People-centered urban measures towards sustainable mobility

People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza ii DIREITOS DE AUTOR E CONDIÇÕES DE UTILIZAÇÃO DO TRABALHO POR TERCEIROS Este é um trabalho académico que pode ser utilizado por terceiros desde que respeitadas as regras e boas práticas internacionalmente aceites, no que concerne aos direitos de autor e direitos conexos. Assim, o presente trabalho pode ser utilizado nos termos previstos na licença abaixo indicada. Caso o utilizador necessite de permissão para poder fazer um uso do trabalho em condições não previstas no licenciamento indicado, deverá contactar o autor, através do RepositóriUM da Universidade do Minho. Licença concedida aos utilizadores deste trabalho Atribuição-CompartilhaIgual CC BY-SA https://creativecommons.org/licenses/by-sa/4.0/ People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza iii Acknowledgements All the routes I have followed, all the challenges I have successfully faced, and all the achievements I have accomplished, were not individually. Therefore, I would like to thank in Portuguese. Todos os caminhos que percorri, todos os desafios que com sucesso enfrentei e todas as conquistas que obtive, não são feitos individuais. E por isso agradeço: Ao meu amado companheiro de vida, Diogo Azevedo de Souza. Por despertar em mim a vontade de ser minha melhor versão. Por me apoiar e amparar nos momentos difíceis. Por proporcionar e compartilhar momentos de felicidade. Eu te amo. À minha família brasileira, mãe Veronica, pai Deoclides, irmão Uriel e cunhada Gabriela. Por apoiarem continuamente a minha louca coragem de viver do outro lado do oceano. Meu amor por vocês me enche de força. À minha família portuguesa, Fátima, Manuel, Céu, Cris, Leonor, Rafaela. Por me abraçarem como Azevedo e me darem um lar cheio de afeto e cuidado. À minha irmã do coração, Taylla. Por ser uma mulher que me inspira, uma amiga que me acompanha e uma irmã que eu escolhi ter. Aos meus amigos em terras portuguesas, Anelise, Raphael, Alline, Moisés, Ana, Fernando, Priscilla, Sílvia, Brian, Dyeggo, Isis, Felipe. Por me ouvirem todas as vezes que precisei e por serem garantias de riso e diversão. Aos meus colegas do mestrado, Gabriel Cabral, Gabriel Dolabella e Igor Cerullo. Meus amigos engenheiros, obrigada por me fazerem acreditar que uma arquiteta pode ser mestre em engenharia e gratidão pelos aprendizados. À minha eterna família unespiana, Artur, Dâmia, Felipe, Karen, Lígia, Marcos e Tâmara. Partilhei com vocês os momentos mais felizes da minha vida e sou grata por isso continuar a ser verdade com o passar destes anos. Às minhas queridas, Filipa e Isabel. Por fazerem parte do meu crescimento profissional em Portugal e pelo suporte nos demais âmbitos da minha vida. À minha professora orientadora, Lígia Silva. Por acreditar em mim e incentivar as minhas descobertas, sempre instigando meu intelecto e me apoiando ao longo de todo percurso. Aos meus colegas da Divisão de Trânsito e Mobilidade da Câmara Municipal de Braga, em especial à arquiteta Filipa Corais, engenheiro Pedro Moreira e arquiteto Tiago Silva, por todo suporte e confiança no meu trabalho. Aos meus colegas do projeto BUILD, em especial à Raquel Marques, Márcia Silva, Vera Silva e Filipa Paiva, pela contribuição, suporte e partilha de conhecimento. Para além dos bem precisos momentos de descontração. Ao Fundo Ambiental, do Ministério do Ambiente português, que viabilizou o projeto BUILD através de seu financiamento, e contribuiu, assim, com o desenvolvimento desta dissertação. Àquelas pessoas que contribuíram no meu trajeto pessoal, acadêmico ou profissional. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza iv STATEMENT OF INTEGRITY I hereby declare having conducted this academic work with integrity. I confirm that I have not used plagiarism or any form of undue use of information or falsification of results along the process leading to its elaboration. I further declare that I have fully acknowledged the Code of Ethical Conduct of the University of Minho. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza v People-centered Urban Measures towards Sustainable Mobility Abstract The challenges resulting from urbanization growth lead to a continuous need for innovation, regarding a wide approach of sustainable development, when both planning and managing the cities. Once the transportation sector is one with the largest impacts concerning pollutants and greenhouse gases emissions, it is peremptory that governments consider this sector as a target to work in order to achieve the global decarbonization goals set by 2030 Agenda. Therefore, the importance to act in the cities, concerning climate changes, implies a creative capability of interdisciplinary technicians to develop feasible methods to guide governments and citizens towards sustainable solutions of urban planning applied in short periods for long-term changes. The Municipal Council of Braga, a city in the north of Portugal, launched in 2018 the project BUILD – Braga Urban Innovation Laboratory Demonstrator, which is a Living Lab that intended to promote the city decarbonization. To achieve a behavioral change allowing a transition towards sustainable mobility, through a collaborative and co-created model between interdisciplinary technical team and stakeholders, a diverse range of activities with a people-centered approach was developed. For instance workshops, in which playful participatory processes and participatory mapping were applied. The format of the workshops was defined according to the stakeholder, namely the scholar community, the residents and general city-users of BUILD area. The workshops aimed at the development of an intervention in the public space, while simultaneously spreading and promoting the concepts of sustainable urban mobility and tactical urbanism among the citizens. Since it is a concrete and achievable solution applied in short periods, tactical urbanism represented an efficient method to develop actions of public participation regarding the city planning. At the same time it highlighted the importance of a cohesive and continuous action of population’s engagement. Furthermore, the promotion of sustainable mobility in a participatory model enables the construction and production of more live and inspiring cities, contributing, simultaneously, to tackle the causes of climate change and to improve urban life quality. Keywords: Cities decarbonization; public participation; sustainable urban mobility; tactical urbanism; urban measures People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza vi Medidas Urbanísticas Centradas em Pessoas rumo à Mobilidade Sustentável Resumo Os desafios resultantes do crescimento da urbanização impulsionam uma contínua necessidade de inovação, tanto no planeamento quanto na gestão das cidades rumo ao desenvolvimento sustentável. Uma vez que o setor de transportes é um dos com maiores impactos nas emissões de poluentes e gases de efeito estufa, é perentório que os governos considerem este setor como um alvo a ser trabalhado de forma a atingir as metas globais de descarbonização estabelecidas pela Agenda 2030. Portanto, para atuar nas cidades, no que diz respeito às mudanças climáticas, é necessário desenvolver métodos viáveis que orientem governos e cidadãos em busca de soluções sustentáveis de planeamento urbano. A Câmara Municipal de Braga, cidade do norte de Portugal, lançou em 2018 o projeto BUILD - Braga Urban Innovation Laboratory Demonstrator, que é um Living Lab que pretende promover a descarbonização da cidade. Para alcançar uma mudança comportamental que permita uma transição para a mobilidade sustentável, foram desenvolvidas diversas atividades com uma abordagem centrada nas pessoas. Por exemplo, oficinas, nas quais foram aplicados processos participativos lúdicos e mapeamento participativo. O formato das oficinas foi definido de acordo com o público-alvo, nomeadamente a comunidade escolar, os residentes e cidadãos em geral que utilizam a área BUILD. As oficinas visaram o desenvolvimento de uma intervenção no espaço público, ao mesmo tempo em que disseminaram e promoveram os conceitos de mobilidade urbana sustentável e urbanismo tático entre os cidadãos. Por se tratar de uma solução concreta e realizável, aplicada a curto prazo, o urbanismo tático representou um método eficiente para desenvolver ações de participação pública em relação ao planeamento da cidade. Ao mesmo tempo, destacou a importância de uma ação coesa e contínua de engajamento da população. Além disso, a promoção da mobilidade sustentável em um modelo participativo possibilita a construção e a produção de cidades mais vivas e inspiradoras, contribuindo, simultaneamente, para combater as causas das mudanças climáticas e melhorar a qualidade de vida urbana. Palavras-chave: Descarbonização de cidades; medidas urbanísticas; mobilidade urbana sustentável; participação pública; urbanismo tático; People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza xiii Contents Acknowledgements .............................................................................................. iii Abstract ................................................................................................................ v Resumo ............................................................................................................... vi Contents ............................................................................................................. vii Glossary .............................................................................................................. ix List of Figures ....................................................................................................... x List of Tables ..................................................................................................... xiv List of Graphics .................................................................................................. xv 1 Introduction ................................................................................................. 1 1.1 Objectives .................................................................................................................... 2 1.2 Thesis structure ........................................................................................................... 3 2 Literature Review ......................................................................................... 4 2.1 Cities, Mobility and Traffic Pollution ............................................................................. 4 2.2 Health and Environment Effects of Traffic Pollution ...................................................... 6 2.3 Sustainable and Inclusive Urban Mobility as a Goal ....................................................... 8 2.4 Sustainable Urban Measures of Decarbonization ........................................................ 12 2.4.1 Pedestrianization of Central Areas ....................................................................................... 14 2.4.2 School Mobility Plans .......................................................................................................... 17 2.4.3 Low Emission Zones ........................................................................................................... 19 2.5 Tactical Urbanism ...................................................................................................... 21 2.5.1 Pedestrian crossings ........................................................................................................... 22 2.5.2 Interim plazas ..................................................................................................................... 24 2.5.3 Bikeways ............................................................................................................................ 25 2.6 Living Labs ................................................................................................................ 26 3 Methods .................................................................................................... 29 3.1 Actions along with Stakeholders ................................................................................. 29 3.1.1 Surveys .............................................................................................................................. 30 3.1.2 Mobility as a Game ............................................................................................................. 