Since January 2017, building owners who have a residential building constructed and certified in accordance with the requirements of the DGNB have the opportunity to receive a grant for construction support from KfW. This covers 50 percent of the eligible costs up to a maximum of 4,000 euros per building project.
The grant is linked to the KfW product "Energy-efficient construction and refurbishment" and can relate to various services within the scope of DGNB certification, such as auditor services, specialist planning and the performance of measurements of indoor air quality or air tightness.
More rail transport, reformed motor vehicle tax and less fossil heating needed
Germany can still achieve its climate targets by 2030. This is shown in a new analysis by the Federal Environment Agency (UBA). This would require, among other things, more rail transport, a reform of the motor vehicle tax and the restriction of fossil heating. In addition, all emissions would have to be priced and charged to the polluter. In the so-called Climate Protection Instruments Scenario 2030 (KIS-2030), the UBA has examined how additional emissions can be saved in the building, mobility, energy and industry sectors. "The model calculation clearly shows that we have a lot of catching up to do in some sectors," says UBA President Dirk Messner. "We now urgently need a constructive dialogue about where emissions can be reduced, otherwise we will miss the legal savings targets. We also need to talk honestly about how to cushion the financial burden on lower-income groups and distribute it more fairly. Currently, low-income households are often asked to pay disproportionately. Understandably, this does not exactly increase acceptance for more climate protection.
The German Climate Protection Act (KSG) provides for a 65 per cent reduction in climate-damaging emissions by 2030 compared to 1990. By 2040, emissions are to be reduced by 88 percent and net greenhouse gas neutrality is to be achieved in 2045. To this end, the KSG sets annual reduction targets by 2030 for the individual sectors. The latest projection report of theUBAfrom 2021 has shown that with the currently planned climate protection instruments, both the climate targets in 2030 and the annual savings targets will be missed.
UBA's cross-sectoral CIS-2030 now shows which concrete instruments the individual sectors can use to achieve their annual savings targets by 2030 after all. With price instruments, support programmes and new and stricter legal regulations, the course can be set at an early stage to achieve the legally prescribed savings.
In the transport and building sectors, for example, significantly greater efforts will be needed in the future to reduce greenhouse gas emissions in the coming years. The climate protection instruments used in the model calculation in these sectors only fulfil the minimum requirements. In the case of transport and buildings, the prescribed targets will probably not be met, even with a mix of very ambitious instruments and measures. In order to achieve the interim targets on the path to 2030, additional instruments that are effective in the short term would therefore be necessary.
At the same time, the HIS-2030 shows concrete options for action with which the sectoral climate targets can still be achieved: The measures described in theScenarioThe predominantly economic instruments modelled in the transport sector should be flanked by a comprehensive expansion of rail transport and a strengthening of the environmental network of primarily buses and trains.
The KIS-2030 is based on instruments similar to those currently under political discussion - such as mandatory municipal heating planning or the minimum efficiency standards for buildings currently under discussion at EU level. The KIS-2030 also assumes a ban on new monovalent oil (from 2023) and gas boilers (from 2025), which goes beyond the current government drafts for the Building Energy Act.
Based on the scenario, it is recommended for the industrial sector to use subsidies for CO2-and -free technologies. Support programmes should be designed in such a way that they do not lead to negative environmental effects due to incorrectly set framework conditions or incentives.
In this tutorial, Anne Albrecht, building consultant at Faktor X Agentur, shows you in detail how to enter an example house in massive construction into the climate and resource protection tool (KuRT) from start to finish.
Photo: Peter und der Wolf Communications GmbH / LHM
At a press conference today, Lord Mayor Dieter Reiter, together with City Planning Councillor Professor Dr. (l) Elisabeth Merk, presented an overall plan for Munich's mobility in the coming decades.
Where could new underground and tram lines be built, where could the new cycling expressways run, and where can people switch from their cars to environmentally conscious means of transport? The mobility of tomorrow will be characterised by an optimal interlocking of different forms of mobility - first and foremost an optimised and broadly developed public transport system, a wide network of cycle paths, new offers for commuters in so-called HOV lanes ("High-occupancy vehicle lanes"), dedicated bus lanes and clever mobility concepts in settlement development with innovative means of transport.
