Decarbonizing Transport for a Sustainable Future: Mitigating Impacts of the Changing Climate (2018) / Chapter Skim
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1 Opening Session Welcome from the transportation research Board Neil J Pedersen Neil Pedersen provided a welcome from the Transportation Research Board (TRB)
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2 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e and highlight the research topics discussed in the working groups. Welcome from the european commission Robert Missen Robert Missen extended a welcome from the European Commission.
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3o p e n i n g s e s s i o n temperature has been increasing over the past 140 years, with increases accelerating over the past 20 years. He said that these increases are not due to natural causes, but are attributable to human actions.
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4 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e the increase in global average temperature to less than 2°C above preindustrial levels was to be achieved. In closing, Friedrich said that on the basis of current knowledge, emissions reductions from the freight transport sector could not be achieved by a continuing reliance on trucks that use fossil fuels.
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5o p e n i n g s e s s i o n ity. He further noted that Global Energy Assessment: Toward a Sustainable Future reported that the single most important area of action was energy efficiency improvement in all sectors (IIASA 2012)
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6 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e modal shifts to higher-occupancy vehicles, and encouraging modal shifts to zero- and ultralow-GHG vehicles. He noted that there has been less focus recently on strategies to reduce the need to travel.
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7o p e n i n g s e s s i o n • What are the synergies and conflicts between GHG mitigation and other policy areas, including social justice and management of noxious pollution? • How can the transition to automated vehicles be managed to reduce rather than increase GHG emissions?
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8 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e phase and pedestrians may cross in any direction. Reynolds reported that there have been no injury collisions or fatalities at the intersection since the pedestrian scramble was installed.
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9o p e n i n g s e s s i o n nected, automated, shared, and electric vehicles. The five elements include building a solid data foundation, leveraging technology and designing for a better transportation experience, creating partnerships for more shared services, supporting continuous improvement through feedback, and preparing for an automated future.
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10 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e elements focus on streets, parks, playgrounds, and the harbor. Walking, bicycling, transit, and passenger rail are key elements of an integrated transport system that provides mobility to all groups.
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11o p e n i n g s e s s i o n references Abbreviations EC European Commission IIASA International Institute for Applied Systems Analysis NRC National Research Council WMO World Meteorological Organization EC.
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12 Presentation of Exploratory Topics and Suggested Research Needs Daniel Kreeger, Association of Climate Change Officers, Washington, D.C., USA Malin Andersson, Urban Transport Administration, City of Gothenburg, Sweden Timothy Sexton, Office of Environmental Stewardship, Minnesota Department of Transportation, Saint Paul, USA Oliver Lah, Wuppertal Institute for Climate, Environment, and Energy, Wuppertal, Germany Ray Toll, U.S.
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13p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s each obstacle you overcome, there is another obstacle -- or doll -- at another level. Andersson reviewed the four areas identified in the exploratory topic paper that may present obstacles and opportunities for change: leadership and human capital, the effects of bold political action, the valley of death for new business opportunities, and the power of convenience paired with a fear of the unknown.
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14 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e • Examine stakeholder involvement techniques used with transport mitigation strategies. Identify methods to actively engage all groups in the discussion of reducing GHG emissions and the development of mitigation policies and programs.
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15p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s policy approach with coalitions of diverse stakeholders can help overcome implementation barriers, minimize rebound effects, and motivate people, businesses, and communities. Lah noted that low-carbon fuels play a key role in the decarbonization of the transport system but that other strategies reflect a broader sustainable transport perspective.
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16 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e policies that are likely (a) to be adopted and (b)
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17p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s at a March 2017 workshop in Manchester that included representatives from several European cities. The north of England is part of the Blue Banana case study.
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18 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e responsible for the exploratory topic. In addition, the rapporteur reviewed notes from the breakout groups in developing the following list.
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19p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s ties of all the vehicles -- trucks, locomotives, aircraft, and harbor craft -- and all types of equipment used to move freight at seaports, airports, rail yards, warehouses, and distribution centers. He noted that long-distance freight transportation also includes the use of oceangoing freight and intercontinental airfreight as well as the first- and last-mile components of freight.
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20 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e also noted the improvements in the energy efficiency of logistic hubs being made in many areas. Edwards discussed the carbon basis of energy consumed, noting that it had not been a major focus of this symposium.
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21p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s FIGURE 7 Online shopping scenario.
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22 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e FIGURE 8 Manufacturing of Tesla electric vehicles.