30 3.1.3 Ideas Workshop .................................................................................................................. 30 3.1.4 Focus Groups ..................................................................................................................... 32 3.1.5 Public Session .................................................................................................................... 32 3.2 Gathered data treatment ............................................................................................ 33 3.3 Tactical Urbanism Intervention................................................................................... 33 3.4 Analytical Framework of Potential CO2 Emissions Reduction (PER Framework) ........... 34 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza viii 3.5 Measures’ Impact Validation ...................................................................................... 36 4 Case Study: BUILD - Braga Urban Innovation Laboratory Demonstrator .... 36 4.1 Base Scenario and Preliminary Urban Interventions .................................................... 39 4.2 Actions along with Stakeholders ................................................................................. 44 4.2.1 Surveys .............................................................................................................................. 44 4.2.2 Mobility as a Game ............................................................................................................. 45 4.2.3 Ideas Workshop .................................................................................................................. 47 4.2.4 Focus Groups ..................................................................................................................... 54 4.2.5 Public Session .................................................................................................................... 57 4.3 Gathered data analysis ............................................................................................... 60 4.4 Tactical Urbanism Intervention................................................................................... 68 4.5 PER Framework ......................................................................................................... 74 4.6 Assessment and Validation of Measures’ Impact ......................................................... 78 5 Conclusions and Future Works .................................................................. 84 References ........................................................................................................ 89 Appendix............................................................................................................ 93 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza xv List of Graphics Graphic 1: Modal distribution of students on the commuting to the educational institution (Source: Author, 2019) ............................................................................................. 61 Graphic 2: Perception of transport mode option from Mental Maps (Source: Author, 2019) .. 61 Graphic 3: Modes indicated by 30% of the children willing to transition towards more sustainable transportation modes from Mental Maps (Source: Author, 2019) ............................... 61 Graphic 4: Current transportation mode enjoyed by 68% of the students from Mental Maps (Source: Author, 2019) ............................................................................................. 62 Graphic 5: How the children would like the city to be different from Mental Maps (Source: Author, 2019) ....................................................................................................................... 62 Graphic 6: Modal distribution of residents on daily commuting travels (Source: Author, 2019) ................................................................................................................................ 63 Graphic 7: Results of Tactical Urbanism (Source: Author, 2019) .......................................... 68 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza xvi “Today, only heritage cities uplift and inspire us by the way they are built. Why not the cities we build now?” Olga Chepelianskaia People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 1 1 Introduction The global population is still moving from the countryside to the cities, usually seeking better working conditions. According to the United Nations (2018), it was in 2007 that the urban population overcame the countryside population, and in Portugal that happened in 1995. Currently, 55.7% of global population live in urban areas, is expected to rise up to 68.4% by 2050, while in Portugal the expectation lies on 79.3% of urban population (United Nations, 2018). This shift has resulted in levels of urbanization never seen before. The direct and indirect impacts of urban concentration on the environment is no longer unknown: increased carbon dioxide emission, higher temperatures in cities, higher air pollutants concentration and noise levels, recurring floods or droughts in urban areas, water crises, among other examples (IPCC, 2014). A reality of several European cities, road traffic is the main source of both air and noise pollution at the local level (Silva & Mendes, 2012), which has an impact both on the environment and on human health, as it will be discussed later. Of all air pollutants in urban areas and surroundings, internal combustion engines represent 60% of the total amount (Petrovic, Bojovic, & Petrovic, 2016). A major problem of large cities is the air pollution caused by fuel combustion in motor vehicles. The combustion in air of hydrocarbon fuel generates carbon dioxide (CO2) and water (H2O), at the same time it produces more complex products, such as benzene (C6H6), carbon monoxide (CO) and particulate matter (PM), once the combustion motors are not absolutely efficient, neither is the majority of the fuel oxidized (Silva & Mendes, 2012). Although carbon dioxide (CO2) is not a toxic gas, it is a greenhouse gas (GHG), similar to water vapor (H2O), methane (CH4), nitrous oxide (N2O), ozone (O3), chlorofluorocarbons (CFCs) and hydrofluorocarbons (includes HCFCs and HFCs) (IPCC, 2014). A greenhouse gas is a gas that, when in the atmosphere, absorbs and emits part of the infrared radiation, avoiding heat loss from Earth to the space. In turn, CO2 emission is considered the major considerable cause of global warming and consequent climate change, and at the same time the increase of CO2 emission is also a consequence of urbanization, as mentioned before (Petrovic et al., 2016). The case of study of this research is the work developed in the public space under the project Braga Urban Innovation Laboratory Demonstrator (BUILD), a project of Braga Municipal Council (CMB) to People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 2 promote reductions in carbon emissions. The chosen area of BUILD is located in São Vicente parish, with seven education institutions in the surrounding area. Through the analysis of current practices of Urban Planning and Mobility, this study intends to discuss the impact of sustainable urban measures, as Tactical Urbanism, on decarbonization process, while simultaneously prototyping an intervention in the public space that aims at the promotion of sustainable and inclusive mobility. The relation between those measures and mobility is their goal to reduce the negative influence of road traffic on the environment. The prototyped interventions back up the municipalities to assess the impact of specific transformations on urban infrastructure and its acceptance by citizens, while using feasible tools and frameworks to support the development of projects. Nowadays, the technological equipment, such as electronic sensors that gather information of traffic patterns and air pollution concentrations, provides efficient tools to support the decision-making process of public policies. However, with the environmental impacts of anthropogenic climate change, a change in the habits and in the general paradigm of urban life is urgent towards cities decarbonization. That is possible through adopting sustainable policies and acting directly with the citizens, through public participation. The importance of acting in the cities, willing to tackle the causes of climate change, implies a creative capability of technicians to develop feasible methods and practical working-tools to guide governments towards sustainable solutions of planning in a short period. Thus, in a future moment, the municipalities are capable of developing and building the city concerning every aspect of sustainability: social, economic, and environmental. 1.1 Objectives It is important to provide, as a general goal, an assessment of whether the different approaches of urban planning are improving the urban quality of life and the effectiveness of it as a tool to tackle causes of climate change, especially through the implementation of urban interventions with different components such as technology, population and information. In order to achieve a change of the current paradigm of mobility, actions will be developed along with stakeholders to promote sustainable and inclusive urban mobility, prioritizing pedestrians’ mode, cycling and public transportation above individual transportation. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 3 Therefore, as its main objective, this research analyses how urban planning deal with public participation, understanding a new urban planning method called Tactical Urbanism and its intervention approach in a small scale of a city, such as neighborhoods. That will provide an opportunity to spread among citizens the knowledge about Tactical Urbanism possibilities. This urbanism focused on action and prototyping is only possible due to a new comprehension of cities as Living Laboratories and intends to enable the understanding of how to cope with sustainable cities development through urban planning. In addition, the study will further estimate the potential of Tactical Urbanism intervention and Sustainable Mobility measures application on reducing CO2 emissions at the local level in the study area, throughout the PER Framework. The PER Framework is a calculation method able to support decision-making process while developing the final project of an intervention, and will be deeper presented in the Methods chapter. 1.2 Thesis structure The present thesis is organized so that the reader is able to understand the concepts in study, the existing problems and the achieved results aimed at answering those problems. Therefore, it is divided into theoretical discussion through literature review and method, as well as practical results, its analysis and conclusions.  Chapter 1: Introduction – In the first chapter the fundaments that support the interest on discussing urban mobility and city decarbonization are presented as well as the objectives that guide the research.  Chapter 2: Literature Review – The second chapter discusses the concepts regarding urban dynamics and practices, and several examples of urban measures to promote sustainable mobility.  Chapter 3: Methods – In the third chapter the methodology of the activities developed to engage the stakeholders and the decision-making tool that can support the implementation of sustainable mobility measures, called PER Framework are described. In addition, the method to assess and validate the considered measures is presented.  Chapter 4: Case Study: BUILD - Braga Urban Innovation Laboratory Demonstrator – The fourth chapter introduces the chosen area of this research, by presenting as well Braga’s municipal People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 4 project that study the area and supports this thesis. It also presents the results of activities and its validation.  Chapter 5: Conclusions – Finally, the last chapter presents the main conclusions drawn from this master’s thesis, as well as potential future evolutions and work. 2 Literature Review This chapter discusses subjects considered most significant to bring about the understanding of both urban political dynamics and practices. Taken into account in several studies, these subjects concern the need for rapid urban transformation towards cities decarbonization. 