a5 oblong urban practice guide_final

Knowledge and Research Agenda on Sustainable Urban Mobility

Urban Practice Guide

the dos and donts of sustainable urban mobility policy in a peer-to-peer practitioners approach

European Metropolitan network Institute 2

Urban Practice Guide Urban Mobility3

Contents

Introduction 5 Map of included Cities 6

Urban Practice City (fact)sheets Urban Space & Scale

BRATISLAVA A planning strategy for city development 8HAMBURG HAFENCITY The ideal conditions for a start-up concept of sustainable mobility 10HRADEC KRLOV Modernising public transport 12POZNAN Investment in public transport & cycling 14RETHYMON Paving the way for walking & cycling 16THE HAGUE The Hagues Policy on walking 18

Regulation & Pricing LONDON Londons congestion scheme 20OSLO Innovative overall plan financing roads and public transport 22STOCKHOLM Congestion charging 24

Lifestyle & Behaviour COPENHAGEN Cycling: from niche to mainstream 26PORTO Portos Mobility Shop 28 SEVILLA Establishing a major increase in urban cycling 30


VILNIUS Innovative Ways to Promote and Improve Cycling 32 WORCESTER Campaign Choose How You Move 34

ITS & Technology BUCHAREST (with RATB) the travel card a solution for your time 36 SOFIA Sustainable public transport services 38 UTRECHT (with ProRail) Pilot on innovative bicycle parking 40 VIENNA the AnachB.at routing planner 42

Governance HANNOVER Region Hannover and the Pro Klima Plan: an institutional example 44 ZRICH Zurichs all-encompassing mobility strategy 46

Executive summary 49


Introduction Urban Practice Guide

asked in what way research would help them in their efforts towards sustainable urban mobility.Many initiatives in the EU are oriented towards best practices in urban mobility (and other policies). In policy on the European scale, the first series of initiatives regarding sustainable urban mobility in the 1990s were based on a best practice approach1, and this trend continues. The very first action listed in the Action Plan on Urban Mobility2 emphasises the exchange of best practices, and so do EU financed initiatives such as Civitas3, ELTIS4 and Mobilityplans.eu.5

However, there is much criticism on this focus on Best Practices. Stead (2011)6, for example, observes

1 http://ec.europa.eu/transport/urban/urban_mobility/urban_mobility_en.htm

2 COM(2009) 490 final ; Action 1 Accelerating the take-up of sustainable urban mobility plans offers support through provid[ing] guidance material, promot[ing] best practice exchange, identify[ing] benchmarks and support[ing] educational activities for urban mobility professionals.

3 http://www.Civitas.eu 4 http://www.eltis.org5 http://www.mobilityplans.eu 6 Stead, D. (2011). Best Practices and Policy Transfer in Spatial

Planning, in Planning, Practice & Research, pp. 1-17

The European Metropolitan network Institute (EMI) is an institute created both for and by cities. It was set up to create innovative knowledge about the opportunities and challenges facing Europes cities and metropolitan areas. EMI is a network institute actively supporting the sharing of knowledge between urban professionals, research institutes, civil society, network organisations, private companies and EU institutions. In this way EMI aims to bridge the gap between research and practice. For more information about EMI, please visit our website www.emi-network.eu The European Metropolitan network Institute (EMI) has developed a Knowledge and Research Agenda (KRA) on sustainable urban mobility, aiming to identify the knowledge gaps in both research and urban practice in their efforts towards more sustainable urban mobility. One of the products of this project is this Urban Practice Guide; presenting several examples of measures that have been taken by European cities. Most important in these cases is not whether the project is or was a great success, but what kind of lessons learned can be shared with practitioners of other European cities that are interested in applying similar measures to or implementing comparable projects in their cities. These cities have been explicitly


Topographic Overview Urban Practice Guide

Source: Google maps

Cities included in

EMIs Urban Practice Guide:

Bratislava, Slovakia

Bucharest, Romania

Copenhagen, Denmark

Hamburg, Germany

Hannover, Germany

Hradec Krlov, Czech Republic

London, United Kingdom

Oslo, Norway

Porto, Portugal

Poznan, Poland

Rethymnon, Greece

Sevilla, Spain

Sofia, Bulgaria

Stockholm, Sweden

The Hague, The Netherlands

Utrecht, The Netherlands

Vienna, Austria

Vilnius, Lithuania

Worcestershire, United Kingdom

Zrich, Switzerland


a profligacy of best practice and states that the underlying assumption of best practices is that they are equally applicable and effective in another setting, and dissemination of best practice will help to lead to improvements in policy and practice in other countries, regions or cities. Due to large differences between countries and cities in the European Union, especially between new and old Member States, Stead concludes that best practices have a more limited role in policy-making processes than is generally expected.As said, a lot of effort has been put into the dissemination of research results and successful policy and projects. It has, however, proven very difficult to transfer policy from one city to the other, even though cities are coping with many similar challenges. Although numerous new mobility optimisation measures are available, their practical implementation still takes too long.7 Therefore, one of the conclusions of EMIs KRA on Sustainable Urban Mobility is that the issue of transferability of policy practice should be critically reviewed, and research should be dedicated to the issue of how successful policy transfer could be established.Therefore, the approach of EMI in developing this Urban Practice Guide is slightly different. Instead of focusing merely on the fact whether a policy practice is a good practice, best practice or showcase, we have asked

7 COM(2008) 887 final

urban practitioners in cities throughout Europe to provide some basic information regarding a certain policy process, project or measure and share with their peers their dos and donts. EMI also specifically asked cities about their research needs. These cases are classified in the five themes of the Knowledge and Research Agenda; Urban Space & Scale, Regulation & Pricing, Lifestyle & Behaviour, ITS & Technology and Governance. Even though quite a number of cities were hesitant to share their experiences because they thought their project might not be qualified as a best practice, in this guide you will find 20 examples of policy, projects or measures taken in cities across Europe working towards more sustainable urban mobility. Some are well-known practices from large capital cities, others are less renowned or have been carried out in smaller cities.

The cases in this Urban Practice Guide serve as an inspiration and as a first insight into the experiences from expert urban professionals in cities across Europe. The contact details of the practitioners involved are provided so that practitioners are able to contact each other directly. In this way city practitioners can contact each other in their effort towards creating a more sustainable urban mobility system. The European Metropolitan network Institute would like to thank all cities for sharing their experiences with us in this booklet.


BratislavaPlanning strategy for city development

Key words: agglomeration development, service-oriented planning, international cross-border

What?The city of Bratislava needed a strategy for planning development in which specific attention was needed on the following issues:1 Mobility in the agglomeration2 Accessibility in time3 Sustainability in space4 Environment friendly5 Energy savingsTherefore, smart traffic and transport conditions had to be fulfilled which should be service-oriented for the people.

How?In the planning phase an assessment of the agglomeration development was carried out. In the process of progress and qualification the spatial planning was more mobility and service oriented, from a transport point of view. The present state of traffic conditions in the city was compared with the strategy to be a smart city. After this assessment the city specifically looked at administrative steps more than technical solutions.

The city first need to secure budget, funds and public procurement procedures before it can look at more technical solutions.

Master transport planFor the strategy of space and agglomeration development and the transport as a service within these strategy the city of Bratislava is developing a master transport plan to define: The priority of the people within the city The methodology for the transport space & service

needs The methodology for each kind of transport mode The tolls for smart real time application of traffic and

transport information root

ResourcesCity budget and support from EU funds

Research To find new ways for survey methodology oriented to the

traffic/transport services To create a new tool for analysis of the area, evaluation

processes for mobility and modal split

City: BratislavaCountry: SlovakiaTotal population: 659,578 (2009, metropolitan area)


To define and test the variety of the traffic/transport scenarios for development criteria of the sustainable way of life in agglomerations.