Not only population and economic growth pose major challenges for transport infrastructure and settlement development, but at the same time the urban goals for traffic safety ("Vision Zero"), the political and legal requirements for environmental and climate protection (air pollution control, CO2 neutrality) and technological progress (digitalisation and networking) must always be taken into account.
Mayor Dieter Reiter: "Only with a well-developed and, above all, cleverly networked mobility will we be able to master the great challenges. The overall concept published today contains many good ideas for the further expansion of our transport infrastructure. The backbone is, of course, local public transport, which we not only want to greatly expand, but also create further tangential and ring connections in its network. I see this look into the future as a good basis and impulse for further debates. However, the mobility of the future can only be successfully developed in cooperation with the Munich region. In recent years, the city council has passed several groundbreaking resolutions for well-connected, environmentally friendly and space-saving mobility. We want to continue this".
City Planning Councillor Professor Dr. (l) Elisabeth Merk. "In the overall concept, we want to bundle all important measures for sustainable transport planning. It is important to us that we tackle it together. In dialogue with citizens and stakeholders from the region".
Expansion of local public transport (ÖPNV)
Public transport is the backbone of sustainable mobility. To encourage even more people to switch from their cars to public transport, the service will be significantly improved - through the new main station, the second main line, new bus lanes, underground and tram lines, increased frequency, more reliability and comfort. The existing network will be decentralised by tangents and, where sensible, supplemented by innovative means of transport such as cable cars or on-demand services. The result is less congestion and freed-up space that can be used, for example, for lanes for express buses, cycle paths or as amenity spaces.
Improving the cycling infrastructure
Cycling in the city is becoming much safer and more attractive. The continuous and safe "Altstadt-Radlring" (Old Town Cycle Ring) demanded by the citizens' petition is being implemented step by step; every quarter, the city council also decides on a bundle of further measures to make the road network significantly more cycle-friendly. This means that the demands of the second citizens' petition "Radentscheid" will be largely realised by 2025. Munich's first cycle path from the Stachus in the direction of Garching and Unterschleißheim as well as five further star-shaped routes will connect the city centre with the surrounding area; a cycle ring connects several city districts.
New offers for the city-countryside commuter traffic
Work-related commuting between the city and the region is made easier: modern Park & Ride facilities are being built on the motorways and main access roads at the gates of the city. From there, express buses continue on to the city centre on separate lanes without traffic jams and loss of time. The occupancy rate of commuting cars is increased by allowing the bus lanes to be shared by vehicles with several occupants. These "high-occupancy vehicle lanes" are already successfully helping to reduce car traffic abroad. For the "first" and "last mile" to and from public transport stops, more sharing and on-demand services will be provided, for example call buses.
Car-reduced city centre
New parking regulations, fewer parking spaces, traffic-calmed zones and sustainable logistics concepts will reduce car traffic in the old town and city centre. The space thus freed up will benefit cycling, walking and public transport as well as the quality of stay and the green and open spaces that are so important for the urban climate. Necessary, unavoidable car journeys into the city centre will still be possible. However, it is primarily emission-free, innovative means of transport that will shape mobility here. Efficient city logistics concepts make delivery and loading traffic compatible.
Mobility concepts
When planning new neighbourhoods and urban renewal projects, mobility concepts are considered from the very beginning. The focus is on a lively, balanced structure of uses in which as many everyday needs as possible can be found in the immediate residential environment. Short distances, good internal and external access to the neighbourhood by public transport, car and bike sharing services enable people to live without their own cars and increase the quality of life.
Innovative means of transport
Mobility is strongly influenced by digitalisation and innovations. The City of Munich takes these up, plans ahead and is open to trends. Automated and connected driving is currently being researched together with partners from business, science and research; a cable car over the Frankfurter Ring is being studied for the north of Munich, which has heavy traffic. With all new technologies, the focus is on user needs.
On Wednesday, 12 February, the City Council will deal with other important resolutions on mobility in Munich in the Committee for Urban Planning and Building Regulations in addition to the draft resolution "Mobility Plan for Munich".
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