2.1 Cities, Mobility and Traffic Pollution Cities all over the world are continuously expanding and, at the same time, the infrastructure in cities are built to last a long life, some between 50-100 years (Gomez Echeverri, 2018). That means it will have a major influence on urban form and physical structure of several cities, especially concerning investments in buildings, transportation and mobility (Gomez Echeverri, 2018). Mobility is defined as the ability to move from one place to another and takes place through the appropriation of public spaces. In cities, mobility is also prerequisite for the economy and for the basic freedom of citizens (Caccia, 2015; Costa, Morais Neto, & Bertolde, 2017; Korver, Stemerding, Van Egmond, & Wefering, 2012). At the same time, safe and secure mobility also represents a concern in cities so the European Union (EU) common transport policy made road safety a priority in 2001 (European Union, 2018). Since then, the number of people killed in road accidents decreased, and 25,651 deaths were registered in the EU in 2016, 16.4% less than in 2011 and 53.3% less than in 2001 (European Union, 2018). Those numbers show the impact of public policies on changing the current reality and behaviors related to urban mobility. Cars remain the dominant mode for passenger transport across the EU, and are responsible for around 12% of total emissions of carbon dioxide (CO2), the main greenhouse gas (GHG) due to its long lifetime, remaining for years in the atmosphere (European Union, 2018). Globally, economic and population growth continues to be the most important drivers of increases in CO2 emissions from fossil fuel People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 5 combustion (European Commission, 2016). The transport sector is responsible for 14% of the total anthropogenic greenhouse gas direct emissions (gigatons of CO2-equivalent per year, GtCO2eq/year) from economic sectors in 2010 (IPCC, 2014) (Figure 1). Figure 1: Greenhouse gas emissions by economic sectors in 2010 (Source: IPCC, 2014) Although overall GHG emissions from transport have not reduced in line with other economic sectors, CO2 emissions per km for new passenger cars have been continuously falling since 2007 (European Union, 2018). Between 2012 and 2017, emissions per km decreased by 10.4% reaching 118.5 grams of CO2 emitted per km in 2017 (European Union, 2018). Although mobility does not only mean transportation modes, the impact on environment by choosing between more or less sustainable transportation modes represents a challenge for decarbonization. In order to develop resilient cities able to avoid climate change through its decarbonization, it is necessary to change lifestyles and current mobility patterns that focus on individual transportation (IPCC, 2014). To improve a city thoughtful planning is required and the planning process of transportation has changed throughout time (Korver et al., 2012). According to Wefering et al. (2014), traditional urban planning was focused on traffic, infrastructure and transportation modals while experts in the domain of traffic engineers planned it. Currently, practices of urban mobility planning focus on people, presenting People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 6 integrated action to achieve cost-effective solutions in a balanced development of all relevant transport modes, regarding the transition towards cleaner and more sustainable transport modes. At the same time, more interdisciplinary teams began to plan with the involvement of stakeholders. Due to that, it is possible to see now several policy objectives focused on urban mobility, such as, a sharp reduction in CO2 emissions to zero in transport to be reached between 2040 and 2050; a sharp reduction in air pollutant emissions; close to zero fatalities in road transport in, depending on the present situation, 20 to 40 years; drastic reducing of congestion in traffic; improvement of urban quality of life in general (Korver et al., 2012). It shows the necessity to act continuously on mobility willing to achieve a more sustainable scenario. 2.2 Health and Environment Effects of Traffic Pollution A report from IPCC (2014) affirms that human influence was detected in rising temperatures of the atmosphere and the oceans, impacting on global water cycle, reducing snow and ice, and sea level rise in global mean. In the past few decades, the climate changes affected all continents and across the oceans. Irrespective of its cause, the impacts are due to observed climate changes and indicate the sensitivity of natural and human systems to changing climate (IPCC, 2014). It is truly possible that the anthropogenic increase in GHG concentrations and other anthropogenic forces together caused more than half of the observed increase in global average surface temperature from 1951 to 2010 (IPCC, 2014). The anthropogenic sources of GHG direct emissions commonly existent in the urban environment are originated mainly from traffic and industrial activity (Silva & Mendes, 2012). The major air pollutants in urban area are: nitrogen oxides (NOx), carbon monoxide (CO), ozone (O3), particulate matter (PM10 and PM2,5), and volatile organic compounds (VOCs) such as benzene (–C6H6) and methane (CH4) (Silva, 2015). European cities still face the challenge of air quality. Several urban areas are commonly exceeding the levels of PM2,5 and NO2 concentration allowed by European Union Air Quality Standards (Pisoni, Christidis, Thunis, & Trombetti, 2019). A long-term study linked mortality to traffic intensity on the nearest road to a person’s home address (Forehead & Huynh, 2018). The number-one environmental cause of death in Europe is the air pollution. It is responsible for over 400,000 premature deaths per year (European Union, 2018). Moreover, air quality affects everyone; some people, such as children and elderly, are more at risk than others. Because of physiological differences, these people are identified as potentially more People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 7 susceptible to PM-induced effects than the general population (Sacks et al., 2011). Table 1 shows that every compound leads to specific harmful effects on human health. Table 1: Harmful effects caused by the main air pollutants (Source: Adapted from Comissão de Coordenação e Desenvolvimento Regional do Norte, 2019) Human health effects Pollutant Eyes and Vision Lungs and Breathing Head and Brain Hearth and Cardiovascular System Other effects CO Suffocating (Avoids blood from receiving oxygen) Dizziness, drowsiness, headaches Damages the heart and aggravates heart disease At high doses, can lead to death SO2 Irritation of the mucous membranes of the eyes Irritation, asthma, emphysema, bronchitis. In children, asthma and pertussis Decreases resistance to infections PM Reduced visibility, irritation of the mucous membranes of the eyes Chronic bronchitis, respiratory crisis, respiratory irritation Heart attacks NO2 Reduced visibility Injuries to the bronchi and pulmonary alveoli Increases reactivity to natural allergens O3 Disturbance Nasal congestion, asthma, lung damage, cough Headaches Chest pains BTX Some are carcinogenic and mutagenic The objective of the EU in the long term is to achieve air quality levels that do not figure unacceptable impacts and risks to human health and the environment. In this way, the EU acts at various levels with policies aimed at reducing exposure to air pollution by reducing emissions and setting thresholds and target values for air quality (European Union, 2018). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 8 If the rate and magnitude of climate change are limited, it can reduce the overall risks of the impacts of future climate changes. The risks are considerable with temperature increases, even with a rise of 1°C in the mean temperature above pre-industrial temperature levels (IPCC, 2014). With global temperature increasing by 4°C or more, many global risks are high to very high. The risks mentioned by IPCC (2014) include severe and wide-spread impacts on unique and threatened systems, the extinction of many species, large risks to food security and compromised normal human activities, including growing food or working outdoors in some areas for parts of the year, due to the combination of high temperature and humidity. It remains uncertain the precise levels of climate change that are able to trigger abrupt and irreversible changes remain uncertain. However, the rising temperature also increases the risk associated with crossing those thresholds in the earth system or in interlinked human and natural systems. And so, adaptation and mitigation experience are continuously being accumulated across regions and scales, meanwhile global anthropogenic GHG emissions have continued to increase (IPCC, 2014). Beyond air pollution, the second most significant cause of ill health is noise. Environmental noise causes approximately 16,600 cases of premature deaths per year in Europe (European Union, 2018). Residents living near roads and streets usually mention the traffic noise as the main disturbance and it may cause several health problems, for instance rest hassle, hypertension and psychophysiological manifestations (Silva, 2015). 2.3 Sustainable and Inclusive Urban Mobility as a Goal The year of 2015 marked a defining period for sustainable development worldwide. World leaders adopted a new global sustainable development framework at the 70th UN General Assembly on 25 September 2015: the 2030 Agenda for Sustainable Development having at its core the Sustainable Development Goals (SDGs). The 2030 Agenda represents a commitment to eradicate poverty and achieve sustainable development by 2030 worldwide. The 17 SDGs (Table 2) and their 169 associated targets are global in nature, universally applicable and interlinked (European Commission, 2016). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 15 Figure 2: Before and After - Pedestrianization of Unirii Square in Oradea, Romania (Source: Civitas SUMPs UP presentation, 2019) Figure 3: 2014 and 2018 – Pedestrianization of Vasile Alecsandri Street in Oradea, Romania (Source: Civitas SUMPs UP presentation, 2019) In Portugal, since 2009, the pedestrian network of Braga’s central area has increased, and it certainly helped the reduction of carbon dioxide emission in this specific area. That is because this change in urban infrastructure restricted access for vehicles, in order to guarantee the pedestrian use. From 2009 until 2018 more than 20,000m2 of the pedestrian network were built, covering a total area of 130,000m2 (Câmara Municipal de Braga, 2017). The following figures (Figure 4, Figure 5 and Figure 6) show a few examples of this change. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 16 Before Nowadays Figure 4: Pedestrianization of República Square in Braga, Portugal (Source: Forum Bracare; Igor Cerullo collection, 2018) 2015 2018 Figure 5: Pedestrianization of Liberdade Avenue, in front of Theatro Circo in Braga, Portugal (Sources: Bom dia França; Igor Cerullo collection, 2018) 2009 2017 Figure 6: Pedestrianization of Largo da Senhora a Branca in Braga, Portugal (Sources: Google Maps; Igor Cerullo collection, 2018) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 17 2.4.2 School Mobility Plans In the past few decades, children’s modes of transportation to school have changed, and the number of parents driving their children to school increased, decreasing the students autonomously walking to school. The goal of school mobility plans is to increase accessibility to schools by supporting students to reach their destination in a safe and sustainable way. It can be done through bus services or encouraging car-pooling between parents and teachers (Lopez-Ruiz et al., 2013). It can be offered as personalized services or implemented in schools. There are alternative mobility plans, such as walking buses or bicycle buses to promote more sustainable behaviors in students, concerning safety and environmental issues (Lopez-Ruiz et al., 2013). In Córdoba, Spain, in the year of 2014 the cost-free pilot-project Walking School Bus started in a public school with a student body of 450 primary students. In the project, professional paid monitors followed the students to and from the school, and the families were provided with a mobile application (Figure 7). The monitors used the same application to collect the children's participation data and provide information on the location of the group. The project lasted 14 weeks. a) b) c) Figure 7: Screenshots of the mobile app: a) List of children, b) Real-time monitoring, c) Notification (Source: P Erez-Martín, Pedr, Martínez-Jim Enez, & Varo-Martínez, 2018) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 18 School Mobility is also a key-factor to properly manage traffic and