Dos + Donts Tibor Schlosser, Head Traffic Engineer, City of [email protected]

Do + For spatial planning: be service-oriented and mobility-

oriented. Do evaluate the agglomeration development and

compare this with your smart and sustainable strategy Do look at the legislative and technical conditions in EU

standards and methodology Do look for cross-border cooperation (e.g. CENTROPE

area)

Dont Do not only look at technical questions. Traffic

organization and management is mostly blocked by non-professional administration tools

Do not forget the service orientation and specific attention for the citizens.

Do not degrade the public and non-motorized transport services

Read more on: www.bratislava.sk

Urban Space & Scale


Hamburg HafencityIdeal conditions for start-up concept of sustainable mobility

Key words: planned new downtown development, public transport, walking, cycling, car use

What?HafenCity is a newly developed downtown area expanding the city core of Hamburg, Germany, by 40 %. It is located in the former harbour area with its basins and canals at the river Elbe (157 ha). It is conceived as fine grained mixture of uses (residential, offices, retail, cultural, education, university) providing a home for 12.000 people, jobs for 45.000 and a hundred thousand of visitors per day (at the end of development). The HafenCity project is developing a completely new flood control system, new infrastructure and (except 6 buildings) a complete new system of hundreds of new buildings. This allows to integrate the concept of sustainable mobility. Historically, the modal share of car use in Hamburg is greater than in other major German cities

Hamburg and the car: factsThe research institute Infas GmbH calculated that: 44% of Hamburg workers go by private car to their work

(modal split: 47 % car use)

Commuters included, this is even 49% Cf Berlin + Munich 27 % Cf Copenhagen which has set the goal that in 2015 50%

commute by bike (31% nowadays)

Infrastructural measuresThe following measures are taken in HafenCity to influence the modal split of public transport, cycling and walking compared to private car use: Provision of a very dense and attractive network of

walkways along streets, between buildings and at the waterfront in a mixed used environment.

Provision of an attractive system of cycling infrastructure (together with walkways 30 kilometers)

Provision of a dense network of rental locations for city bikes ("Stadt-Rad" rental bike stations)

Provision of a high quality public transport system into HafenCity(subway U4) to be opened in autumn 2012 with a high degree of integration into central traffic nodes (especially central station)

Creation of an energy efficient bus route system (partly operated on fuel-cells and supported by a hydrogen fuel-cell station in HafenCity

City: Hamburg Country: Germany Total population: 1,796,077 (2011)


Urban Space & Scale

No above ground parking facilities for cars but parking spaces below buildings as part of the system for flood protection raising the level of HafenCity to 8 m above sea level

Developing a system for electrical loading stations (indoor) in private and public parking areas

ResearchWhat would really help us is more research on: Behavioural aspects of mobility: How can people in a newly developed environment be

influenced to make use of low energy mobility? What prohibits people from using the system at present

or possibly in the long run?

Dos + Donts Mr Bruns-Berentelg, Chairman HafenCity Hamburg GmbH, city development company, [email protected]

Do + Develop a structural urban environment (uses and

spaces) that facilitates short necessary mobility distances and low energy mobility. Get the city structure and uses right in the first place and then look for the technical solutions.

Build the core infrastructure (e.g. subway) early in the development process because that again influences city

structure (density, mixture of uses, commercial and non-commercial interaction structure).

Build very early integrated urban spaces where people (employees, residents, visitors) can experience how the city works for them and thus they can learn how to adapt also to the mobility capacity of the space without intensive use of cars.

Make it easy to use low energy mobility and produce efforts to use the car (shifting the balance (especially timewise, no free parking at street level).

Develop a program that changes mobility choices at turn-around situations (e.g. opening of subway) as a strategic campaign.

Give privilege (e.g. via public tendering processes of building sites) to housing concepts in land sales processes that induce elements of reduced car use (e.g. car pools etc.) or efficient mobility (e.g. e-mobility).

Dont Do not prioritise sustainable mobility in terms of the ex-

perimental, technical solutions but look for the long term structural ones that allow different technical solu tions within the urban system for (hopefully) many decades.

Read more on: http://www.hafencity.com/

City: Hamburg Country: Germany Total population: 1,796,077 (2011)


Hradec krlovModernising public transport

Key words: strategic planning, public transport, walking routes, disabled inhabitants

Strategic City Development PlanHradec Krlov is situated at a crossroad of road and rail transport in the Czech Republic. It is the administrative centre of the Kralovehradecky Region and is a starting point for regional bus services. The area of transport is one of the eight areas that are part of the Strategic City Development Plan. The Action Plan follows the objectives of the Strategic Plan and processes a four-year period. Among others, the following projects from the key area of transport have been processed in 2007-2011: Public Transportation Terminal Renewal public transport: low-floor vehicles Barrier-free surroundings

Public Transport Terminal Built from 2006-2008 Innovative building: roof shape compared to the roof of

Munich Olympic Stadium

Two zones: one zone (close to railway) for urban and regional transport, second zone for long-distance and international bus services

Capacity terminal: 32,000 passengers per day

Low-floor vehicles in public transport Renewal public transport fleet, from 2006: Exclusively low-floor vehicles Both buses and trolley buses Keen on new technologies that help handicapped people

in buses Full low floor fleet in 2011

Policy for persons reduced mobilityThe intention of the city of Hradec Krlov is to create barrier-free surroundings for persons with reduced mobility on major routes. Therefore, the city: Modified existing barrier crossings for pedestrians Reconstructed and replaced inadequate crossings Created walking routes to important places


Urban Space & Scale

Dos + Donts Jana Svobodova, Development Strategies Manager, Depart-ment of city development, [email protected]

Do + Link the train and bus station by public transport into

one public transportation terminal Do interconnect information systems of departure of

trains, bus lines and other public transport routes Do create the barrier-free routes together with

modifications of the public buildings in terms of building new barrier-free entrances

Dont We insufficiently resolved the cycling infrastructure,

there is insufficient capacity for secure parking of bikes at the train and bus station

Do not underestimate the technical demandingness of the realisation of the bus station construction, leading to significant project delays and cost increases

Some policies can be discriminatory for handicapped passengers

ResourcesThe construction of the new terminal has been partly financed from EU structural funds (62 m CZK) of a total cost of the construction of 140 m CZK.The fleet renewal has been financed from city budget, state fleet renewal support programme and EU operational Programme.

ResearchOne of the European Common Indicators was used for the project: the A3 Mobility and local passenger transportation indicator. Further a satisfaction survey was exploited by a contractor.

City: Hradec KrlovCountry: Czech RepublicTotal population: 94,318 (2011)


PoznanInvestment in public transport + cycling

Key words: long-term strategy, public transport, cycling infrastructure, traffic calming zones

What?The city of Poznan created a Development Strategy for the main objectives of transport development to 2030. The strategic programme Sustainable Transport Development contains the most important objectives to be achieved in the facilitation of mobility around the city and its agglomeration.

Priority: public transportThe main emphasis in the city is placed on popularisation and facilitating the use of public transport. The main (planned) measures: Ongoing infrastructure investments in development

tram routes, including tramline extension of Poznans Fast Tram (PST) to the West Railway Station

Facilitating the transfer from the regional railway to the city tram

Reconstruction of one of the most important transport nodes (for trams, buses, cars): Rondo Kaponiera

A new tram route in the southern part of the city

Working on setting up the Agglomeration Communication Association in which Poznan and all surrounding municipalities would have common public transport policy, incl. an agglomeration ticket

Construction of an ITS system, incl. the creation of an urban electronic card which will expand the current system with new functionalities

Cycling infrastructureA network of bicycle paths is developed incrementally last years. Currently 92 km of bike paths. Plans for the coming years: To increase the network annually by 10km of new tracks Increase the number of parking spaces for bicycles Traffic calming zones (less than 30 km p/h) in the city

centre to increase safety cyclists Plans to develop an on-street bike rental system with

seven stations for 120 docking points and 80 bikes.

