 4 norm or higher.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

(photo: Michael Glotz-Richter)<\/em><\/p>\n\n\n\n

Not only the Zone\u2026<\/strong>
When introducing its LEZ, Bremen has simultaneously conducted many other activities, resulting both from the city\u2019s strategy and from the awareness of the need for other facilitating solutions. \u2013 These activities included programs for financing less polluting ways and means of transport \u2013 not only public transport \u2013 as well as low emission vehicles. For example, the city ensured that all new busses met the EEV norm, the highest possible. Of course, all of this applies to the factual and technical state at the time, in the years 2007-2012 \u2013 <\/em>explains Michael Glotz-Richter.<\/p>\n\n\n\n

The expert of the Bremen City Hall also points to the \u201cPARFUM\u201d project, financed by the EU\u2019s LIFE program, which addressed the impact of cargo and passenger transport on urban air quality. The project elaborated technological innovations and environmental policies aimed at restricting the emission of air pollutants caused by road traffic \u2013 such as the previously mentioned traffic light priority for public transport. The effects it brought in Bremen \u2013 and it brought plenty \u2013 are discussed in detail in this video<\/a> (in English).<\/p>\n\n\n\n

In 1998 \u2013 let us emphasize that: 25 years ago \u2013 as an alternative to private cars, Bremen promoted car sharing services<\/a>, initially as part of a package with an integrated public transport ticket connecting the right to use public transport with the possibility of renting a car. Five years later, the so-called mobility stations<\/a> appeared on Bremen\u2019s streets, where cars can be rented directly in the neighborhoods where people live and work. Today, in central Bremen, one can find such a station<\/a> roughly every 300 meters. \u2013 In 2013, we integrated this system with new residential buildings \u2013 first it was optional, voluntary, but from last year it is mandatory for developers \u2013 <\/em>says the expert of the Bremen City Hall. \u2013 Car sharing is a key element of urban development, new buildings and managing the district streets. Working with the motto of \u2018use \u2013 do not own\u2019 gives us not only more space for people, but also savings in residential buildings. Sharing cars is a big win for cities. For Bremen it is also a specific number \u2013 without the municipal car sharing system, ca. 8 000 more passenger cars would drive on our streets \u2013<\/em> emphasizes Michael Glotz-Richter.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

(photo: Michael Glotz-Richter)<\/em><\/p>\n\n\n\n

\u201cNothing about us without us\u201d \u2013 in Bremen too<\/strong>
The Low Emission Zone in Bremen is a good example of cooperation with the people who will be impacted by the consequences of a given action. The introduction of the LEZ was preceded in Bremen by a thorough awareness campaign and social consultations. The City has recorded as many as 154 suggestions and objections (protocols and replies, including illustrative materials \u2013 presentations, reports, summaries \u2013 are still available at the city\u2019s website). The Zone was discussed not only with private citizens, but also with companies working in it and in close proximity to it (!), with business associations and chambers of commerce, including transport associations and companies, environmental organizations, as well as with representatives of city administration \u2013 the City Hall itself and municipal companies. The suggestions that Bremen took into account included e.g. a motion to establish an exemption to LEZ regulations for motorhomes owned by the inhabitants of the Zone. A flagship example of taking local conditions for business into consideration was the so-called \u201cFleet Agreement\u201d. There were ca. 5 000 crafts companies in Bremen, with a total of ca. 15 000 vehicles at their disposal \u2013 some of them had a very low annual mileage, because they served as mobile workshops and remained practically in a single location. \u2013 In order to facilitate their functioning we agreed with the crafts chamber exemptions for trucks and delivery vehicles for entrepreneurs in Bremen. This contract included a special agreement with entities who had large vehicle fleets \u2013 in exchange for prolonging the right to enter the Zone for trucks and delivery vans which met the Euro 3 norm, these entities have agreed to then change their cars straight to Euro 5, skipping Euro 4 \u2013 this was a good and reasonable agreement, and has greatly contributed to restricting the levels of nitrogen oxides in the air in Bremen \u2013 <\/em>explainsMichael Glotz-Richter and adds that the Fleet Agreement has met with recognition not only in the city itself but also \u2013 thanks to media coverage \u2013 all over Germany.<\/p>\n\n\n\n

The Low Emission Zone in Bremen brought the predicted and expected results after 7 years. \u2013 Since 2016, we have consistently fit under the threshold values for air quality indicators with regards to the concentration of both PM10 particles and nitrogen dioxide \u2013<\/em> says Glotz-Richter with satisfaction. Moreover, Bremen plans to be climate neutral by 2038.<\/p>\n\n\n\n

(illustration photo: Michael Glotz-Richter)<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

Among big German cities, Bremen boasts not only the lowest levels of NO2 in the air, but also e.g. the highest share of cycling in transport. 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