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23p r e s e n t a t i o n o f e x p l o r a t o r y t o p i c s • Examine the impacts of decarbonizing long- distance freight transportation on different market segments, ownership groups, and industries. For example, one beneficial research project could assess the impacts of different decarbonization strategies, including the impact of electric vehicles on truck owner–operators, large trucking firms, and business-owned trucking fleets.
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24 Closing Session José Viegas, International Transport Forum, Organisation of Economic Co-operation and Development, Paris Neil J Pedersen, Transportation Research Board, Washington, D.C., USA Robert Missen, Directorate-General for Mobility and Transport, European Commission, Brussels, Belgium concluding Keynote presentation decarBonizing transport: to life in a sustainaBle World -- What did We learn, What can We do?
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25c l o s i n g s e s s i o n pressure to own an automobile, which releases highly underutilized capital for other uses. He cautioned that the simple combination of these impacts might lead to even higher levels of congestion and asymmetry of accessibility.
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26 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Viegas provided several concluding thoughts. He suggested that faster progress was likely to be made in urban areas through the adoption of electric vehicles for passengers and freight.
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27 Potential Portfolio for EU-U.S. Research on Decarbonizing Transport for a Sustainable Future Katherine F
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28 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e tional structures, and approaches that fit best with different structures. • Assess the potential equity impacts of low-carbon transport systems.
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30 APPENDIX A: WHITE PAPER Decarbonizing Transport for a Sustainable Future Mitigating Impacts of the Changing Climate David L Green, University of Tennessee, Knoxville, USA Graham Parkhurst, University of the West of England, Bristol, United Kingdom 1 introduction Mitigating greenhouse gas (GHG)
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31a p p e n d i x a : w h i t e p a p e r average increase in global temperature to 2°C before discussing the contribution of the transportation sector from three perspectives: tail pipe, well to wheels, and cradle to grave. Summary of Key Global Climate Change Evidence and Mechanisms The Earth's lower atmosphere and surface are warming at an increasing rate (Figure 1)
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32 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e -0.60 -0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 18 80 18 86 18 92 18 98 19 04 19 10 19 16 19 22 19 28 19 34 19 40 19 46 19 52 19 58 19 64 19 70 19 76 19 82 19 88 19 94 20 00 20 06 20 12 Va ri at io n in te m pe ra tu re fr om a ve ra ge ( °C ) FIGURE 2 Annual global (land and ocean)
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33a p p e n d i x a : w h i t e p a p e r and the United States have particular responsibilities to lead global action to counter climate change. Given that much of the future potential growth in GHG emissions will come from the industrializing nations, they also have vested interests in developing and sharing effective mitigation strategies around the globe.
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34 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Coupled Model Intercomparison Project Phase 5 (CMIP5) multimodal mean projections (i.e., the average of the model projections available)
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35a p p e n d i x a : w h i t e p a p e r ment emphasize mitigation, with the goal of avoiding a large part of the potential global temperature increase. The agreement reaffirmed the importance of keeping the increase below 2°C from preindustrial levels and further agreed to the desirability of limiting increases to 1.5°C.
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36 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e FIGURE 6 Illustrative emissions paths to stabilize at 550 ppm CO2e (Stern 2006, Figure 3)
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37a p p e n d i x a : w h i t e p a p e r Total U.S. GHG emissions from transportation were 3% higher in 2015 than in 1990, but 9% lower than the peak level in 2005 (EPA 2017a)
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38 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Fossil fuel combustion: carbon dioxide (96.0%) Fossil fuel combustion: other greenhouse gases (0.9%)
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39a p p e n d i x a : w h i t e p a p e r Well-to-Wheels Emissions Direct emissions from motor vehicles can understate the impact of transportation on the global environment. GHGs are produced at all phases of the exploration, extraction, transport, conversion, and delivery of the fuel for propelling motor vehicles.
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40 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e grams/mile (270 to 298 grams/kilometer) (Elgowainy et al.
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41a p p e n d i x a : w h i t e p a p e r the United States and the European Union, the relative contribution of this sector is higher than the global average. Transport sector technical solutions that theoretically are able to make a major contribution to mitigation have been identified.