Resources/ResearchEU funds, own resources, PPP projects

Support from local universities in development strategic and

planning documents (e.g. Development Strategy City of Poznan

to 2030)


Urban Space & Scale

Dos + Donts Ryszard Grobelny, Mayor of Poznan, [email protected]

Do + Set a development strategy for the city and its

surrounding municipalities Develop a joint approach to public transport and

improvements in the agglomeration area Improve public transport information: make it easy to

find and understand Step-by-step implementation of a cycling infrastructure Try to make projects in public private partnerships

(e.g. car parks in the city centre, Park & Ride)

Dont Do not make strategic and investment decision by your

own, but take into consideration citizens point of view during public consultation

In PPP projects do not put the entire risks on the private part, try to divide all project risk between both sides

Read more on: http://www.poznan.pl

City: Poznan Country: Poland Total population: 556,022 (2009)


RethymonPaving the way for walking + cycling

Key words: urban values, restructure land use, walking, cycling, public transport, reduced car use

What?In Rethymnon (Greece) a re-invention of urban values is behind the urban and transport planning policies re creating public space. Specific lanes will be dedicated to public transport and a new tram line will be created. There is also specific attention for citizen awareness to reduce car use.

Goals?Research of the National Technical University of Athens (NTUA) for Rethymnon was aimed to detect urban values hidden behind the excessive occupation of public space from the car in everyday life. After the research the following goals were formulated restructure land use model to enhance sustainable

mobility means reduce car use improve environmental parameters in city increase citizen awareness social environment of the

city implement policies making walking, cycling and public

transport more pleasant and convenient.

Concrete proposals after research Complete pedestrianisation of the old city Create a tram line through city centre Transform parts of the modern centre into a traffic calm

area Change two way coastal road in one way road to gain

space for walking + cycling Extend cycling network Create pedestrian paths Remove through traffic from residential areas.

Further research Citizen mentality and behaviour. There are still many

questions about readiness to accept mobility changes foreseen by the project.

Relationship between city and satellite settlements in the periphery

Obtain better knowledge about actual mobility choices

Concrete proposals after research Complete pedestrianisation of the old city Create a tram line through city centre Transform parts of the modern centre into a traffic calm

area

City: Rethymnon, Crete Country: Greece Total population: 54,900 (2011)


Urban Space & Scale

Change two way coastal road in one way road to gain space for walking + cycling

Extend cycling network Create pedestrian paths Remove through traffic from residential areas

Further research Citizen mentality and behaviour. There are still many

questions about readiness to accept mobility changes foreseen by the project.

Relationship between city and satellite settlements in the periphery

Obtain better knowledge about actual mobility choices

Resources Research on Planning Methodologies to foster Sustainable Mobility in Greece The cases of Rethymno Crete and Halandri - Athens, funded by the Greek Ministry of Transport.

Read more:Vlastos, Th., Thorson, Ole, Walking as a pillar in the Sustainable Mobility Planning Proceedings of the 21st International Walk21 Conference Getting Communities Back on their Feet coorganised by ITF/OECD and COST E.C. program. The Hague 17-19/11/10 http://www.walk21.com/conferences/conference_papers.asp?Conference=The Hague p.31

Dos + Donts Professor Thanos Vlastos, Transport Urban planner, National Technical University of Athens, [email protected]

Do + Give priority to urban planning. Transport planning

follows and aims to serve urban values Create more space for walking. This is a prerequisite for

a liveable city Reallocate public road space from car use to public

transport Systematically remove traffic from residential areas Create a fair place for cyclists and pedestrians in every

street

Dont Dont focus on short term policies alone. Aim at long

term strategies. Dont try to improve traffic flow conditions. Its vain.

Focus on public space. Do not consider traffic flow characteristics as definite. Do not hesitate to declare that the ultimate goal is to

reduce the number of cars and to liberate public space for cyclists and pedestrians

Do not forget that transport planning includes cycling + walking


The Hague Policy on walking

Traffic calming and continued development of 30km/h zones in residential zones help to create more safety for pedestrians in their neighbourhoods. Special attention is given towards school areas and routes to school; pupils and teachers are involved through interactive sessions

The vicinity of attractive green areas adds greatly to peoples quality of life. Smart urban design and planning can help to increase access to parks and green areas. Close to the Central Station, car traffic is led into a tunnel, leaving space for pedestrians (and other sustainable modes) and extended green areas in the centre of The Hague

Research questions How can a municipality make better use of software or

measures to change its citizens mobility behaviour? How can these measures be monitored? Is urban

practice elsewhere transferrable? What are the effects of these measures on the long

term? How can they be preserved?

Key words: walking, policy, attractive city centres

Goal30% of journeys within The Hague are made by foot, for journeys less than 1km, this is even 65%. The City of The Hague aspires to further encourage walking as a sustainable transport mode

The Hagues policy on walkingWalking (and walkability) is one of the priorities of the Local Transport Plan of the city. Policy focuses on four main subjects within walking: Safety for pedestrians in residential areas Improved accessibility for pedestrians to nodes of

public transport Priority to pedestrians in the central parts of the city Accessible and available green areas

Some examples: Since 2010, the city centre is closed for transit traffic.

Nowadays pedestrians are the dominant factor for designing public spaces in the inner city. This leads to the creation of an attractive urban space and has revitalised the economic position of the inner city.


Urban Space & Scale

Dos + Donts Toine Molenschot, Senior Policy Officer Traffic & Transport, City of The Hague, [email protected]

Do Hardware + software: urban authorities should, besides

adopting policy on the infrastructural hard measures, focus on the mobility behaviour of citizens, such as trying to change citizens attitudes towards walking

Integration of Urban Spatial Planning and Local Transport Plan creates opportunities for a walkable city

(Urban) Design of public spaces and pedestrian routes and areas is key for a safe and liveable environment

Involve the general public with incentives and campaigns for active awareness raising: games, competitions, healthcare are better approaches than static campaigns with flyers and booklets

Dont Dont have different policies conflict with each other; try

to integrate different fields of policy making Dont let cyclists and pedestrians share the same space

in crowded areas: conflicts will arise and it will become

less attractive to walk in those areas Dont design urban space for the sake of the design;

let it be functional and in coordination with the users/residents

Read more on: http://www.denhaag.nl/en/residents/to/Spui-now-carfree-1.htm

City: The Hague Country: The Netherlands Total population: approx. 500.000


London Congestion scheme

Results Net revenue of the scheme to be invested in Londons

transport system: 148 million in financial year 2009/2010

Congestion levels dropped in the first years, but have by now risen back to pre-charging levels, although traffic volume remains 20% less than 2002. This is due to road replacement works reducing the road capacity and other traffic management measures.

Increased bus services and number of bus passengers Although not an initial reason for implementation, there

have been modest beneficial impacts to emissions of key road traffic pollutants (TfL Sixth Annual Report Impact and Monitoring)

ResearchThe development and operation of the scheme benefitted from an extensive programme of monitoring and related research by TfL to help ensure that the main features of the scheme were optimised to achieve the intended goals and to the particular characteristics of central Londons transport and economy.