mobility in the city of Braga (Câmara Municipal de Braga, 2017). Therefore, during the European Week of Mobility in 2017, CMB developed several activities around the city in order to test solutions that could reduce the road traffic in BUILD area; two of them were “PeddyBus” and “SchoolBus” (Figure 8). The activity “PeddyBus” consisted in a walk ride to schools from specific meeting points. By tracing two ways, adult volunteers followed the children, and a “PeddyBus” group left every 15 minutes. In the first trial, around 10 children joined the activity (Câmara Municipal de Braga, 2017). At the same time, “SchoolBus” pilot-project was happening, with six bus stops, offering free bus transportation for students from previously selected schools. By the end, it had been used by 700 children (Câmara Municipal de Braga, 2017). Figure 8: Flyers from activities "PeddyBus" (above) and "SchoolBus" (under). (Source: Provided by CMB, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 19 2.4.3 Low Emission Zones Low Emission Zones (LEZs) are areas where the circulation is allowed only to vehicles that follow specific levels of pollutant emission (Panteliadis et al., 2014). LEZs aim to reduce pollution levels and improve air quality in areas where the parameters are not being met, therefore, it encourages the use of cleaner vehicles (Lopez-Ruiz et al., 2013). In London, if the vehicle does not meet the LEZ (Figure 9) emission standards, it is necessary to pay a daily charge. However, the London government strongly encourage people to make sure their vehicle meets the standards instead. There are no barriers or tollbooths within the LEZ (Figure 10). Instead, cameras read the number plate as the driver is within the LEZ and check it against London’s database of registered vehicles. In addition to the existing LEZ emission standards operating across most of Greater London, a phased implementation of stricter emission standards will affect different vehicle types and different geographical areas within London. Current LEZ emission standards set a limit for how much PM a vehicle may emit. From 26 October 2020, the LEZ emission standards for heavy vehicles will also set a limit for emissions of nitrogen oxides (NOx), which form harmful nitrogen dioxide (NO2) in the atmosphere. Vehicles need to meet the LEZ emission standards based on vehicle type and the type of emission (Mayor of London, 2019). Figure 9: ULEZ and LEZ from London (Source: Mayor of London, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 20 Figure 10: Sign in London's LEZ entrance (Source: Mayor of London, 2019) In December 2018 the first Scottish LEZ was launched in Glasgow city center (Figure 11). Glasgow's LEZ is phased in and during this first period, it will only apply to local service buses. By 31 December 2022, when the LEZ will have been fully implemented, all vehicles entering the zone (Figure 12) will have to meet specified emission standards (Glasgow City Council, 2019). Figure 11: Low Emission Zone from Glasgow (Source: Glasgow City Council, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 21 Figure 12: Sign in the entrance of Glasgow’s LEZ (Source: Glasgow City Council, 2019) 2.5 Tactical Urbanism Tactical Urbanism is one general term for all different approaches from urban planning focused on action. Also known as DIY Urbanism, Planning-by-doing, urban acupuncture, urban prototyping, as pointed by Lydon (2016), the Tactical Urbanism is an approach in a small scale of a city, such as neighborhoods, to build them using short-term, low-cost, and scalable interventions to catalyze long-term change. The key fact is exactly the focus on long-term changes, otherwise it could be considered a regular urban intervention. However, this concept will only represent a revolutionary approach, which can change the fundamentalist urban policies, as long as how its application happens is discussed, mainly by governments. The major question about Tactical Urbanism is if it would not only be a benefice approach for the neoliberal urbanism itself, once its implementation is under a neoliberalized rule-regime (Brenner, 2015). Some results of neoliberal urbanisms are to spread commodification across the urban social fabric, to base the collective life of a city through market relations, and to contribute to the enclosure of self-managed urban spaces. That is because those results are based on the market-fundamentalist project through the activation of local public institutions and empowerment of private actors and organizations (Brenner, 2015). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 22 In other words, Tactical Urbanism might involve a challenge to market-fundamentalist urban policy and it can contribute to the ongoing struggle for alternative urbanisms, if it truly considers the humans and the environment upon their potentials and limits of contemporary urbanization. These new techniques of urban practices can only contribute to change how we currently plan cities if they stop being only technical strategies hired by governments, and start criticizing the current urban planning approach through gathered-shared-creative capacity by which it can coproduce the city. Therefore, alternative urbanisms demand not only new urban spaces, but also new governmental policies that afford public collaboration. Even though each specific case in the planning process of Tactical Urbanism demands a collaborative and specific design for, it is possible to find so far patterned results among the short-term interventions. Once it involves change to physical design of streets and public spaces, a range of materials can be defined, such as Barrier Elements; Surface Treatments; Street Furniture; Landscaping Elements; Signs; and Programming (Lydon, 2016). Therefore, the next items from section 2.5 will discuss some possibilities of the Tactical Urbanism approach. At the same time, every Tactical Urbanism intervention relates to the Sustainable Mobility Measures presented in the previous section 2.4. 2.5.1 Pedestrian crossings In the range of surface treatments, pedestrian crossways are a good example. Pedestrian crossings relate to the SMM 5 (Table 3), as it represents an investment or maintenance of dedicated walking infrastructure. A case study from Seattle, United States of America (USA), is the project Community Crosswalks, which allows communities to design especially painted crosswalks to represent their neighborhood. The sponsor organization was United Hood Movement (UHM) and the Pan-African crosswalk began as a guerrilla act (Figure 13). The UHC, an organization supporting colored communities in marginalized neighborhoods, spray-painted four crosswalks with the colors of the Pan-African flag — red, green, and black — in the Central District neighborhood. The unsanctioned project represented UHM’s desire to celebrate the black history and culture of the Central District, a rapidly gentrifying neighborhood. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 23 Figure 13: Pan-African crosswalk in Seattle, USA (Source: Lydon, 2016) The Pan-African crosswalk design was refined through the new program, and the ribbon cutting for the permanent version occurred five months later. The sanctioned project honors the original design, upgrading the spray painted lines with thermoplastic meant to last 3 - 5 years (Figure 14). Figure 14: Seattle WA’s sanctioned crosswalk (Source: Lydon, 2016) Curb extensions also represent a surface treatment to improve pedestrian crossings (SMM 5). In Portsmouth, USA, a generous curb extension reduces the turn radius and shortens the crossing distance by 20% (Figure 15). A local organization from Portsmouth, USA, called PS21 hired the Street Plans Collaborative to lead the project Islington Street Lab. Street Plans Collaborative is an urban planning, design, and research firm from the USA. The Islington Street Lab project’s goal was to engage the community in brainstorming and creating a project in Portsmouth’s West End. The Street Plans Collaborative along with PS21, about 20 volunteers, and several city departments worked to install 6 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 24 crosswalks; 2 curb extensions (Figure 15); pop-up landscaping using over 3 dozen plants; pavement markings; one parklet and bike corral; and striping to define three new on-street parking spaces. After a successful demonstration, the City decided to move forward with a 30-day pilot to test a number of the project’s elements and worked with PS21 to develop a city-citizen demonstration project policy. Figure 15: Curb extension in Portsmouth, USA (Source: Lydon, 2016) 2.5.2 Interim plazas A very interesting example of Tactical Urbanism intervention is from New York City (NYC), USA, which brought a one-day plaza to a dangerous six-way intersection on the border of Brooklyn and Queens. With the improvement of pedestrian areas, interim plazas also relate to SMM 5. To gather community feedback for a more robust interim plaza the temporary public space was used. During the demonstration phase, programming the temporary plaza was the key to the project’s success. Live music, games, and a mobile library engaged people and activated the space. The mobile library is part of the Uni Project, a non-profit that activates public spaces in NYC. For the interim plaza, barriers to moving traffic and movable tables and chairs constructed which help make the space comfortable for people of all ages (Figure 16). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 31 Figure 19: Board "How do you come to school?" (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) To support the later activity of participatory mapping, other methods such as debates, meetings and training enable integration between researchers and community (Araújo, Anjos, & Rocha-Filho, 2017). The training method will be adopted, in which the themes related with the activity will be presented supported by slides presentation. Besides games, Poplin (2012) affirms that sketching and drawing can be playful activities, and public participation activities can use free-style drawings in the initial, motivational phase, since it seems particularly well suited to capturing objects and situations in a spatial environment, such as geographic space (Poplin, 2012). Considering that, in the third moment, the students will be invited to draw a mental map of their route from their house to their school. Highlighting important points of reference on their route, as well as the things, people, and landscapes that caught their attention along the way. They will also be asked to indicate the mode of transportation they used. By the end of the drawing, they will be asked to share their creations with their friends, while the technical team ask how they feel about their journey, what they usually do along the way, if they like it, and if they would like something to be different. After a round, they can mark in red everything they wanted to be different. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 32 The fourth and last moment will be the participatory mapping. When it is not for spatial analysis, participatory mapping is a method able to build more extensive relations and dialogues between researcher and stakeholder (Araújo et al., 2017). At the same time it supports the planning of interventions and is a tool for perception and identification of problems, potentials and possibilities (Araújo et al., 2017). Following the activity developed in Sao Paulo, Brazil, by ITDP Brasil (2018), the goal with the initial maps will be to understand what the city means to the students, and the last map will gather their proposals to change the public space near the school. 3.1.4 Focus Groups The Focus Groups activities will be developed along with scholar community as well, but in turn it focuses on the educational responsible and will consist in a participatory mapping process supported by a questionnaire. It is important to work along with the educational responsible as well, once they usually are in charge of driving the children to the school. Therefore, the activity will cover aspects such as their perception of the issues regarding mobility in the study area, opinion about public transportation, and patterns of parking area when picking up the children. 