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42 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e and are projected by the U.S. Energy Information Administration (EIA)
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43a p p e n d i x a : w h i t e p a p e r FIGURE 14 Projected U.S. transportation activity to 2050 (EIA 2017b)
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44 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e 1,200 1,000 800 600 400 200 0 Transport including aviation Target 2030 total International maritime transport Target 2050 total Target 2050 maritime 2030 transport target (+ 8% on 1990 levels) 2050 transport target (60% reduction on 1990)
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45a p p e n d i x a : w h i t e p a p e r of relative improvement over time (Mock et al.
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46 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e to consumers, intervention in the transportation market can imply change, and even disruption, for citizens' and businesses' established and valued practices. This section reviews some of the principal factors that pose a challenge to radical reduction of GHGs.
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47a p p e n d i x a : w h i t e p a p e r economic growth. Hence, emissions per unit GDP would need to fall by 75% just to achieve stable emissions in the context of maximum likely growth.
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48 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e were intentionally becoming car dependent, they have at many times and places become overwhelmed with the traffic they have generated, which is often beyond that predicted by deterministic forecasts and which did not allow for the flexible response of human behavior. Car-dependent urban forms and societies have created winner and loser groups.
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49a p p e n d i x a : w h i t e p a p e r access to motor vehicles indicate that access to motor vehicles in households can be influenced more by perceived status than objective need, with women more often having complex journeys with multiple purposes linked together (Bianco and Lawson 1996)
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50 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e individual aspirations and the importance of projecting an image of wealth consumption in a social arena. The Difficulty of Effecting Behavior Change and Rebound Effects Travel behavior shows strong response to circumstances in which supply is interrupted by strikes, fuel shortages, and natural phenomena such as volcanic eruptions, earthquakes, and weather events.
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51a p p e n d i x a : w h i t e p a p e r However, energy efficiency alone is not nearly sufficient. Greatly increased use of renewable energy also appears to be an essential component of a low-GHG future.
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52 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Therefore, the strategies of both jurisdictions place great importance on the delivery of efficient technologies and a stabilized energy demand provided from lowcarbon sources. Reducing the GHG Intensity of Energy Sources To date, policies to reduce the carbon intensity of fuels have had less impact than policies to increase energy efficiency, an indication of the barriers to large-scale energy transitions.
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53a p p e n d i x a : w h i t e p a p e r Reducing the Level of Motorized Transport Activity As introduced in Section 4, motorized vehicle travel can be reduced through pricing policies, regulations, investments in infrastructure, and changes in land use and the density of development, as well as through behavioral change. If the goal of an 80% to 90% reduction in GHG emissions by 2050 is to be achieved, restraining the growth of motorized transport will be necessary.
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54 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e ing. However, the range of trips realistically possible on a daily basis by bicycle is considerably greater.
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55a p p e n d i x a : w h i t e p a p e r aged through regulatory and fiscal measures. Parking management and pricing and restrictions on private vehicle access to city centers have generally been effective in influencing transportation choices and usually good for the local economy (Black et al.
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56 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e from the high-profile smart taxi services,7 about which there is uncertainty to date as to whether they offer carbon efficiency over the owner-driven automobile or in fact result in higher vehicle miles traveled and emissions (Rayle et al.
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57a p p e n d i x a : w h i t e p a p e r ing, CAVs could increase vehicle travel by as much as 200%. Summary: Fundamental Policy Strategies Required Comprehensive assessments of pathways to achieving deep reductions in transportation GHG emissions invariably conclude that there are no simple solutions.
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58 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Black, C., G Parkhurst, and I
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60 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Schwartz, H
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61 APPENDIX B: EXPLORATORY TOPIC 1 Breaking Silos and Human Cocreation on Multiple Levels The Key to Transforming the Current Sociotechnical Transport System Regime? Malin B
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62 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e During the United Nations (UN) 21st Conference of the Parties (UN 2015b)
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63a p p e n d i x B : e x p l o r a t o r y t o p i c 1 In this paper, transportation employees are those who could influence behavior change for low-carbon emissions in transportation. Employees encompass a wide spectrum of job fields such as engineering, land architecture, planning, policy making, program management, finance and pricing analysis, marketing, and more.
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64 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Bold political action: the dilemma of our time -- reelected versus doing the right thing The ability to carry out public policies to mitigate transportation's GHG emissions requires an understanding of how to formulate effective policies as well as an understanding of how much can be accomplished, what the costs and benefits will be, and how policies will interact. An integrated policy approach that creates consensus and coalitions among diverse stakeholders and interests can help to overcome implementation barriers, minimize rebound effects, and motivate people, business, and communities to achieve a common objective.