Key words: congestion charging scheme, road pricing

GoalsTo reduce congestion and improve the transport system of London

Characteristics of the London Congestion Charging Scheme: Introduced (after extensive preparation) in 2003 Mon-Fri between 07.00-18.00 Automatic Number Plate Recognition (ANPR) Regular fee for a vehicle travelling in the Congestion

Charge Zone (CCZ ) is 10, alternative fuel vehicles and bicycles are exempt from charge

Drivers may pay the charge online, by SMS, by phone or in shops

An automated payment system(CC Autopay) has been introduced in 2011, offering a reduced daily charge of 9 for pre-registered vehicles.

By law, all net revenue raised by the charge has to be invested in improving transport in London


Regulation & Pricing

The Dos + Donts Steve Kearns, TfL-Transport for London, [email protected]

Do A strong political figurehead is needed to promote the

project, as there will be intense political opposition Communicate as widely and early as possible, using as

many different media as possible. Make sure there are adequate public transport

alternatives Make clear that revenue generated is used to improve

transport, generally public transport. This is usually a popular message

Introduce a project incrementally; it is better to enlarge a scheme following successful implication in a smaller area.

D

Dont Dont wait until there is a clear majority in favour

before implementation - this may never happen. Public opinion increased in favour of the scheme following the implementation

Dont forget about the areas just outside the charged area, for these will be subject to changed traffic patterns

Dont think congestion charging kills small businesses. Trades people, suppliers etc. can benefit from enhanced traffic conditions

Read more on:http://www.tfl.gov.uk/roadusers/congestioncharging/

City contacts: [email protected]; www. data.london.gov.uk)

City: London Country: United Kingdom Total population: 7,900,500 (Greater London, 2011)


OSLO

Further, significant funds were made available for public transport. The main goal of the proposal was to implement a list of projects in a certain order.

IndicatorsIn order to assess the achievement of objectives, goals are operationalised through indicators. Indicators have clear and precise definitions to ensure the results can be verified. Examples of indicators: Number of km of cycle tracks Number of cyclists (change from 2000) User satisfaction public transport Persons exposed to dust (PM10) exceeding the national

target Perceived quality of life in city and village

ResourcesThe overall budget of Oslo Package 3 is 8,5 billion and is financed from toll charges (app. 75%), central and local government funding. In addition significant investment and upgrades of railway infrastructure in the region are financed by the central government. At least 25% of the toll charges is used to buy in public transport services. Thus, toll is the main financing source of local infrastructure.

Key words: Toll roads, financing scheme public transport, long-term infrastructure plans

What?Oslo Package 3 is an overall plan for development and financing of roads and public transport in Oslo and Akershus for the period 2008-2027. The main objectives of Oslo Package 3 are good accessibility for all road user groups, large modal share of public transport, pedestrians and cyclists and reduction of environmental problems and contribution to good urban quality of life.

How?The initial project (Oslo Package 1) was completed in 1990: the Festning Tunnel and the toll ring scheme. A number of new roads and tunnels have since been completed. With Oslo Package 2 the development of the public transport infrasdtructure has been accelerated. Oslo Package 3 is an initiative from local politicians from Oslo and Akershus in 2006. Funding was secured through a parliamentary vote in 2008 and a steering group and support organisation was established in 2009. The local proposal of Oslo Package 3 is as follows: 20 years of cordon tolls, no periodic subscriptions and a new cordon toll west of the city.

Innovative overall plan financing roads and public transport



Dos + Donts Mr Arne Hvamstad, Agency for urban environment, City of Oslo,

Dos O3-work is led by an inclusive steering committee and

in 2010 a cross-party reference was established that discusses long-term priorities

Daily coordination is handled by an administrative group composed of representatives

Toll charges are financing a couple of projects such as tunnels, a large local road project, metro line, operational costs of public transport and measures for public transport, cyclists and traffic safety

Dont Do not work on your own, but search for close

cooperation with central and local government, transport agencies etc.

O3-projects builders/developers are Norwegian Public Roads, Public Transit Production and Agency for Urban environment in Oslo all working in their own fields

Do not underestimate the financial consequences of reductions in car traffic

Read more on:http://www.vegvesen.no/Vegprosjekter/oslopakke3/

City Contacts: [email protected]

City + region: Oslo + AkershusCountry: NorwayTotal population: 912,046 (2010)


StockholmCongestion charging

Results/MonitoringThe Stockholm City Traffic Administration, in cooperation with the Swedish Transport Administration, is responsible for the evaluation of the impacts of the congestion tax. The congestion tax proves to be an effective demand management tool within Stockholms traffic system. On average, there are 20% less passages in or out the

inner city (2005-2010) Journey times are on average shorter than before

the implementation of the congestion tax (with the exception of orbital roads)

Emissions of CO2 from motor vehicles in the inner city are estimated to have fallen by between 10-14%

Travel by public transport across the congestion tax cordon has increased continuously

EffectsFive years after the implementation of the Stockholm Congestion Tax there is still no increase in traffic in or out of the zone during charging time, despite the fact that the population of Stockholm grew with 100,000 (and the population of Stockholm Region with 200,000).

Key words: congestion charging scheme

GoalsTo reduce congestion and improve the environment in the city of Stockholm

Characteristics of the Stockholm Congestion Charging Scheme:After a 7 month trial period (and a referendum) in 2006, the congestion tax (on weekdays) for the central parts of the City of Stockholm was implemented in August 2007. Depending on the time of entry, the tax amounts 10 to 20 SEK per entry (approx. 1-2 EUR), with a daily maximum of 60 SEK (6).

Vehicles passing the control points are identified through automatic number plate recognition (ANPR). Buses and green cars are exempt of payment. The revenues of the congestion tax will be used for public transit and new road constructions in and around Stockholm, for example partly financing a new by-pass road (Frbifart Stockholm).



Dos + Donts Gunnar Sderholm, director of the Department Environment and Health Administration, City of Stockholm, [email protected]

Do Make sure the system works technically well, so that

people trust it. In Stockholm, there have been very few erroneous registrations despite the large volume (350,000 per day)

Provide clear and abundant information, so that people know what they have to do. The national road administration did a great job in doing so

Show the people the benefits; less stressful traffic, less noise and shorter travelling times both by car and public transport

Dont Do not be led or discouraged by low expectations of

citizens. Many people did not believe the system would work but were astonished by the effects (in average 22% less passages in or out the inner city)

Do not give room for rumours. Let people form their opinion on the basis of factual information. All different aspects of the effects of the congestion charge have been monitored and evaluated

Do not present the system as a new way of taxing. By explaining clearly the reasons of the system; a better environment and less congestion you can create more support. Emphasise that all revenues return to the region

Do not present the system as a fait accompli; the citizens of Stockholm could vote for the continuation of the scheme after a trial period

Read more on:http://international.stockholm.se/Stockholm-by-theme/A-sustainable-city/

City: StockholmCountry: SwedenTotal population: approx. 865,000 (2011), larger urban region 2,000,000+


CopenhagenCycling: from niche to mainstream

Key words: normalization, prioritization, innovation, travel time, comfort and safety, social-economic benefits

What?Cyclists in Copenhagen travel an impressive total of 1.2 million kilometers by bike every day. The city is one of the frontrunners in cycling policy. What are the reasons behind this, what are their long-term goals and how did research help the City of Copenhagen?

Facts and figures Copenhagerners cycle because it is the fastest and

easiest way to get around 93% of cyclists in Copenhagen noted to be satisfied or

very satisfied with Copenhagen as a cycling city in 2010 (cf 85% in 2008)

When a person chooses to cycle this is a clear gain for society of 1.22 DKK per cycled km, cf a net loss of 0.69 DKK per km driven by car.