3.1.5 Public Session The Public Session’s stakeholders are the residents, tradespeople, and general city-users. The invitation to join the session will be delivered in the residents’ mailbox, posters will be distributed among trade’s facilities in the area, and via e-mail to the schools and institutions representatives in the study area. The activity’s structure will be similar to that of Ideas Workshop. Therefore, in the first moment the activity will be introduced. Then, once the residents were not the initial stakeholders of the awareness raising activity, and to begin the engagement under the mobility thematic, the stakeholders will be invited to play a mobility game. The following phase will be the participatory mapping. By the end, there will be a form available for those who would like to participate in the intervention activity to leave their contact details. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 33 3.2 Gathered data treatment Considering all the inputs from the activities along with the stakeholders, a final project of Tactical Urbanism Intervention will be developed, whose method will be presented in section 3.3. Thus, several formats of data will be gathered and treated to further analysis. The activities along with stakeholders will be recorded by audio, and transcribed for future content analysis. The transcriptions will be analyzed through content analysis method, in which categories related to the subject of study are created; in this case, sustainable urban mobility. The children who participated in the Ideas Workshop, drew their mental map. It will be quantified and analyzed how many draws indicated a specific aspect the children wanted to be modified in the city, similar to the content analysis method. The percentage of children that would like to transition towards a more sustainable transportation mode on their commuting to school will also be quantified, and which transportation mode they would consider on using. On the other hand, the percentage of children that enjoy their currently transportation mode (those who did not mention they wanted to change their current transportation mode) will be quantified, and which transportation mode it is. Later, what children who enjoy going by car say about the transformations they would like to see in the city will be analyzed. It aims at understanding their self-awareness on contributing to the environment through adopting sustainable mobility behaviors. Stakeholders from Ideas Workshops, Focus Groups and Public Session filled the board of which transportation mode they use in their daily travels, and it will allow to calculate the modal distribution of them. In the case of the Focus Groups and Public Session, it also allows to gather their general opinion about using the different transports in Braga, as well as their perception of mobility in general in the city. In the participatory mapping phase, summary-maps and graphics will be developed considering inputs from the actions along with stakeholders. The summarized information will cover aspects such as safety feelings and reasons; how they use or would like to use the public space; and contributions to tactical urbanism intervention. 3.3 Tactical Urbanism Intervention For the Tactical Urbanism Intervention a final project will be developed, considering the stakeholders inputs, as mentioned in section 3.2. Through the analysis of the stakeholders’ perception and needs, People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 34 regarding urban mobility issues, the goal of the intervention is going to be the improvement of the city’s infrastructure in a way that it promotes sustainable urban mobility. In this phase it is important to comprehend the needs of the stakeholders and the capabilities of the institutional or political support on effectively building short-term, low-cost, and scalable interventions, paying attention to its impact on catalyzing long-term change. After defining the structure, such as phases of intervention, it is necessary to collect the needed material and to contact the community to involve them by inviting them to participate. It is important to highlight that the success of the intervention relies on the previous steps accomplishments, regarding the awareness-raising and engagement activities. Therefore, it is important to build a strong network between community’s stakeholders and political support. 3.4 Analytical Framework of Potential CO2 Emissions Reduction (PER Framework) The report developed by Lopez-Ruiz et al. (2013) estimated the potential impact of urban measures of sustainable mobility on reducing CO2 emissions at urban level and considered each NUTS-3 zone in Europe to set the range of the potential impact. The NUTS classification (Nomenclature of Territorial Units for Statistics) is a hierarchical system to divide the economic territory of the European Union (EU) with different purposes according to its dimension (European Commission, n.d.). In a general way, NUTS-1 is for major socio-economic regions, NUTS-2 for basic regions for the application of regional policies, and NUTS-3 are small regions for specific diagnoses. In Portugal, the division of NUTS-1 is Continent, Azores, and Madeira; NUTS-2 is five regions and two autonomous regions; finally, NUTS-3, concern groups of municipalities. To quantify the potential range of effects of policy measures on CO2 emissions for each NUTS-3 zone, Lopez-Ruiz et al. (2013) considered the transport demand and CO2 estimation results, throughout MODELT JRC, for the year 2030. To establish the potential effects of the different policy measures of sustainable mobility, Lopez-Ruiz et al. (2013) carried out an impact assessment regarding different territories in Europe by weighing the experts' scorings according to the current trends in transport behavior that characterize the different cities in Europe present in NUTS-3 regions. Since every city in Europe is different in size, density, population, etc., the effects of measures, according to Lopez-Ruiz et al. (2013), would surely vary from city to city, and so the weighing of the experts’ scorings considered that. Therefore, in People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 35 order to assess how specific measures can affect different European cities, how different urban forms and organizational trends may react to the same set of measures were determined. The urban profiles were analyzed considering aspects of density, accessibility, employment, population and commuting characteristics of each particular zone. Through an extended literature review, including more than 400 data points of combinations of Sustainable Urban Mobility Plans (SUMPs) measures (five different studies were chosen as sources for gathering data: KONSULT, TRANSPORD, VTPI, EC-Freight and EPOMM), the potential impact of each group of measures was estimated considering three dimensions: Avoid, Shift and Improve (A-S-I) (LopezRuiz et al., 2013). These dimensions concern each measure potential to avoid unsustainable transport practices; to shift from unsustainable to sustainable transport modes; and to improve on current behavior in transport activities. Pisoni, Christidis, Thunis, & Trombetti (2019) affirm that these three dimensions either affect urban mobility in a different way, influencing demand, mode choice or fuel consumption. On the way back, it is affected depending on the urban context, as discussed before. Therefore, assuming the different characteristics of each NUTS-3 zone and defining seven different urban profiles from most urban to least urban, for each NUTS-3 zone, Lopez-Ruiz et al. (2013) defined the set of 21 sustainable mobility measures (Table 3) considering varying levels of corresponding emissions reductions. These measures do not take into account electric mobility options. In order to correlate the three coefficients (A-S-I), using the considered aspects of each urban profile, a Random Forest regression model was built. This method is based on the combination of predictive trees (weak classifiers), with each tree constructed from a random selection of samples and variables (Lovatti, Nascimento, Neto, Castro, & Filgueiras, 2019). The advantage of using Random Forests in this application was that it allowed to manage non-linear features and to handle feature interactions (Pisoni et al., 2019). However, in the matter of measures’ presented values by Lopez-Ruiz et al. (2013), one range showed the total for European wide level, and, a second format showed for each country the total value of A-S-I dimensions measures contribution (Appendix A). Therefore it will be necessary to first adapt the values to the country where the study area is located, and then reduce the potential impact values to the dimensions of the chosen area. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 36 3.5 Measures’ Impact Validation It is aimed to validate the measures that are going to be implemented in the case study. The validation method depends on the measures considered, which are presented in section 4.6. The results from measures’ impact validation will be later compared with the results obtained through the calculation of potential CO2 emissions reductions, from PER Framework. This comparison, also presented in section 4.6, will be analyzed to understand if the value is in the range set by PER Framework, or how far it is from minimum or maximum values. 4 Case Study: BUILD - Braga Urban Innovation Laboratory Demonstrator BUILD – Braga Urban Innovation Laboratory Demonstrator is a Living Lab working towards future city decarbonization that intended to be an urban environment opened to innovation, in which local authorities, companies, the University of Minho (UM), R&D centers, such as International Iberian Nanotechnology Laboratory (INL) and Center for Computer Graphics (CCG), citizens, and local communities act. It applies a collaborative and co-created model, promoting in a real context the development, prototyping, and assessment of new technologies, services, applications, with low environmental impact (Câmara Municipal de Braga, 2017). Fundo Ambiental, a Portuguese fund that aims to support environmental policies to reach sustainable development objectives, finances BUILD project. It contributes to the achievement of national and international objectives and commitments, in particular those related to climate change, water resources, waste management and nature conservation and biodiversity. The chosen area for BUILD and the present case study is presented in Figure 20 and it is located in the city of Braga, which is in the north of Portugal. Covering an area of about 14 hectares, it represents one of the most recent areas of urban tissue growth in the city, being highly influenced by the mobility dynamics as a result from the proximity to the city center (Câmara Municipal de Braga, 2017). This area stands out for its high traffic level caused by the concentration of seven scholar institutions. The leisure function is fulfilled by two spaces, namely Largo Monte d'Arcos, which integrates parking spaces, living areas and is the entrance to the municipal cemetery, and the public park called Pachancho Children's Park (Figure 21). