Abstract

A NEW WAY OF STRATEGIC THINKING –BOOSTING SUSTAINABLE URBAN
MOBILITY PLANS- ROMANIAN CASE

UN NOU MOD DE GÂNDIRE
STRATEGICĂ –DEZVOLTAREAPLANURILOR DE
MOBILITATE URBANĂ
DURABILĂ – CAZULROMÂNIEI
Iuliana LECA
Ph.D. Candidate, Management Doctoral School,
Administration and Public Management Faculty, Bucharest
University of Economic Studies
E-mail: iuliana.leca@gmail.com

Abstract

In the last three years, substantial progress has been
made in the development of legal framework andguidance for the preparation of SUMPs, leading to the
publication of guidance later in 2013. In Romania theprocees have started last year, by the development
through BERD assistance of the 7 growth poles ofRomania, plus Bucharest – Ilfov. The purpose of thispaper is to underline the importance of such plans forcities local development and to identify the mainareas in which further intervention is needed. The
paper reviews stage of SUMPs preparation in
Romania, by analysing the tools used, it identifies thebarrieres encoutered in this process. Finally, ithighlights the lesson learned, and suggests ways of
putting in practice in Romania.

Keywords: Sustainable urban mobility plans, citizens
engangement, local develpment planning
JEL CODES: G32, H83………………
Keyword…………………

Rezumat

In ultimii ani, au fost realizate progrese semnificative in ceea ceprivește cadrul legal, dar și metodologiile privind elaborarea
planurilor de mobilitate urbană durabilă, un aspect important fiind
publicarea în anul 2013 a unui ghid de elaborare. In România,procesul a demarat în anul 2014, prin semnarea unui contract cu
Banca europeană de reconstrucție și dezvoltare, care a vizat
asistență tehnică în elaborarea acestor documente pentru cei polide creștere și regiunea București Ilfov. Scopul lucrării este deatrage atenția asupra importanței dezvoltării unor asemenea
planuri pentru dezvoltarea locală a orașelor și pentru identificarea
principalelor arii în care este necesare intervenția în viitor.
Lucrarea analizează stadiul elaborării planurilor de mobilitate
urbană durabilă în România, a instrumentelor utilizate,
identificând barierele întâlnite în acest proces. În final, sunt
subliniate lecțiile învățate și sunt sugerate modalități de punere în
aplicare în România.

Cuvinte cheie: planuri de mobilitate urbană durabilă, implicareacetățenilor, planificarea dezvoltării locale

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1. INTRODUCTIONPROCEEDINGS OF THE 11TH ADMINISTRATION AND PUBLIC MANAGEMENT INTERNATIONAL CONFERENCE”Strategic Management for Local Communities”
30th – 31st October 2015
Bucharest“Transportation is often referred to as the “lifeblood of cities” because it provides the essential link among
activities and, in the long run, to a large extent, it helps shape the city” (Vuchic, 1999). To promotesustainable and livable urban environments, private, public and non-motorized transport must functionallycomplement each other by forming balanced intermodal systems. However, in many cities today,
including Romania, transportation is characterized by the dominance of the car and high auto-dependency
in travel. As long as there is infrastructure available (road and parking), the car offers freedom of travel,
but in the same time it is accompanied with high negative effects on health, environment, tourism. Today,
cities and the transportation systems are subject of enormous challenges:
The world population grows rapidly and this growth is concentrated mainly in cities.
Today more people live in urban areas than in rural areas.
It is estimated that in 2030 about 60% percent of the population will live in urban areas while thispercentage will reach more than 75% in 2050
With the increasing expansion of cities as well as the economic development travel distances are
increasing as well.
The negative effects of transport, such as air pollution, noise and accidents affect the quality of life.
FIGURE 1 - CHALLENGES FOR THE TRANSPORTATION SYSTEMS
Source: European Commission, 2011

Taking into account all these challenges, at the global level, the municipalities together with theresearchers started in the last years to find solutions for a sustainable urban mobility. Considering thespecificity of each cities and its development dynamics, it is underlined that solutions shall be tailored
made for individual problems, but in the same time it recognized the fact that many cities are similar in
their functioning and the solutions should be universal.
Thus, the research objectives are to:

Present the European evolution of documents related to urban mobility

Analyse the situation in different countries in which concern the SUMPs



Explain the Romanian context and the situation of elaboration of SUMPs



Underlined the main barriers and problems encountered205

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2.1. European important developments in the field of transport and urban mobility
The early discussions and agreements related to a common transport policy it started in 1957, when theEuropean Economic Community was created (formed by France, Italy, Germany, Belgium, theNetherlands and Luxembourg). Later on, in 1992 Treaty of Maastricht, further approached the political,
institutional and budgetary foundations for a European Commission transport policy, developing amechanism of community funding for the pan-European network. Also in 1992, the EC issued its first
White Paper on the future development of the common transport policy. Between 1995 and 1998, theEuropean Commission, through some specific initiative (e.g. Citizens Network) developed a first set ofpolicy proposals in the area of urban mobility. Through this initiative it was underline the importance of
citizen participation in developing strategic document on urban mobility within municipalities.
In 2007 the EC published the Green Paper on Urban Mobility: ‘Towards a new culture for urban
mobility’.16 It set the foundations for a new European agenda for sustainable mobility policy (in which,eg. legislative initiatives are developed in an integrated, and not fragmented, manner) and invitedstakeholders to a debate on what support the EU should provide, and how best to provide it (eg. how toachieve optimal European added-value through the effective promotion of best practices)
The importance of adopting a urban mobility plan has been underlined in the EC Transport White Paper(European Commission, 2011), which emphasizes the importance of “a mixed strategy involving land-use
planning, pricing schemes, efficient public transport services and infrastructure for non-motorised modes
and charging/refuelling of clean vehicles is needed to reduce congestion and emissions”. This White
Paper asks EU states to analyse the possibility of making the urban mobility plans a mandatory approachfor cities of a certain size, according to national standards based on EU Guidelines. It also suggests tolink regional development and cohesion funds to cities and regions that have submitted a current,
independently validated Urban Mobility Performance and Sustainability Audit certificate.
2.2. Why EU states needs a new approach of transport?
In the European Countries, there was an increase in passenger transport demand between 2005 and2012, although overall it has been stable in recent years. However, national trends varied significantly,
with demand increasing in 23 countries and decreasing in 10. In 2012, the car was the dominant mode oftransport in all countries. Car passenger transport has generally decreased in the last three years (2009

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to 2012) with a significant drop in some countries, the reasons being the transport policies and measures

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adopted and implemented by each countries in the last few years.

FIGURE 2 - MODAL SPLIT OF PASSENGER TRANSPORT IN 35 EUROPEAN COUNTRIES IN 2012
Source: http://www.eea.europa.eu/data-and-maps/daviz/passenger-transport-modal-split-2/chart_1.png/download

According to Eurostat, “The transport sector is the fastest growing consumer of energy and producer ofgreenhouse gases in the European Union.” Namely, the transport sector is responsible for more than 25%
of total final energy consumed in the EU (the other sectors being industry, households and services).
Within the transport sector, the great majority of energy (83%) is consumed by road transport, whereas
air transport comes second with 13% of total energy consumption in the sector.
Below are presented interesting facts about the mobility sector:
Passenger cars are responsible for 75% of passenger km travelled
50% of car trips are less than 5km, 30% are less than 3km
Average car occupancy remains close to one
Urban freight is typically between 20% and 25% of road space useLess than 5% of passenger journeys are made by bicycle
Ownership per household is increasing (+ 38% in average between 1990 and 2004 for the EU 25, andbetween +14% and +167% per country)
Less than 10% of passenger journeys are made by public transport
FIGURE 3 - FACTS ON MOBILITY SECTOR
Source: European Environment Agency, 2010

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Taking into account all these facts, the municipalities at the European level, have started to adopt a
dominated cities and transform them into cities that provide efficient and sustainable mobility solutions.
However, there are some aspects that needs to be taken into consideration, the cities are very dynamic,
but within the cities, the built infrastructure, the land availability are static. So, there are some problems
encountered which makes all infrastructural changes very difficult. It is recognized by many scholars thatcurrent transport planning is at a point of crisis: it underestimates the key challenges of current planningissues in terms of increasing congestion due to the growth of cities and CO2-emissions (Banister, 2008).
The question however is how the concept of sustainable mobility can be defined and implemented.
Banister (2008) defined ‘the sustainability mobility paradigm’ in how to achieve a more sustainable mobility
system.
There is also a problems of mentality at the level of the population in which concern the culture of car
domination, especially in the Eastern European countries, therefore the changes are more difficult andtakes time. Thus, involving citizens in the process of elaboration and implementation of sustainable urban
mobility plans is compulsory and needed for successful initiative and changes.