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65a p p e n d i x B : e x p l o r a t o r y t o p i c 1 FIGURE 3 Multiple levels as a nested hierarchy (Geels 2005, p. 1231; reprinted by permission of the author)
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66 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e ing procurement or investments. For 2 years, the ElectriCity Living Lab (http://www.goteborgelectricity.se/ en)
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67a p p e n d i x B : e x p l o r a t o r y t o p i c 1 Gil Solá, A
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68 APPENDIX C: EXPLORATORY TOPIC 2 Influence of Policy Environment Factors on Climate Change Mitigation Strategies in the Transport Sector Oliver Lah, Wuppertal Institute for Climate, Environment, and Energy, Wuppertal, Germany Timothy Sexton, Minnesota Department of Transportation, Saint Paul, Minnesota, USA The transportation sector accounts for about 14% of global carbon dioxide (CO2) emissions, as it lacks diversity and stands out by its almost complete dependence (95%)
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69a p p e n d i x C : e x p l o r a t o r y t o p i C 2 levels of reduction needed to shift to a 1.5°C pathway (IPCC 2014)
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70 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Several studies emphasize that an integrated approach is vital to cost-effective reduction of transportation GHG emissions (IPCC 2014, Figueroa et al.
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71a p p e n d i x C : e x p l o r a t o r y t o p i C 2 structures help build coalitions but can also increase the risk that a policy package fails because one measure faces strong opposition (Sørensen et al.
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72 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e • What types of policy (taxes, incentives, other) are most effective at which levels of government?
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73a p p e n d i x C : e x p l o r a t o r y t o p i C 2 Jänicke, M
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74 APPENDIX D: EXPLORATORY TOPIC 3 Megaregions Policy, Research, Practice Delia Dimitriu, Manchester Metropolitan University, Manchester, United Kingdom Ray F
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75a p p e n d i x d : e x p l o r a t o r y t o p i c 3 to live in one community while working in another. Meanwhile, travelers do not change their transportation habits as quickly without being offered some sort of incentive.
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76 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e and planning processes as well as implement the best air quality and CO2 reduction solutions to mitigate the climate risks illustrated in Figure 1? The 2016 European Strategy for Low-Emission Mobility should be seen as one of the tools for modernizing the European economy and strengthening its internal market.
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77a p p e n d i x d : e x p l o r a t o r y t o p i c 3 Blue Banana Case Study: Transport for the North -- Integrated Seamless Transport The North of England is part of the Manchester–Milan axis that constitutes the Blue Banana. It is home to 16 million people, 7.2 million jobs, and contributes more than £290 billion gross value added toward the UK economy.
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78 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e of digital technologies, congestion and smart pricing, and low-carbon emission transportation modes is part of the region's 2017 and 2018 ambitions. Steps taken to integrate rail and road networks, in coordination with sustainability planning, have led to the formulation of six projects, including strategic road studies, rail franchising, and integrated and smart travel (Figure 5)
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79a p p e n d i x d : e x p l o r a t o r y t o p i c 3 of regional planning, integrated transportation management, and pricing. These are channeled through 75 measures that are part of nine mobility area (MA)
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80 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e • Placing people at the core of the decarbonization commitment as part of a participation strategy that is expected to turn some actions into powerful tools: – Communication and information, – MaaS, – Sharing the future, – Customer orientation to services, and – Agreement toward a decarbonized society (e.g., leaving the car, choosing clean vehicles, driving efficiently, using shared mobility services)
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81a p p e n d i x d : e x p l o r a t o r y t o p i c 3 Whole of Government and Community The goal of this initiative was to establish an intergovernmental planning process to effectively coordinate SLR preparedness across multiple federal, state, and local government agencies as well as the private and nonprofit sectors while taking into account perspectives and concerns of the region's citizens (Center for Sea Level Rise 2016)
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82 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Reviewing Key Approaches to Low-Carbon Transport Systems Technological innovation, modal change, infrastructure, and services related to information and communication technology (ICT) (including traffic management and users' information)
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83a p p e n d i x d : e x p l o r a t o r y t o p i c 3 • How can a whole-of-government approach be funded? • What are the legal barriers that new legislation could address?
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84 APPENDIX E: EXPLORATORY TOPIC 4 Decarbonizing the Logistics and Long-Distance Transportation of Freight Steven S Cliff, California Air Resources Board, Sacramento, California, USA Phillip T
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85a p p e n d i x e : e x p l o r a t o r y t o p i c 4 U.S. freight movements across all modes are expected to grow by roughly 42% by the year 2040.