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 37 Figure 20: BUILD area and influence area within Sao Vicente parish (Source: Adapted from Google Maps 2019) Figure 21: BUILD area and reference points in which 1) Dom Diogo de Sousa School 2) Leonardo Da Vinci School 3) Sá de Miranda School 4) British Institute 5) Enguardas School 6) Teresiano School 7) Francisco Sanches School (Source: Adapted from Google Maps 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 38 As a municipality project based on three strategic approaches as resources sustainability, appreciation of natural resources, public space use, BUILD supports all the main goals of Tactical Urbanism and Living Labs theory. For instance, focusing on citizens, engaging them to work along with the technical professionals, and planning their living surrounding built environment. They also aimed at reducing CO2 emissions through sustainable development programs and mobility solutions, as well as long-term changes. The chosen area is a considerable area of traffic congestion and has a problem of lack of inclusive mobility and soft modes, under the existing conditions of urban public life and access, especially regarding abandoned and damaged public spaces. In order to characterize the area, data from Census 2011 (Câmara Municipal de Braga, 2017) was analyzed. It shows that from 75 buildings located in the area only 13 are mixed-use, while 62 are exclusively for residential use, representing that the majority of the people who actually live there use more intensively the public spaces, besides the municipal cemetery. With a population of 990 people and a population density of 9,000 inhabit/km2, 63.8% of the residents are 25 to 64 years old, followed by 21% from 0 to 13 years old. About education, 33.4% concluded the higher education, followed by 16.4% of junior high school students and 14.8% of high school students (Câmara Municipal de Braga, 2017). The project BUILD relates technology with the implementation of integrated solutions from several equipment working through the Smart City Server (SCS). These equipment will monitor the traffic and the air quality. With this information, it would be possible, in the future, to quantify and analyze the impact of the interventions from Tactical Urbanism. The project plan is divided in 7 work packages (WP). The CMB and its institutional partners (UM, INL and CCG) coordinate 7 students from University of Minho and 1 designer supports the work developed by the other students, by producing graphic material for the activities and projects. The students come from different study areas (sociology, architecture, information technology, engineering and education) and work in each WP. These 8 technicians compose the BUILD technical team. The first work package (WP1) intended to manage and follow the work developed. WP2 is about the installation of LIU – Laboratory of Urban Innovation. WP3 aims to develop the SCS that will concentrate all the information gathered from the equipment. WP4 aims to maximize communication and awareness of the population. Under WP5 and 6, interventions will be made on public roads and in the Living Lab area, and are the main focus of this study along with WP4. The interventions aim to promote the change in population’s behavior in the matter of mobility to increase the use of soft modes and more sustainable transportation. Finally, the WP7 will People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 39 ensure the measurement of water and electricity consumption, in order to raise the awareness of citizenship to reduce expenses, to determine consumption patterns, and to detect the occurrence of anomalous situations that may indicate problems in the building. 4.1 Base Scenario and Preliminary Urban Interventions To use the PER Framework, first it was necessary to determine a base scenario of CO2 emissions calculated from a traffic base scenario. Researchers from Centre for Territory, Environment and Construction (CTAC) of University of Minho determined the traffic base scenario (CTAC, 2018) considered in the calculation according to a vehicles counting in the BUILD area from 2017. The counting was made during the rush period, in the morning from 7.45am to 9.45am and in the afternoon from 5.15pm to 7.15pm. Later, following each street type, classified as high or local traffic, a traffic per hour for both light vehicles and heavy vehicles was determined. Then, by varying the counted traffic in the rush hours, the daily traffic (24h) was obtained. For this purpose, the traffic of a type road network was considered, named as “Masters”, which aims to estimate and extrapolate traffic volumes at different times of the day to hourly points. After setting a daily traffic, it was divided into periods of the day (daytime, evening and night) (Table 4). The heavy vehicle traffic along the same periods was also divided. Table 4: Reference periods. (Source: CTAC, 2018) Reference periods Time interval (h) Daytime 7h00 – 20h00 Evening 20h00 – 23h00 Night 23h00 – 7h00 For the roundabouts, the CTAC researchers divided them in sections, thus considering sections between the various entrances and/or consecutive exits of the roundabouts. After determining the number of vehicles passing on each section, the vehicle traffic was calculated for each period of the day (daytime, evening and night), as well as the percentage of heavy vehicles over those periods. Finally, considering the daily traffic on each section of the roundabout, they established an average of the various sections, resulting in a traffic of the roundabout. The CTAC’s researchers applied the method of calculating CO2 emissions considering the BUILD influence area (Figure 20) that aggregates BUILD area and surrounding area. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 40 The calculation took into account the characteristics of the Braga vehicle fleet, presented in Table 5 with the percentages of light and heavy vehicles depending on the type of fuel in the year 2017 in Portugal (CTAC, 2018). In light vehicles, there is a clear predominance of diesel oil (64.1%). For heavy vehicles, the percentage of petrol is nearly insignificant, since diesel represents 99.49% of these vehicles. In this way, CTAC researchers considered all heavy vehicles as diesel vehicles (100%). On the other hand, Table 6 indicates the amount of fuel per kilometer (kg/km) consumed by the different types of vehicles (light and heavy vehicles), depending on the type of fuel used. Table 5: Percentage of light and heavy vehicles by type of fuel. (Source: CTAC, 2018) Type of Fuel Light vehicle [%] Heavy vehicle [%] Diesel 64,1 99,49 Petrol 34,5 0,03 LPG 0,8 0,05 Other 0,6 0,43 Table 6: Quantity of fuel consumed by type of vehicle. (Source: CTAC, 2018) Type of vehicle Fuel consumption [kg/km] Diesel light vehicle 0,07 Petrol light vehicle 0,06 Diesel heavy vehicle 0,24 Then, based on the number of vehicles circulating in the intervention area, CTAC researchers calculated the CO2 emissions in the area through the following Equation 1: Equation 1: Daily CO2 emissions by vehicles (Source: CTAC, 2018) CO2 emissions(kgCO2eq) = Σ(Ni, j × Di, j ×EFi, j) In which: Ni,j – Number of vehicles of category "i" with fuel "j" Di,j – Distance traveled by vehicles of category "i" with fuel "j" (km) EFi,j – Emission factor of category "i" vehicles with "j" fuel (kgCO2eq/km) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 47 and the BUILD Technical Team adapted it for its activities. In total about 100 students participated in the Mobility Games. Figure 30: One question from the dice of "The Big Mobility" game (Source: Provided by CMB, 2019) Figure 31: Children playing The Big Mobility game (Source: BUILD Technical Team, 2019) 4.2.3 Ideas Workshop The students who participated in the IW were from two different schools, 22 students of 4th class from Leonardo Da Vinci School and both 4th class and art students from Dom Diogo de Sousa School, with 109 and 11 students respectively, totalizing 3 Ideas Workshop applied and 142 students involved. After filling the board of which transportation mode they use to commute to school (Figure 32), they were divided into groups of around 10-40 students. Once the students were separated into groups, the BUILD People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 48 technical team presented the activity and the themes that were going to be discussed, for instance the concept of Urban Mobility, Sustainable Urban Mobility, and Tactical Urbanism as a tool to positively change the public space (Figure 33). Figure 32: Students filling the board of transportation mode (Author: BUILD Technical Team, 2019) Figure 33: Presentation of Sustainable Urban Mobility and Tactical Urbanism in Dom Diogo de Sousa School (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 49 The students were then invited to draw their route from home to school, indicating the mode of transportation they used and afterwards they marked in red everything they wanted to be different (Figure 34 and Figure 35. Other examples in Appendix C). The art students, in turn, developed the mental map of the surrounding area of the school, showing their perception of the mobility in the area. Figure 34: Mental map drawn by a child, who wanted to go by bicycle to school (in dark red), during the Ideas Workshop (Source: Anonymous Student from Ideas Workshop, 2019) Figure 35: Mental map drawn by a child, who goes by car but would like to go by School Bus, would like less accidents, less pollution, more happiness in the streets, more greenery and safer crosswalks (in dark red), during the Ideas Workshop (Source: Anonymous Student from Ideas Workshop, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 50 Later, on the participatory mapping phase, the students pointed on the first map (Figure 36 and Figure 37) how they use or would like to use the public space near the school to play, walk, be with friends, and wait for their educational responsible. Figure 36: Map 01 - What the city means to me. "Which spaces outside the school do you use?" (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) Figure 37: Students filling the map of which spaces outside the school they use or would like to use (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 51 On map 2 (Figure 38) showing the BUILD area, they pointed were they felt safe or not, and why. Map 3 (Figure 39) focusing in the surrounding area of the school, the students should also mark where they feel safe or not, and why. In the fourth map (Figure 40), they could indicate where they would consider few interventions. A few examples of the changes they could propose are to paint the street, to paint a crosswalk, to build a parklet, or to add bike lanes, always presented in the tactical urbanism approach. With the fifth map that indicated the intervention area, only presented for the arts students, they could create the street and the cross walking paintings (Figure 41). The three interventions area of Figure 41 were defined after the first Ideas Workshop (Figure 42), considering the propositions of the students complementary to a spatial analysis developed by BUILD technical team. Other examples of filled maps are in Appendix D. Figure 38: Map 02 - What the city means to me. "Where do you feel more or less safe?" – BUILD Area (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 52 Figure 39: Map 03 - What the city means to me. "Where do you feel more or less safe?" – School Area (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) Figure 40: Map 04 - But this street is also mine... "If you could, where would you propose the following interventions?" (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 53 Figure 41: Map 05 - But this street is also mine... "Draw the proposals for the following areas" (Source: BUILD Technical Team, 2019) Figure 42: Students from Dom Diogo de Sousa School during Ideas Workshop (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 54 4.2.4 Focus Groups The questionnaire covers aspects related to their opinion about the mobility in the city of Braga (Figure 43), which transportation mode they use on daily journeys (Figure 44 and Figure 45), and how they commuted to school back in their childhood. It also covers the impacts of the project School Bus on their daily routine, where they usually park their car to pick up the children (Figure 46), and which was the distance they were willing to walk was there a parking area available (Figure 47), among others. The invitation to join the Focus Group was sent to those who demonstrated interest while filling up the survey about Scholar Transportation and School Bus measure. Figure 43: Board of perception of the Mobility in Braga filled by educational responsible with words as chaotic, lack of civism, dangerous, and complicated (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 55 Figure 44: Board of Transportations Modes and Expressions Associated (Source: Adapted by BUILD Technical Team from ITDP Brasil, 2018) Figure 45: Educational responsible filling the transportation board (Source: Author, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 56 Figure 46: Board of usually parking spot (Source: BUILD Technical Team, 2019) Figure 47: Board of accepted distance to walk (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 63 use to describe Braga’s mobility. The educational responsible related the traffic with the lack of safety on the streets. In turn, the President of Sao Vicente Parish Council affirmed that once that are benches on the sidewalks and more space for people to be, the people are not going to be afraid of going out to the streets. Figure 52: Words’ cloud of stakeholders' perception of mobility in Braga (Source: Author, 2019) Regarding the main transportation mode used on daily commuting, the residents indicated the private car (Graphic 6). The residents mentioned the autonomy and flexibility when using private car, while the public transport is described with few available times and routes, although they also mentioned that it is affordable. Graphic 6: Modal distribution of residents on daily commuting travels (Source: Author, 2019) 0% 20% 40% 60% 80% 100% 1 