There is a total of 350 km of cycle tracks and 40 km of green cycle routes in Copenhagen

37% of everyone working or studying in Copenhagen cycles every day

Average travelling speed is 16 kph for cyclists and 27 kph for cars

Goal 2015: Copenhagen as eco-metropolisIn 2008 the local politicians unanimously decided to work towards making Copenhagen a cleaner, healthier and more environmentally friendly city with 4 main objectives to be achieved by 2015. One of these objectives is that Copenhagen will become the worlds best city for cyclists. The goal is that a minimum of 50% of Copenhageners cycle to their place of work or education. If this goal is reached it is estimated that Copenhagen will be able to save an additional 80,000 tons of CO2 per year. More cyclists is not perceived as a goal in itself but as a means to create a more liveable city.

How? (prioritization and innovation) Creating a coherent network that ensures a high level of

quality for space, intersections and maintenance so that many cyclists can travel securely and comfortably at the tempo that suits each individual.

A network for commuters in suburbs/outside city with smooth, even road surface (free from leaves, ice, snow),


Lifestyle and behaviour

standard visual design, quick safe cycle crossings and a green wave for cyclists through closely spaced traffic lights.

ResearchWhat would really help in the further development of Copenhagen as cycling city is research on:1. Safety in numbers2. Better knowledge on the various target groups when

working with behaviour change3. Innovative infrastructure (of the future)

Dos + Donts Ms Anja Larsen, Technical and Environmental Administration Department of Traffic: Cycle programme, [email protected]

Do + Think of the bike as a mode of transport with the same

priority as cars and public transport the bike should be able to compete with other modes of transport when it comes to travel time

Think about the whole trip from A to B and eliminate missing links such as unsafe intersections or lack of cycle tracks

Create space and flow on the most busy streets, including shortcuts such as bridges and speed improvements such as cycling against traffic in one way streets

Dont Dont forget that there besides infrastructure also should

be focus on behaviour change Dont forget to focus on both safety and perception of

safety Dont be afraid to make difficult decisions that might be

politically controversial

Read more on:http://www.kk.dk/CityOfCyclists.aspx

City: CopenhagenCountry: DenmarkTotal population: 1,931,467 (2012, metropolitan area)


PortoMobility Shop

Key words: modal shift, behavioural change, citizen-centred approach, mobility shop

GoalsChanging the travel behaviour of residents of Porto by providing them with -personalised- information about all transport modes available in the city.

ApproachPortos second mobility shop has opened in 2010 in the Asprela quarter, characterized by a concentration of universities, research centres and hospitals. Every day, around 500.000 people enter this area that is suffering from heavy congestion. The Mobility Shop, in front of the largest hospital, provides information and advice about the various modes of public transport one can use to and from the area, as well as services such as car pooling. The Mobility Shop is also proposing mobility measures and promoting agreements with local institutions. In addition, a bike rental scheme is being planned.

ResultsAfter changing the exterior design of the mobility shop, creating much better visibility and awareness of the existence of the shop, the average number of visitors per month increased from 185 people to well over 1300.Furthermore, the city of Porto expects the following results: A 15% increase in Public Transport ticket sales A 5% reduction in private car use increased satisfaction with public transport services

ResourcesThe Porto Mobility Shop has been partially (50%) co-financed by the European Commission through the Civitas Elan project (www.civitas.eu)



Dos + Donts Ms. Brbara So Martinho, City of Porto, Mobility and Transport Planning Department, [email protected] Do Make sure to provide information about all means of

public transportation available in the city (public and private bus operators, subway, train, tram, etc.)

Provide information about schedules, stops, itineraries, tariffs of all means of transportation.

Take into account mobility management services (advices regarding the best way/mode of transport to use, depending on the place of origin and destination

Create visibility by a good exterior design

Dont / Points to improve To have a ticket vending machine at the Mobility Shop Operational hours should be stretched to Mon-Sat 7.30-

19.30, instead of the current Mon-Fri 9-18 Cooperation in management of the mobility shop

between City Hall (municipal authorities) and local transport organisations

Read more on:http://www.lojadamobilidade.com/en.php (English site online soon)

City contacts:[email protected]

City: Porto Country: Portugal Total population: 240.000, larger urban/metropolitan area 1.000.000+


Sevilla Establishing a major increase in urban cycling

Key words: modal shift, behavioural change, university, infrastructural measures

What?In the short period of time between 2006 and 2009 urban cycling increased in Sevilla by a factor of ten. Specifically, people linked to the university reached a larger modal share of cycling.

How? The Municipality of Sevilla created more than 120

km of bike paths throughout the city. The bike paths are forming a network of uniform (green pavement, 2,5 metres) and bidirectional path, segregated from motorized traffic

University people are taking advantage of a system of closed bike-parking areas with around 2,000 places.

The creation of a number of bike-sharing systems such as Sevici (290 stations, 2900 public bikes), bus+bici (172 bikes) and SIBUS system (400 bikes, owned by University)

Support from institutions (City Council, University, Metropolitan Transport Authority)

Results Strong increase urban cycling: 2006 less than 1 % of

modal share, in 2009 6,6 %. Bikes have become popular (30% uses them once a week

or more). The cycling infrastructure is enduring: when it is

constructed it is difficult to remove (physical+political)

Weaknesses Sevilla only bike-friendly city in region, even in

conurbation urban cycling participation in modal split is less than 1%.

Not yet a clear political consensus Some conflicts with pedestrians have arisen

ResourcesThe Municipality created more than 120 kilometres of safe bike paths throughout the city with a budget of 32 million euros.



Dos + Donts Ricardo Marqus, Universidad de Sevilla, [email protected]

Do + Do create a network of cycle paths connecting the main

residential areas with the main spots and the main public transport stations

Do build your cycle paths along main streets Keep in mind those people who do not ride bikes: your

goal is to convince them. Do make your network of cycle paths in fast pace,

otherwise they will be used for parking, cafs or terraces. Do provide safe bike-parking areas at main destinations:

theft is one of the main enemies of cycling

Dont Do not forget cycling when developing research and

proposals on sustainable mobility Do not make isolated cycle paths. Cyclists like to take

the same routes as everybody else Do not use the euphemism private vehicles for cars:

most bikes are private vehicles too: important in mobility polls

Do not design your cycling paths thinking about present-day cyclists only.

Read more on:http://bicicletas.us.eshttp://www.acontramano.org/index.php?option=com_docman&task=doc_download&gid=17&Itemid=62

City: SevillaCountry: SpainTotal population: 703.206 (2009)


Vilnius Innovative ways to promote and improve cycling

campaign. The tank video also garnered the satiric Ig Nobel Peace Prize 2011 that is awarded for achievements that first make people laugh and then make them think.

Dont make me get the tankFollowing Mayor Zuokas action, a gentler resolution for empowerment has been introduced.

Key words: innovative campaigns

GoalsThe City of Vilnius, headed by Mayor Arturas Zuokas, aims to become a world leader in making the latest environment friendly transportation technologies widely available.At the same time, attitudes towards cycling, driving and parking culture are addressed in an innovative and mediagenic manner.

Vilnius Mayors Public Service Announcement regarding illegal parking with a tank In July 2011, a remarkable statement was made by the Mayor of Vilnius. A recurrent problem is that cars park on the citys (newly created) cycle paths. By driving over a car that was parked incorrectly with an army tank, the Mayor wanted to make clear that the city authorities would be tough on these matters and take the improvement of cycling facilities in Vilnius seriously.This action gained a lot of media attention (over 7 million views on YouTube alone and seen by many more millions on various other websites and TV channels worldwide), has won a European Excellence Award for best communication



The City of Vilnius has issued special stickers stating Dont make me get the tank. These stickers are available free of charge in the city, or sold for a symbolic $1 on eBay.

