From new cycle lanes to the dream of 100 per cent electric public transport, from the effects of smart working to the decision to invest decisively in bike and scooter sharing. Marco Granelli, councillor for mobility and public works at the City of Milan, explains to Lifegate how the city is tackling the new phase of the emergency — and, above all, how it is preparing for the challenges ahead, which involve diversifying travel times and the modes of transport used. And even fighting outdoor cigarette smoking.

Last April, with the aim of reducing the number of cars on the road during phase 2, you announced the "Strade aperte" plan to convert 35 kilometres of roadways into cycle lanes and pedestrian spaces. How has the project evolved?
We have reached the milestone of 35 kilometres of new routes and are working to reach 50 kilometres by the end of the year. We have completed the cycle lane — more than six kilometres long — along the corso Venezia, corso Buenos Aires and viale Monza axis; we have built the cerchia dei Navigli route and are working on the connection between Amendola, Buonarroti and Lotto, with the first stretch already open to the public. To reach the 50-kilometre target we will also be working on several radial routes, particularly to the south and west along via Novara towards Settimo Milanese.

In Milan, over the past few days, the percentage of passengers carried on public transport has fallen by 60% compared with the same period last year. Has this also translated into a massive return to private vehicles?
We are going through a very difficult phase. Lombardy is a red zone and so the situation is similar to the lockdown months: demand for public transport has dropped dramatically as a result of smart working and distance learning. In this context where mobility is reduced to a minimum, it is important to highlight that, alongside the car, Milanese residents have opted to use bicycles a great deal: the numbers have doubled compared with the same period in 2019.

In recent months you have expanded bike-sharing and shared electric scooter services. Have you also calculated the possible impact of the cycling bonus, which provided an allocation of 215 million euros that was exhausted within 24 hours?
The mobility bonus has certainly been a great help. The positive figure on increased bicycle use is linked above all to two factors: improved safety on cycle routes and the government bonuses. We too, with the latest budget adjustment, have allocated a further 7.5 million euros for the purchase of electrically assisted bicycles and electric scooters. To date, 3,000 residents have decided to travel by sustainable means, with positive signs not only in sharing but also in outright purchases. As regards sharing, we currently have 3,500 electrically assisted bicycles and more than 4,000 scooters on the streets.

On the subject of scooter sharing, there is no shortage of voices against it, citing concerns about safety and urban decorum. What is your view?
We believe that scooters, together with bikes, represent a great opportunity for cities. They are vehicles that allow people to travel in a sustainable way while also taking up less public space, and they are perceived as safe by residents because they allow social distancing to be maintained and allow people to stay outdoors. That said, we will continue to demand the utmost care and to enforce compliance with the rules strictly, particularly regarding speed limits and parking in designated areas. But the truth is that no vehicle is inherently more dangerous than another — it all comes down to individual responsibility.

Could the smart working we have experienced over these months prove a valid solution for easing traffic congestion in cities even after the emergency is over?
Partly yes, because it can help reduce mobility and increase safety, provided it is used intelligently. Excessive recourse to smart working ends up undermining a city's social and economic relationships. It is a solution that works only if combined with the diversification of travel times and the modes of transport used.

From 1 January, Milan will ban outdoor cigarette smoking at tram and bus stops, in parks and in sports facilities. What positive effects do you expect?
Data from Arpa shows that cigarette smoke accounts for seven per cent of particulate matter production: banning it in outdoor areas will make a useful contribution to reducing fine particles. At the same time, it is a measure aimed at safeguarding people's health, at a historic moment when the pandemic has shown us how fragile we are and how much our individual behaviour can make a positive difference.

Smokers won't be happy…
Italians have shown that, when the measures adopted are clearly explained, they are capable of changing their habits for the better. I am certain that will happen this time too.

From next month, the Atm fleet will be joined by 100 new electric buses. For a city like Milan, is fully green public transport a dream or an achievable goal?
We are demonstrating in practice that it is an achievable goal. Today in Milan there are routes where electric buses are a reality used by residents on a daily basis. And let us not forget that scooter sharing is already entirely electric. We must therefore press on down this road, even if reaching 100 per cent will require time, incentives and decisive action from the government.