Walking Bicycle Train Public transport Taxi Car Motorcycle People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 64 In the Focus Groups, the educational responsible also mentioned that public transportation is not efficient in general. This mentioned non-efficience of public transportation eventually explains why the children did not previously mention the public transportation as a mode they would consider when transition towards a more sustainable mode (Graphic 3). The educational responsible mentioned that once it takes around 5 to 10 minutes by car to go to the school, then how will they encourage students to use the public transport if the same journeys takes 1 hour. The following figures compiled the data gathered from the Ideas Workshops, Focus Groups and Public Sessions. The Figure 53 shows that people feel safe mainly near the schools and in the public park (Figure 21) from BUILD area. The students mentioned the crossing walks in the area are unsafe because the cars move very fast, the crossing walk is not well signposted and are dimly lit. They said the crosswalks that follow the sidewalk should be better signposted as well. In addition there are people who do not cross the street by the crosswalk. Figure 53: More or less safe feeling (Source: Author, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 65 As mentioned earlier in Graphic 5, the lack of green areas near the schools is mentioned by the students, and they identified in Figure 54: How they use or would like to use the public space. The red circle indicates the potential area for Tactical Urbanism Intervention (Source: Author, 2019), once it indicates an area they would like to either play, be with friends, or walk. Therefore, they only use the coffee places nearby, the supermarket and the cemetery square (Largo Monte d’Arcos) to be with friends. As a public space, the Largo Monte d’Arcos have only a few benches, which are fixed and distanced from each other (Figure 49 and Figure 51). To play, they indicated the public park, and the roundabouts. Figure 54: How they use or would like to use the public space. The red circle indicates the potential area for Tactical Urbanism Intervention (Source: Author, 2019) The area highlighted with the red circle in the Figure 54 currently shares the space with a coffee esplanade. Even though the students mentioned they used to go to the esplanade, they complain about having to consume from the coffee place to have access to the esplanade (Figure 55). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 66 Figure 55: Coffee esplanade and intervention area (Source: Author, 2019) This mentioned issue of commodification shows the urgent need for public spaces free of market relations. At the same time, as an empty green area, the foot markings on the grass are only in the front section of the area, showing that it is truly an unused greenery public area (Figure 56). Figure 56: Intervention area and foot markings on grass (Source: Author, 2019) Then, to understand the active mobility pattern in the area, Figure 57 was also developed indicating the crossings that people irregularly do, that is outside the crosswalks, and that were previously mentioned by the students in IW and observed by BUILD technical team. It is important to highlight that people also indicate the roundabouts as unsafe (Figure 53), although they keep crossing it irregularly. Then, as a People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 67 result of Figure 54, the pedestrian pathway was represented in Figure 57. The students and the residents mentioned that the sidewalks in general in this area are too narrow, discontinuous and with several architectonical barriers, for instance in the transitions from the sidewalks to the crosswalks, that are often abrupt. Therefore, the identified pathway will be further analyzed and to a future architectonical project’s development concerning the improvement of its accessibility. Figure 57: Identified pedestrian pathway and irregular crossings (Source: Author, 2019) Finally, in the mapping activity of Tactical Urbanism, the most mentioned interventions the stakeholders would like to see in the intervention area are first the pavement painting, and second the colorful crosswalk (Graphic 7). People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 68 Graphic 7: Results of Tactical Urbanism (Source: Author, 2019) 4.4 Tactical Urbanism Intervention Considering the inputs from the analysis of the actions developed along with stakeholders, the structure of the final project was developed, which aimed to work on three different aspects, namely: i. Activating an underused public space, through building furniture with reused material (SMM 5); ii. Walking infrastructure improvements for children, through updating the sidewalks with decorative markings and decorative games that invite the children to be active whilst having fun. A crosswalk will be colorful painted, as well as a traffic calming measure as the pavement painting (SMM 5); iii. Walking and cycling infrastructure improvements, through transforming the sidewalks of the identified pedestrian pathway (Figure 57) into more accessible routes in the connection with every pedestrian crossings (SMMs 5 and 14). CMB implemented the first aspect right away. The second and third aspects will be later considered in the architectural final project for further implementation. Therefore, the activity named “(Re)using our space” mobilized the stakeholders during one Saturday. It was the last activity from the European Green 77 53 25 24 23 17 17 16 16 14 13 12 11 8 010 20 30 40 50 60 70 80 90 Pavement painting Colorful crosswalk Compass Twister Crosswalk with traffic light Parklets Larger sidewalk on the corner Footprints Bikelane Trees Crosswalk at street's same level Pedestrian street Hopscotch Street for pedestrians and public transport Tactical Urbanism People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 69 Week (Figure 58) developed in Braga and aimed to bring more life for an underused public area in the BUILD area identified by stakeholders, presented in Figure 59. CMB provided the inks and tools, while private partner companies donated the other materials, such as pallets, tires, old school chairs, and electric wire coils. Through reusing those materials, new, fun and colorful urban furniture was developed along with the stakeholders, such as benches and tables (Figure 60). Figure 58: Poster of European Green Week activities in Braga (Source: BUILD Technical Team, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 70 Figure 59: Intervention area defined by Ideas Workshop (Source: Author, 2019) Figure 60: Activity of Urban Furniture building (Source: Author, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 71 Through this activity, by placing the furniture in the back section of the area, it was possible to create a space with more life, where the students, residents, and any citizen can enjoy (Figure 61 and Figure 62). Figure 61: Tactical Urbanism Intervention with Urban furniture (Source: BUILD Technical Team, 2019) Figure 62: Tactical Urbanism Intervention with Urban furniture (Source: BUILD Technical Team, 2019) During the following week of the intervention, it was already possible to check some interaction with the furniture (Figure 63 and Figure 64). Furthermore, the creation of live public spaces stimulates citizens to People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 72 enjoy and appropriate the spaces near their residences and schools, in a way that can contribute to the active mobility. Therefore, it also has a potential to stimulate the transition towards sustainable mobility. Figure 63: Mother, children and dog in the intervention area (Source: Author, 2019) Figure 64: Students playing cards in the intervention area (Source: BUILD Technical Team, 2019) In a second phase, as future works, it is expected to implement the Tactical Urbanism interventions voted by stakeholders (Graphic 7). The Art Students from Dom Diogo de Sousa School, as a result of their Ideas Workshop, developed the drawings for this second phase of intervention, showed in Figure 65 and Figure 66. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 79 established the distances traveled between them. Thus considering that each student that uses the School Bus service is equivalent to a particular vehicle that is no longer circulating in the BUILD area, it was possible to determine the reduction of the traffic existing in the area after the implementation of the SchoolBUS project. Thus it is also possible to calculate the CO2 emissions reductions through Equation 1, first on daily basis, then monthly, finally the average value of the months, from September 2018 until April 2019, was multiplied by 171 days of school year, reaching the average annual emissions reductions (CTAC, 2019). In turn, to validate the effectiveness of this participatory planning approach, representing SMM 18, on achieving a change of the current paradigm of mobility and contributing to city’s decarbonization, two different stakeholders were considered, both residents and students. For residents, from the Residents’ profile survey developed by CECS’ researchers, the “yes” answers for the question number 27 (Appendix B) were quantified. For students, the analysis was the quantity of those who considered the possibility of transitioning towards a more sustainable transportation mode on their commuting to school, pointed in their mental map. Then, similar to the validation calculation for SMM 8, the number of users of School Bus or in this case, the number of people who affirmed the willing of transitioning towards a more sustainable transportation mode, was considered as vehicles. This number was then divided considering the percentage of vehicles by type of fuel (Table 5). For the residents, two journeys were considered, one way to work during the morning, and one way back home, during the afternoon, traveling the distance of 1.8km from a central point in BUILD area until Sao Vicente parish’s border. The defined route considered the origin towards the streets with higher amount of traffic and the central point of Sao Vicente parish, until the parish’s border (Figure 68). The calculated daily emissions through Equation 1 were multiplied by 226 days of yearly working days, resulting in the total annual emissions for the residents. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 80 Figure 68: Route by car considered for residents (Source: Author, 2019) For the students, once the parish where the major number of students live is Sao Vitor (Figure 69 presents the case of Dom Diogo de Sousa School), four trips were considered, two in the morning, to drive the children to the schools, and two in the afternoon, to pick up the children. The distance of 2.1km considered a journey from a central point in Sao Vitor parish towards Sao Vicente parish, passing by the streets with higher amount of traffic, arriving near the schools Dom Diogo de Sousa and Leonardo Da Vinci (Figure 70). The calculated daily emissions through Equation 1 were multiplied by 171 days of school year, resulting in the total annual emissions for the students. Adding its value to the residents annual emissions results in the potential CO2 emissions reduction of the actions along with stakeholders. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 81 Figure 69: Quantity of students by parish from Dom Diogo de Sousa School (Source: Author, 2019; Database in Appendix F) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 82 Figure 70: Route by car considered for students (Source: Author, 2019) The target reduction of the School Bus project (SMM 8) was 0.7% in relation to the reference scenario of BUILD Influence Area, it represents 86.82 tonCO2eq/year (Câmara Municipal de Braga, 2017). By April, the reduction was 40.2% in relation to the objective, calculated by 34.9 tonCO2eq/year (CTAC, 2018). Therefore, the value is in the range for SMM 8 in the BUILD influence area, that according to the PER Framework, is between 33 tonCO2eq/year and 41 tonCO2eq/year. The SMM 18, represented in this study as the activities developed along with the stakeholders, was validated through the analysis of the information gathered from 201 answers. From which, 142 are from the student’s mental map and the indication of how different they would like it to be in their commuting to school. From those 142 drawings, 43 students demonstrated the willingness to transition towards a more sustainable transportation mode. By considering each student as a private car, it represents a CO2 emissions reduction of 11.04 tonCO2eq/year. Regarding the residents, the CECS’ researches received 59 answered surveys, and 33 residents affirmed they would be willing to switch to less polluting modes of transport in order to contribute with the environment in the city of Braga (CECS, 2019). By considering each resident as a private car, it represents a CO2 emissions reduction of 4.79 tonCO2eq/year. Therefore, the total amount of the activities’ impact is People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 83 15.83 tonCO2eq/year emissions reduction. From PER Framework the range for SMM 18 is between 30 tonCO2eq/year and 38 tonCO2eq/year. Which means it achieved around 53% of the minimum value, and to reach the range it would be necessary to have had between 67% and 84% of positive answers of willingness to transition towards a more sustainable transport mode. The calculations resulted in the values presented in Table 12. Table 12: Values from PER Framework compared with calculated values of BUILD interventions (Source: Author, 2019) SMM Number BUILD Interventions Interventions Calculated Values (tonCO2eq/year) BUILD Potential CO2 Emissions Reduction (tonCO2eq/year) Min. Max. 8 School Bus 34.9 33 41 18 Actions along with stakeholders 15.8 30 38 As mentioned before, the base scenario presented in section 4.1, considered the vehicles counting from 2017, and reached a global CO2 emission of 12,594.15 tCO2eq in the BUILD influence area. By adding the potential CO2 emissions reductions of the interventions in BUILD influence area, it reaches a range of theoretical reduction of 149 tonCO2eq/year and 185 tonCO2eq/year (Table 13). It represents a potential reduction between 1.2% - 1.5% of the annual CO2 emissions of the area. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 84 Table 13: Potential CO2 Emissions Reduction of BUILD global interventions (Source: Author, 2019) Considered Sustainable Mobility Measures BUILD Interventions BUILD Potential CO2 Emissions Reduction (tonCO2eq/year) Min Max 5 Dedicated walking and cycling infrastructure investment and maintenance & Bike sharing schemes Smart crosswalk; Tactical Urbanism Intervention 38 47 8 Corporate, school and personalized mobility plans (or workplace travel plans) School Bus projects 33 41 14 Reallocation of road space to other modes of transport, e.g. dedicated bus lanes Bus lane; Tactical Urbanism Intervention 48 59 18 Information and marketing campaigns Actions along with stakeholders 30 38 TOTAL* 149 185 *The sum does not take into account measure’s overlap effect, therefore it is only for presentation reasons 5 Conclusions and Future Works Throughout time, the initial concept of the street as a place where social contact between city-users can be established as a meeting place was devalued. This process of devaluing the concept of the street conducted to the city-users’ alienation facing the public space. Which means the scales within the city become so large that relations with the built space become impersonal. Therefore, in order to promote a transition towards cleaner and more sustainable transport modes a shift from expert technicians into interdisciplinary teams, capable to listen, interact and understand both people and their built environment is deeply needed. Because the planning process is only effective when the community understand it as truly useful and able to improve their quality of life. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 85 Furthermore, this interdisciplinary technical team should strength the stakeholders’ network, which involves a high degree of collaboration and communication. To do so, Tactical Urbanism represented an effective catalyst method to introduce this approach of co-created planning processes. Because it creates a link of trust between the technical team and the community stakeholders since it is a concrete, tangible and achievable solution in the short term. Moreover, the citizen’s empowerment process in the present case study was only possible due to new governmental policies that afford public collaboration, such as the Living Lab project. Over the project development four work phases were identified: engagement; motivational; participation; implementation. Once the developed activities figured a prototyped initiative, several difficulties emerged related to the engagement phase. For instance, the involvement of stakeholders was a process that demanded great synergy between the technical team and the representative institutions, such as schools and residents’ association, backed up by local government representatives. The approach to the students was facilitated, once the context of the activities was the educational environment. Therefore, through a hierarchical approach of communication, from the schools’ principal, passing by the teachers, and finally reaching the students, the objectives of the activities were partially presented and so, clearer to the students in relation to the residents during the Public Session. Furthermore, the younger stakeholders showed a higher level of interest and participation, compared to the adults. The gamification through the Mobility Games caught the stakeholders’ attention and worked as a great tool in the motivational phase. The stakeholders felt challenged to make no mistakes when answering the questions about sustainable mobility and local traffic laws. For the students, it worked further as a ludic and functional approach to spread the concept of sustainable mobility. During the participation phase, the technical team needed to adapt the material while the activities were being developed. Regarding the participatory mapping, the maps legibility represented an obstacle to assess the stakeholders’ perception of the surrounding environment. In that sense, the photos from specific points from the map helped the stakeholders to better understand the area under discussion as well as the use of satellite images, instead of street maps. Regarding the implementation phase, the low rate of the population’s involvement highlighted the importance of a cohesive and continuous action of engagement. However, once it was a prototype project with a specific period of development, the results of the intervention showed the possibilities of the Tactical Urbanism to truly achieve short-term actions in a way to promote safer and more alive public spaces. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 86 Moreover, the impacts of the actions to promote a behavioral change on behalf of sustainable mobility showed that this is a work in progress. Although the students have shown a desire of a city with less traffic, only 30% understood the need of co-responsibility, which means that they also have to change their transportation mode for a more sustainable one. The residents in turn had a greater acceptance rate with 56% of positive answers to transition towards a more sustainable transportation mode. However, they highlighted a deep need of improvement in the public transportation system as well as in the walking and cycling infrastructure of the city. At the same time, as a decision-making tool, the PER Framework represented a feasible method when discussing the first applications of Sustainable Mobility Measures in an urban area. The validated values were either in or under the range of values calculated for BUILD influence area. That means if those actions maintain an ascending line of development, and spread out through the urban fabric, the values of CO2 emissions reduction could continuously rise. By ranking the Sustainable Mobility Measures, regarding the highest impacts on CO2 emissions reduction, it was possible to group the SMMs in three ranges such as high impact, medium impact, and low impact (Table 14). The implemented measures in BUILD influence area, by order of highest impact, were SMM 14, 5, 8 and 18. Although 75% of the implemented measures belonged to medium impact range (Table 14), and once these measures were only partially validated, namely through numbers 8 and 18, it was not possible to analyze the overlap effect on it. Even though, it is important to understand which measures can bring major impacts on reducing the CO2 emissions when taking decisions of projects implementation. Furthermore, it is remarkable the impact of the School Bus project in Braga. The fact that it began in September 2018 could have contributed to its success on reaching great numbers in CO2 emissions reduction. It also indicates that the progressive investments on Sustainable Mobility Measures, through public participation, such as Tactical Urbanism activities, represent a possibility to contribute even more with the decarbonization goals of a city. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 87 Table 14: Sustainable Mobility Measures ranked by impact on BUILD influence area scale (Source: Adapted from Lopez-Ruiz et al., 2013) MEASURES RANKING BUILD Potential CO2 Emissions Reduction (tonCO2eq/year) 20 Congestion charging zones (area and cordon charging) 1º (HIGH IMPACT) 72 90 10 Telecommunications 49 61 14 Reallocation of road space to other modes of transport, e.g. dedicated bus lanes 48 59 6 Improvement of the efficiency of city logistics by the use of ICT 46 57 2 Public transport coverage (line density, stop density, walking distances between stops) & public transport frequencies 44 55 12 Multimodal travel information provision 41 51 21 Low emission zones 41 51 5 Dedicated walking and cycling infrastructure investment and maintenance & Bike sharing schemes 2º (MEDIUM IMPACT) 38 47 15 Parking management 38 47 1 Investment and maintenance, including safety, security and accessibility 34 43 8 Corporate, school and personalized mobility plans (or workplace travel plans) 33 41 18 Information and marketing campaigns 30 38 7 Measures to improve the energy efficiency and environmental performance of vehicles and/or use of alternative modes 30 37 4 Taxi services (individual and collective) 28 35 13 Park and Ride areas 3º (LOW IMPACT) 25 31 17 Low speed zones 23 29 3 Interoperable ticketing and payment systems 23 28 9 Car sharing & carpooling schemes 21 27 16 Dynamic traffic management measures 20 25 11 Multimodal connection platforms 15 18 19 Promotion of eco-driving 7 9 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 88 Finally, expected future works are possible through the implemented environmental sensors in the area. The air quality measured with those sensors, through quantifying data of pollutant gases (CO2, CO, NOX and PM), temperature, humidity, pressure, speed and wind direction, will enable the impacts validation of the implemented Sustainable Mobility Measures, and hence to revalidate the method developed, namely the PER Framework. Moreover, this is a work in progress towards citizens’ appropriation of public space and a piece of another contribution for the sustainable mobility promotion in the city of Braga. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 95 Appendix B: Resident's survey (Source: CECS, 2019) People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 96 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 97 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 98 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 99 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 100 People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 101 Appendix C: Six other mental maps drawings from children (Source: Anonymous Students from Ideas Workshop) 1) The child would like to have less traffic in the city 2) The child goes by School Bus and desires less mobiles, more friends and less vehicles People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 102 3) The child goes by car and would like to go by School Bus 4) The child goes by car and would like less traffic and to walk to school People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 103 5) The child goes by car and said the electric cars are the best solution for less pollution 6) The child goes by car and would like less traffic, and that everyone walked and crossed over crosswalks, and the cars to drive slower to avoid accidents. People-centered Urban Measures towards Sustainable Mobility Pétilin Assis Azevedo de Souza 104 Appendix D: Six examples of filled maps and boards from participatory mapping phase of Ideas Workshop and Public Session (Source: Author) 1) Map 01 filled in the Ideas Workshop with Art Students of Dom Diogo de Sousa School 2) Map 02 filled in the Ideas Workshop with Art Students of Dom Diogo de Sousa School