By sticking the message on any illegally parked car, the sticker is a good way of reminding drivers of the correct way of driving and parking in Vilnius, and of the specially designated space for cyclists.

Dos + Donts Irma Jukenaite, Vilnius City Municipality,[email protected]

Do + Make sure that citizens are well informed, through

diverse media Sometimes, especially in an age of information overload,

you have to do something totally different to make a point

Try to involve everyone in creating a good and liveable urban environment

To drive behavioural change, you must communicate the need for change

Dont Dont expect everybody to like your innovative idea.

New and different ideas are not always perceived as positive

Dont communicate the message to different target audiences in the same way. Pay attention to how people in different countries prefer to receive information Especially humour is quite different for different cultures

Dont make it complicated. (If you can't explain it simply, you don't understand it well enough Albert Einstein)

Read more on:www.vilnius.it or watch the video on: http://youtu.be/V-fWN0FmcIU

City: Vilnius Country: Lithuania Total population: 554,400 (Vilnius County 847,754)


WorcesterChoose how you move campaign

Results (2004-2008) A growth of sustainable transport modes in the modal

split (walking +3%, cycling +0,4%, public transport +1%) A reduce in car use (as driver -3%, as passenger 1%) More effect in the ITM targeted population than in the

non-ITM area

Key words: modal shift, behavioural change,campaigns, individualized travel marketing

GoalsChanging the travel behaviour of residents of Worcester through social marketing and campaigning (and without large infrastructural interventions)

ApproachA recognizable branding campaign for more diverse and sustainable transport choices; Choose How You Move. The campaign aimed to simultaneously facilitate, motivate, celebrate and support sustainable transport choices. Individualised Travel Marketing (ITM) was one of the interventions of the strategy. Households in designated areas of Worcester were contacted, and, when interested, were informed about the possibilities and benefits of the sustainable mode of their interest. Next to personalized information packages (delivered by foot or bike!), also rewards (for people who do travel sustainably) and home visits for personal travel advice were part of the marketing strategy.



Legacy (post 2008) Continuation of the brand Choose How You Move New bicycle/pedestrian bridge in Worcester Implementation of strategy in neighbouring town

Redditch Adoption of the average travel times on signs elsewhere

in the UK (to prevent overestimation of travel time)

ResourcesThrough a bidding process, Worcester became one of the three sustainable travel demonstration towns (STDT; the other towns were Darlington and Peterborough) The project (costs 4,4m ) was financed by the (national) department for transport, UK, between 2004-2008

Dos + Donts Ed Dursley, Worcestershire County Council

Do + Try and understand your audience by undertaking

baseline surveys Try to reduce the need to travel

Work on promoting the leisure trip for those that have not used that mode of transport for a long time

Understand that the shopping trip has potential for modal shift from single occupancy car use

Reward those people who are championing sustainable transport behaviour

Realise that people can overestimate the time to walk or cycle

Dont Dont work with those that are disinterested in the

message Do not spend excessive resource trying to change

long distance trips made by car where there is little alternative

Read more on:http://www.worcestershire.gov.uk/cms/local-transport-plan/transport-research.aspx


City: Worcester Country: United KingdomTotal population: 94.800 (2010)


Bucharest RATB travel card a solution for your time

Results 1,877,019 Activ smart cards in use (season passes and

electronic purse) 984,072 Multiplu (not rechargeable) cards used

Legacy (post 2007) diversification of the offer by introduction of contactless

disposable (not rechargeable) cards addressed to occasional travellers (2 to 10 trips, 1 day pass) since May 2011.

top-up online and at ATMs new alternative for trip payment by using a dual card:

bank card and contactless smart card, (can be used for both for RATB and METROREX) with automatic top-up option.

ResourcesThe total cost of the project was approximately 12m and it was financed by the European Investment Bank (6m) and from the local budget.

Key words: integrated ticketing, public transport, intermodality

GoalsThe RATB travel card aims to increase the attractiveness of public transport in Bucharest and surroundings by introducing ticketing integration and flexible fare policy, making use of contactless smart card technology. Improve the efficiency of public transport.

Background and Approach The implementation of the Automatic Ticketing System was intended to integrate the public transport services at city level, following to assure a flexible fare policy, in accordance with the passengers needs. As a start, the integration was made between the biggest public transport operators: METROREX (underground) and RATB (trams, buses and trolleybuses). The system allows future integration with 6 more operators. Through the implementation of the new system, the passengers have the possibility to use the first contactless smart card, which allow them to travel in both networks.


ITS & Technology

Dos + Donts Florin Dragomir & Liliana Andrei, RATB (Surface public transport operator), [email protected]

Do + Develop the technical specifications in accordance with

the transport policies and local conditions Analyse the possibility of fare integration with more

public transport operators (local, regional) Develop a market study Develop a proper marketing campaign for the new

products Think long-term, act short-term Make it user friendly and easy to maintain

Dont Do not ignore the help provided by an experienced

consultant Do not implement the system at a large scale at once;

carry out a pilot project first Do not forget to take into consideration the security

aspects of the system

Read more on:http://www.ratb.ro; http://card.ratb.ro/

City: BucharestCountry: RomaniaTotal population: 1.943.981 (2009)


Sofia Sustainable public transport services

Involvement researchIn preparation of the project of Sofia Integrated Public Transport two major research studies were used:1 Feasibility study (funded through JASPERS, (http://www.

jaspers-europa-info.org/)2 Passenger count and database creationIn the phase of project implementation the plan is to benefit from regular quality control monitoring and client satisfaction study as a baseline and on a regular basis afterwards.

Expected benefits and impacts Modernisation of tram line is expected to result in

reduced noise and vibration emissions, as well as improve traffic safety

Reduced traffic congestions and savings for both public and private transport passengers

Improved passenger comfort and convenience and more passengers to public transport system

ResourcesThe project cost is 62 624 478 EUR. EUR 42.5 million of the projects costs will be provided by the European Regional

Key words: integrated public transport, quality control monitoring, traffic management system

What?The objective of Sofia is effective and sustainable improvement of the public transport services through the development of clean and energy-efficient public transport and its integration with the metro network. In 2011 the project received an award of the International Association of Public Transport.

How? Purchase of new trolleybuses Construction and reconstruction of tram lines Installation of intelligent traffic management system Installation of electronic information boards A system for communication, distance control and

management of the traffic lights at all 331 crossroads in Sofia

Integrated solution for video surveillance, electronic billing, passenger database and timetable monitoring


ITS & Technology

Development Fund and EUR 12.624 million will be local co-financing. Sofia Municipality will be supported in the implementation of the project by Sofia Urban Mobility Centre and Sofia Electrotransport.

Dos + Donts Sevdalina Voynova, Director of Programmes, Sofia Development Association

Do + Budget for, organize and manage a consistent public

consultation and public outreach to guarantee public acceptance, support and ownership

If you have insufficient budget for own research, make sure to collect and utilize properly available research developed by other parties both in your city and in other comparable cities

Develop and follow a risk management plan. Large scale projects require careful consideration of options, threats and possibilities to overcome difficulties

Dont Do not raise the expectations too high and pay specific

attention to managing expectations not to allow dissatisfaction with the tempo of implementation of the project planning.