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86 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e build three-dimensional objects by adding layer upon layer of material) could remove the need for some local and global trade (9)
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87a p p e n d i x e : e x p l o r a t o r y t o p i c 4 Freight infrastructure and facilities are complex, with public and private players involved in their development and operation. There are often good practice guidelines on ways to increase utilization, however.
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88 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e on infrastructure or logistics potential and the interactions across modalities, including emerging modes, need to be comprehensively understood. Energy Efficiency of Facilities and Vehicles While improvements in vehicle technology have significantly improved energy efficiency over the last decades, compromises with other emissions-related technologies have not necessarily been made.
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89a p p e n d i x e : e x p l o r a t o r y t o p i c 4 FIGURE 4 Scenario 1: Online shopping.
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90 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e car are projected to fall by around 50% in the medium term as a result of technology innovation, embodied emissions (rather than tailpipe emissions) will become the dominant source of life-cycle emissions within the next decade.
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91a p p e n d i x e : e x p l o r a t o r y t o p i c 4 FIGURE 6 Scenario 2: Manufacturing of Tesla electric vehicles.
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92 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e 1. Are there any additional trends in the decarbonization of freight transportation that will affect the reduction of emissions to 80% below 1990 levels by 2050?
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93 APPENDIX F PROGRAM decarBonizing transport for a sustainaBle future: mitigating impacts of the changing climate Fifth EU-U.S. Transportation Research Symposium Organized by the European Commission Transportation Research Board May 17–18, 2017 National Academies of Sciences, Engineering, and Medicine Building Washington, D.C.
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94 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e 11:30 a.m. Review of the Two Exploratory Topics for Day 1 Exploratory Topic 1 Breaking Silos and Human Cocreation on Multiple Levels: The Key to Transforming the Current Sociotechnical Transport System Regime?
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95A P P E N D I X F : P R O G R A M 1:30 p.m. Report-Out on the Working Group Discussions Simon Edwards, Ricardo, Facilitator 2:30 p.m.
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96 APPENDIX G Symposium Attendees Michele Acciaro Kühne Logistics University Hamburg, Germany William Anderson Transportation Research Board Washington, D.C., USA Malin Andersson City of Gothenburg Gothenburg, Sweden William Bird European Commission Brussels, Belgium Alasdair Cain U.S. Department of Transportation Washington, D.C., USA Lia Cattaneo U.S.
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97a p p e n d i x G : s y m p o s i u m a t t e n d e e s Judy Gates Maine Department of Transportation Augusta, Maine, USA John German International Council on Clean Transportation Washington, D.C., USA Brittney Gick Transportation Research Board Washington, D.C., USA David Greene University of Tennessee, Knoxville Knoxville, Tennessee, USA Debbie Griner City of Fort Lauderdale Florida, USA Umberto Guida International Association of Public Transport Brussels, Belgium Heather Hamje CONCAWE Brussels, Belgium Shawn Johnson U.S. Department of Transportation Washington, D.C., USA Jesse Keenan Harvard University Cambridge, Massachusetts, USA Allie Kelly Ray C
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98 d e c a r b o n i z i n g t r a n s p o r t f o r a s u s t a i n a b l e f u t u r e Wolfgang Schade M-Five GmbH Mobility Futures, Innovation, Economics Karlsruhe, Germany Tim Sexton Minnesota Department of Transportation Saint Paul, Minnesota, USA Brendan Shane C40 Cities New York, New York, USA Karl Simon Environmental Protection Agency Washington, D.C., USA Lauren Skiver SunLine Transit Agency Thousand Palms, California, USA Frank Smit European Commission Brussels, Belgium Helle Søholt Gehl Architects Copenhagen, Denmark Henriette Spyra Federal Ministry for Transport, Innovation, and Technology Vienna, Austria Eric Sundquist University of Wisconsin–Madison Madison, Wisconsin, USA Michael Tamor Ford Motor Company Detroit, Michigan Ray Toll Old Dominion University Norfolk, Virginia, USA Shin-pei Tsay Gehl Institute New York, New York, USA Karen Vancluysen POLIS Brussels, Belgium José Viegas International Transport Forum Organisation for Economic Co-operation and Development Paris, France Kate White California State Transportation Agency Sacramento, California, USA Kevin Womack U.S. Department of Transportation Washington, D.C., USA Kate Zyla Georgetown Climate Center Washington, D.C., USA
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