A quarter of households in Britain – more in the larger cities, and a majority in some inner cities – live without a car. Imagine how quality of life would improve for cyclists and everyone else if traffic were removed from areas where people could practically choose to live without cars. Does this sound unrealistic, utopian? Did you know many European cities are already doing it?

Vauban in Germany is one of the largest car-free neighbourhoods in Europe, home to more than 5,000 people. If you live in the district, you are required to confirm once a year that you do not own a car – or, if you do own one, you must buy a space in a multi-storey car park on the edge of the district. One space was initially provided for every two households, but car ownership has fallen over time, and many of these spaces are now empty.

Vehicles are allowed down the residential streets at walking pace to pick up and deliver, but not to park. In practice, vehicles are rarely seen moving here. It has been taken over by kids as young as four or five, playing, skating and unicycling without direct supervision. The adults, too, tend to socialise outdoors far more than they would on conventional streets open to traffic (behaviour that’s echoed in the UK, too).

Read the full article at the Guardian.

The energy potential in the deserts south of the Mediterranean is enormous.

According to the European Commission’s Institute for Energy, if just 0.3% of the light falling on the Sahara and Middle Eastern deserts was captured, it could provide all of Europe’s energy needs.

The Desertec project aims to build solar power plants in several locations in north Africa. Jeworrek said the “most important criteria” was that the locations were “situated in politically stable lands”. Morocco, as well as Libya and Algeria have been cited as potential sites, where land is also cheap.

The technique called “concentrating solar power” or CSP, uses banks of mirrors to focus the sun’s rays in a central column filled with water. The rays heat the water, vaporising the it into a steam which is then used to drive turbines which generate carbon-free electricity.

But when its creators mark its 20th birthday this year, they will also be celebrating the fact that 23 European countries are currently engaged in a project to make it nearly five times as long. “The aim is to turn the Iron Curtain’s entire 4,250-mile length – extending from the Arctic to the Black Sea – into what is already being called the ‘Central European Green Belt’,” says Dr Kai Frobel, a German ornithologist and conservationist.

He was the man who started it all back in 1970s. In those days, it seemed impossible that the Berlin Wall might one day fall or that the Soviet empire could crumble. But that was almost irrelevant to Frobel, now a leading member of the German nature protection group, Bund, but then a teenager from the West German village of Hassenberg, which stood nearly in the Iron Curtain’s shadow. At 13, he was an enthusiastic birdwatcher. Equipped with a pair of pre-war Zeiss binoculars, a green army surplus parka, and heavy gumboots, he used to spend most of his free time in the hilly wooded countryside of his native northern Bavaria looking for new bird sightings, which he would record in his notebook.
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An invisible trace is left by the last of the 1.3 million mines that used to litter the area. The vast majority were removed but the German authorities say they still cannot guarantee that all the Green Belt is completely mine-free. “This has its positive sides,” says Matthias Fanck, who is showing an exhibition on the Green Belt project in the former border town of Probstzella: “It means that tourists tend to stick to the paths and leave the nature reserve untouched.”

Twenty years on, the Green Belt has become an important part of Germany’s tourist industry. At strategic points along its route, visitors can call a free mobile phone number and listen to witnesses’ accounts of what the border once was. “It gives today’s generation of young Europeans an idea of what the Iron Curtain meant,” says Frobel.

For mayors looking to ease congestion and prove their environmental bona fides, bike-sharing has provided a simple solution: For the price of a bus, they get a fleet of bicycles, and they can avoid years of construction and the approvals required for a subway. For riders, joining means cut-rate transportation – as well as a chance to contribute to the planet’s well-being.

The new systems are successful in part because they blanket cities with huge numbers of available bikes, but the real linchpin is technology. Aided by electronic smart cards and computerized bike stands, riders can pick up and drop off bicycles in seconds at hundreds of locations, their payments deducted from bank accounts.

“As some cities have done it, others are realizing they can do it, too,” said Paul DeMaio, founder of MetroBike, a U.S.-based bike-sharing consultant that tracks programs worldwide. “There is an incredible trajectory.”

The huge new European bicycle-sharing networks function less as recreation and more as low-cost, alternative public transportation. Most programs (though not Paris’s and Lyon’s) exclude tourists and day-trippers.

London is now announcing that it plans “to create a new network of quick, simple, and safe routes for cyclists and pedestrians that represents the largest investment in walking and cycling in the city’s history.”

This is not some token initiative, either. London is committed to spending US$975 million over the next ten years to implement five new programs “with the aim of having one in ten round trips in London each day made by bike, and saving some 1.6 million tonnes of CO2 per year .”

The photo above of the bike ambulance makes me super-happy!

“We had a look at it and thought ‘We might actually be able to use this’,” said Karl Sundholm, project leader at Jernhusen, which also owns the station. “This feels good. Instead of just airing the leftover heat out we try to make use of it.”

Jernhusen markets the building as “environment smart” and aims for its energy consumption to be half of what a corresponding building usually is.

The bodily warmth from the central station will be redirected to heat up water. The investment will be around 200 000 Swedish crowns, Sundholm said.

Some selections from the list:

1. Coach travel is the safest form of road transport in the country.
6. Dishcloths are purged of 99% of their bacteria during two minutes in a microwave.
26. Harvesting rhubarb in candlelight helps preserve its flavour.
35. Denmark is the happiest country in Europe; Italy the unhappiest. (The UK was 9th out of 15.)
54. The Australian town of Eucla has its own time zone.
74. Sheffield FC is the world’s oldest football club.
91. In Iceland, 96% of women go to university.

Billions of watts of power could be generated this way, enough to provide Europe with a sixth of its electricity needs and to allow it to make significant cuts in its carbon emissions. At the same time, the stations would be used as desalination plants to provide desert countries with desperately needed supplies of fresh water.

Last week Prince Hassan bin Talal of Jordan presented details of the scheme – named Desertec – to the European Parliament. ‘Countries with deserts, countries with high energy demand, and countries with technology competence must co-operate,’ he told MEPs.

The project has been developed by the Trans-Mediterranean Renewable Energy Corporation and is supported by engineers and politicians in Europe as well as Morocco, Algeria, Libya, Jordan and other nations in the Middle East and Africa.