Read more on:http://www.sofiatraffic.bg/en/transport/proekti-i-inovacii/204/integriran-stolichen-gradski-transporthttp://www.sofia.bg/tu1.asp?intlink=69


City: Sofia Country: Bulgaria Total population: 1,402,657 (2010)


Utrecht and ProRail Pilot on bicycle parking

Pilot ProjectOne of Utrechts bicycle parking stations, Smakkelaarsveld (2500 places) was equipped by ProRail with a bike detection system; the moment a bike is parked in the individual parking rail, a (waterproof) toggle is switched that sends data to a central computer system. At the entrances of the (guarded) bicycle parking station, digital screens inform the cyclists on the number of available parking spaces per section of the station, which saves time and frustration. When a bicycle has been parked on the same parking space for over 14 days, the parking manager is notified by the digital detection system. By removing the abandoned bikes, more parking space is created and the need to construct supplementary parking stations is reduced.

Key words: intermodality, bicycle parking, ITS

GoalsTo simultaneously combat abandoned or orphan bicycles and increase the convenience of bicycle parking for users.

BackgroundApproximately 40% of Dutch train passengers use their bicycles to get to the train station. At the same time, it is estimated that 15-20% of all bicycles parked around train stations are abandoned or so-called orphan bikes. These bicycles are not -or very scarcely- used, and therefore take up valuable parking space. In order to combat these abandoned bikes, and increase the convenience of bicycle parking for users (i.e. train commuters), ProRail (operator of the Dutch national rail infrastructure, maintaining and enhancing railway mobility in the Netherlands) and the City of Utrecht have started a pilot project on a new bicycle parking system in March 2011. This pilot project is part of a broader program that is called Make way for the Bicycle (1999-2012) aiming to improve train station facilities for cyclists.


ITS & Technology

Dos + Donts Folkert Piersma, ProRail, [email protected]

Do Involve stakeholders (such as

the cyclist federation) already in the preparatory phase of the project

Make the functional requirements of the system as specified and explicit as possible

Carry out a market consultation before the procurement procedure

Dont Do not underestimate the preparatory work regarding

the exploitation of the project Do not rush to test the product live. Take sufficient time

for profound testing before implementation Do not limit the requested functionalities of the system

to the actual existing requirements but think ahead other features you might need in the future

Do not economise on signage for users. Make sure to provide abundant information on which sections have parking spaces available.

ResourcesThe new bike parking system of this pilot project is financed by ProRail. Currently the costs are over 100 per parking space, but these costs will decrease when the system will be expanded.

City: UtrechtCountry: The NetherlandsTotal population: 307.124 (2010)


Viennas AnachB.at routing planner

Advantages of AnachB.at Permanently updated traffic data, including traffic

situation and construction sites Includes all modes of transport; public transport, bicycle,

car, by foot Special routing planners for cycling and Park & Ride Intermodality: the planner is able to combine different

modes of transport in one journey (Park & Ride, Bike & Ride)

Through the newly created common network (Graph Integration Platform - GIP) all traffic data is combine into a complete image, which can also be used for forecasting

Not only the city of Vienna, but the entire surrounding Vienna Region (Functional Urban Area) is covered

ResearchNumerous research projects and collaborations ensure on-going optimisation of AnachB.at The main topics of research are common data interfaces and the optimisation of user experience, data and graph quality, e-government applications and routing algorithms.

Key words: ITS, real-time travel information, multimodal transport planner, intermodality

GoalTo provide all transport users of the Vienna Region with up to date travel information for all modes of transport

Background The Vienna Region consists of three Austrian federal states: Vienna, Lower Austria and Burgenland. The region is inhabited by approximately 3.5 million people, more than 40% of all inhabitants of Austria. The ITS Vienna Region was founded in 2006 as a cooperative traffic management project.

ITS Vienna Region cooperates with a wide range of partners (for example the national railway system, urban public transport operators, taxi companies, bike and car sharing companies, partners from research and business) . They update the AnachB.at data pool with their traffic data, join in research projects or support ITS Vienna Region in developing new services.


ITS & Technology

Dos + Donts Klaus Heimbuchner, ITS Vienna Region, [email protected]

Do + Cooperate intensely with public administration,

operators and ITS service providers. It is crucial for developing intermodal and regional ITS projects such as ITS Vienna Region or AnachB.at

For efficient cooperation and data exchange; integrate your ITS organisation in structures of public administration

Provide the services for free; AnachB.at is a public service, while at the same time it aims to shift modal split towards environmental friendly modes.

Provide high quality real time traffic data

Dont Do not forget about optimal usability, user experience

and interaction design. Up to date traffic data in itself is not enough.

Do not forget to keep your service smart and simple. Not everything that is technically possible is in fact helpful for users. Keep your service smart and simple.

Do not invest too much in advertising. Firstly use existing platforms, services and communication channels to promote and integrate your service.

ResourcesITS Vienna Region is funded by the federal states of Vienna (44%), Lower Austria (44%) and Burgenland (12%) and receives additional funding by research programs initiated by the Federal Ministry for Transport, Innovation and Technology BMVIT and the EU.

Read more on:http://www.its-viennaregion.at/ http://www.AnachB.at

City: Vienna (and surroundings)Country: AustriaTotal population: approx. 1.731.000 (2011)


Hannover Region Hannover and the Pro Klima Plan: institutional example

transport) that are delivered across its constituent communities. In 2009 the Decision of the Region Hannover was to develop a plan for reducing CO2 emissions of transport of about 40 percent: Pro Klima.

Measures Pro Klima planIn one year the plan has been created. During this year discussions about theoretically possible measures with the urban stakeholders. List of measures on the following themes: densification and mobility on short distance (reduction

of settlement in rural areas, regional concept cycle tracks)

Public transport (green electricity, timetables, fares revision and special forms)

Traffic management, infrastructure of roads and parking policy

Management of mobility (marketing)

Key words: CO2-reduction, competence municipal and regional authorities, implementation

What?The city/Region of Hannover has a decade-long focus on a combination of settlement and transport planning. As a result many households and enterprises are within walking distance of a tram or rail station. What is making Hannover quite unique is the responsibility profile of its Hannover Region Authority which unifies the organization of services that are elsewhere separate, and can thereby deliver policies and action for around 1,15 million people in 21 local authorities from one unified source. The Pro Klima plan is a more long-term vision for Hannover.

Institutional: Region HannoverThe Hannover Region Authority was an innovative answer to the issues that arise in interlinked urban communities across Europe. Region Hannover was founded in 2001 as a new form of local government body and covers the state capital Hannover and the surrounding towns and rural areas of the former Landkreis Hannover. The Region is responsible for most of the public services (incl. mobility/


Governance

Dos + Donts Tanja Gbler, Team Verkehrsentwicklungsplaning und Verkehrsmanagement, Region Hannover, [email protected]

Do + Involve all the decision-makers and the organisations,

which have to realise the project later, from the beginning in the discussion about the measures

Fix the duration of the project and try not to exceed the time limit

Concentrate on your competencies. For the other transport systems: try to forge alliances

Produce a proof for the arguments of your decision-makers and communicate them scientifically

Dont Do not try to get a valid financial plan in the planning

phase . The financial plan has to be made in the phase of concretising the measures

Do not try to create new responsibility structures; we preferred to involve these persons directly

ResourcesThe Region Hannover got a subvention for 80% of the costs (175525 euros) from the Bundesumweltministerium. Research was done by a consultant: Gertz Gutsche Rhmenapp/Hamburg

Read more on:http://www.hannover.de/de/wirtschaft/mobilitaet/RH_Nahverkehr/Service/RH_Oepnv_Downloads.htmlhttp://www.hannover.de/de/wirtschaft/mobilitaet/vk_plan_entw/rh_ivep/VEPproKlima.html

City + region: HannoverCountry: GermanyTotal population: 1,132,130 (2010)


Zrich All-encompassing mobility strategy

Key words: sustainable mobility strategy integrated public transport, citizen involvement

What?The city of Zrich pursues a holistic, long term and sustainable mobility strategy involving not only transport usage but also places for living and leisure. Alongside walking public transport takes up an important position. Zrich has a modern public transport network with trams, buses, suburban trains and attractive walkways combined to make up a comprehensive range of options.

How? Zrich's transport policy is built on continuity,

pragmatism and networking. Considering every transport policy means that all planning and implementations align straight towards the same principles and goals.

2011 city electorate voted for a significant reduction of traffic and embedded in 2008 the 2,000 Watt Society into the city constitution with the goal to reduce energy use to 2,000 Watt per person per year compared with the current 5,000 Watt or from 5.5 to 1 ton CO2 per capita per year.

Core elements of the transport policy Promote public transport Promote environmental-friendly mobility such as

walking, cycling Reduce/limit vehicle traffic Concentrate vehicle traffic on main roads with traffic

calming in residential areas Restrictive parking policy, incl. promotion of car-free

living and car sharing Design pedestrian-friendly public spaces Raise awareness for sustainable mobility by mobility

management

Results High proportion of the population makes use of public

transport (Regular use by 80% of citizens and 60% of trips in commuter traffic)

45% of households in Zrich without a car More than a duplication of passengers on the suburban

railway system in 20 years

Future research necessary?We think one of the really interesting questions for


future research is measuring the effectiveness of mobility management measures with regards to mobility behaviour, emission reductions and costs.

Dos + Donts Sara Metzler, Project manager Mobilitt + Verkehr, Tiefbauamt City of Zrich, [email protected]

Do + Pursue a mobility strategy that aims for a holistic

consideration of the various transport means Cross-link mobility with urban development strategies,

masterplan for the environment etc. Implement mobility management measures covering

information, consulting, education and awareness raising to influence travel behaviour

Link traffic infrastructure, traffic system management and mobility management

Privilege public transport, e.g. at traffic lights Hundreds of small measures determine the success or

failure of the overall policy Aim for participation and electoral backing of your policy

Dont Do not consider a sector-based approach by focusing on

each mode separately and neglecting interactions Do not consider streets only as roads dedicated to cars

Read more on:* www.stadt-zuerich.ch/mobilitaet Mobilittsstrategie (english documents on request)

Governance

City: Zrich Country: Switzerland Total population: 389,992 (2011)


In the EMI Knowledge and Research Agenda on Sustainable Urban Mobility, the gap between research and practice in the field of urban mobility will be bridged by looking at research needs from a practical (urban) point of view. Renowned academic authors wrote position papers on the main themes (see below) and policy documents of many European cities have been analysed. Most importantly, European and city policy-makers have been asked what kind of research they need in their (long-term) policy implementation. This process has led to an agenda consisting of a state of the art in both academic research and policy practice and future research needs on sustainable urban mobility, based on the needs in actual city practice in Europe.

Last year, the European Commission proposed a new type of mobility in European cities in the Working Document accompanying the White Paper on the Future of Transport (2011): the necessary transition from a primarily car-based personal mobility in cities to a mobility based on walking, cycling, high quality public transport and less-used cleaner passenger vehicles is the central strategic challenge for cities

in the decades to come. This is very similar to the long-term visions and ambitions (e.g. 2040/2050) of European cities and metropolitan areas. Cities know that they must change their current mobility systems, but they struggle how effective action is undertaken to remedy the current situation. Academic research also points to this problem, but the findings of research are until now insufficient to lead cities to more sustainable mobility systems. That is why EMI has created a research-based, practice-led Knowledge and Research Agenda on sustainable urban mobility.

The Agenda focuses on five main themes. These themes have been selected after an analysis of both research and practice, a workshop and continuous consultation with city practitioners and academic experts. On all main themes the state of the art of both research and practice are combined and research needs for the future are indicated. Here you find the final conclusions per theme:The first theme, urban space and scale relates to all measures and interventions that concern the physical design of a city or urban area. In city practice there is

Executive summary EMIs Knowledge and Research Agenda Sustainable Urban Mobility

50European Metropolitan network Institute

much belief that measures and interventions in land use planning have a causal relationship with mobility reduction, energy efficiency and less car use. However, this causal effect is questioned by academic research, which also has a more spatial than infrastructural focus in this theme. Research firmly connecting land use planning and mobility behaviour is especially needed on land use planning and its impact on mobility, urban economy and urban sprawl.

The second theme regulation and pricing is concerned with the powerful tools of cities to reduce unwanted modes of transport and stimulate the use of alternative mobility. Interestingly, a large amount of research is devoted to the issue of pricing, whilst at the same time, political reluctance in many cities prevents the implementation of pricing schemes. Moreover, an issue of governance arises; on what scale should regulation and pricing schemes be decided on? Cities instead seem more focused on parking policies. Future research is necessary in the following areas: the combination of pricing and regulation, urban parking policies and solutions how to increase acceptance of pricing schemes by citizens (and politicians).

Regarding the third theme, lifestyle and behaviour, one should think of any policy with an aim to obtain a behavioural change towards more sustainable transport modes. This is a very popular policy tool as it is relatively cheap and visible. Many cities do indicate their need of research on citizen mentality and behavioural change. Research needs in this field are: studies on the long-term effectiveness of these measures, on transferability of practice from one place to another and more extensive evaluation of these measures.

The fourth theme ITS and Technology is oriented towards the question how cities can make best use of (existing) technological opportunities. Regarding this theme, it proves to be difficult to bring together research and practice; there is lack of specific knowledge/expertise in cities and it is questionable whether cities can (or even should) stay up to date with current innovations and implement these into sustainable urban mobility policy. Research needs to be focused on future-proof technologies, rebound effects of ICT innovation on mobility and on facilitating the full inclusion and implementation of ITS & Technology in sustainable urban mobility policy.


Although the fifth and overarching theme of governance proved to be a peculiar and less specified theme, local decision-makers consider it very important. Given the many connections with the other themes, governance therefore is seen as an overarching theme in this agenda. The question of how to integrate policies and come up with packages of measures is interesting for both research and practice fields. Especially from a research perspective, questions focused on what way benchmarking and best practices actually help cities in their implementation. More practice-oriented research is necessary on: the integrated approach, policy packaging, the coherence between (long-term) ambitions and (short-term) implementation, the right combination of hard and soft policy measures and the transferability of urban mobility policy.

The EMI Knowledge and Research Agenda is the result of a year-long investigation into the future research needs on sustainable urban mobility. It has been remarkable to see how urban research and urban practice differ in their focus. An approach based on collaboration between research and practice, focused on the actual problems in cities (research-based, practice-led) can help cities in their

transition to more sustainable mobility systems.The (fundamental) practice-oriented research needs, as drawn up in this report, can be addressed in a new European knowledge and research project in close collaboration between (city)policy-makers and academic researchers in a city-research consortium for sustainable urban mobility. This is all the more necessary as most current European research projects in this field do have their own deliverables aiming to disseminate project results. These deliverables and showcases have proven to be very positive for the development of plans within cities but, at the same time however, have proven to be very difficult to transfer. Moreover, few (fundamental, academic) research needs and questions have been asked or answered. A larger focus on practice-oriented research and transferability on these main themes could really help more European cities to deliver sustainable urban mobility systems.

a5 oblong urban practice guide_final

Documents

urban cycling

urban mobility professionals

urban professionals

urban mobility2

practice research

best practice exchange

best practice approach1

exchange of best practices