3. SUSTAINABLE URBAN MOBILITY PLANS - EU COUNTRIES EXPERIENCE
What is a SUMP? A Sustainable Urban Mobility Plan (SUMP) is a “Strategic plan designed to satisfy themobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds
on existing planning practices and takes due consideration of integration, participation, and evaluation
principles.” (www.mobilityplans.eu)
The process for developing a SUMP was set out in the guidelines developed by the EltisPlus project. The
process consists in four important stages, such us: analysis of the current situation, setting improvement
goals, developing a clear set of actions and an implementation strategy. The plans need to cover all themobility aspects, both freight and passenger, and the economic aspects al the city development. An
important aspect is that the plans must be clearly integrated in the policy context at the national andEuropean level, ensuring that they support these policy objectives.

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transport policy and its subsequent measures, by putting a great accent on the re-shaping of car-

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ROMANIAN CASE

FIGURE 4 - SUMPS ELEMENTS AND ACTIVITIES
Source: GUIDELINES DEVELOPING AND IMPLEMENTING A SUSTAINABLE URBAN MOBILITY PLAN. - DEVELOPING AND
IMPLEMENTING A SUSTAINABLE URBAN MOBILITY PLAN

In Europe, some countries adopted an early stage comprehensive transport policy through continuous
guidance for local communities in developing and implementing urban transport plans. In the table below,
are mentioned the important steps made by some European countries in this process.
TABLE 1 - SUMPS IN EU COUNTRIESCountries

Italy

Legal
framework

Urban mobility plan - description

Plans in placeLaw
340/2000

The Law 340/2000 (art. 22) introduced thePUM (Piano Urbano della Mobilità) as a longterm (10 years), systemic and integrated
planning instrument for managing mobility inurban areas. PUMs were identified as afundamental prerequisite for all municipalities
or conurbations with a population of over
100,000 inhabitants in order to co-financemobility projects with national funds (up to 60%
of total investments).

There are many good
examples: Reggio
Emilia, Parma, Torino,
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FranceLOTI 1982;
LAURE
1996; SRU
2000

UK

(Transport
Act 2000,
amended in
2008; GLA
Act 1999)

GERMANYNot
mandatory

BELGIUM(FLANDERS)

Decree on
local
mobility
policy 2009

PDU (Plans de Déplacements Urbains)
mandatory for transport authorities in areas
with more than 100.000 inhabitants – area withless than 100.000 inhabitants can choose todevelop a PDU on a voluntary basis
LTP (Local Transport Plan) mandatory for local
transport authorities (county councils, unitary
authorities, passenger transport authority,
London Borough councils, etc. – varies in Wales,
Scotland N. Ireland).
The development of a comprehensive urban
mobility plan is not mandatory. Legally required
is however a ‘Nahverkehrsplan’ (NVP, Public
Transport Plan) for local authorities in all
Federal States except Hamburg. These plans
do not qualify as SUMP as they are only
covering public transport related aspects.
It does not make the development of a
‘Mobiliteitsplan’ (mobility plan) mandatory, but
de facto it is a ‘must’, because municipalities
can only get funding from the Flemish
government if they have an approved plan.

There are more than
60 approved
mandatory SUMPs in
FranceCompulsory for local
authorities

SUMP Dresden
2025+

More than 90% of
Flemish municipalities
have a plan.

Voluntary. Most cities
have a GVVP which
NETHERLANDS
in many cases has
the characteristics ofan SUMP.
Source: own analysis based on Rupprecht Consult - Forschung & Beratung GmbH, 2011
SUMPs arenot requiredby law.

However, the national traffic and transport
planning act, passed in 1998 requires thatnational objectives are reflected in regional andlocal transport planning /policy.

The main barriers encountered in the process of development and implementation of this planning
process are related to mentality change, institutional framework, resistance from established planningand engineering officials, and a lack of joint working between sectors, particularly transport and land use,lack of relevant knowledge among officials, lack of coordination between different levels of government
and political conservatism. The plans are subjects of continuous improvements and changes, when isneeded. The municipalities should have a specialized department, well trained and prepared to coordinate
the implementation of projects in due time, with the citizens participation and support.

4. OVERVIEW OF URBAN MOBILITY IN ROMANIA.
The development of Sustainable Urban Mobility Plans (SUMPs) for the major Romanian cities it wasagreed, as a priority by the Ministry of Regional Development and Public Administration and the European
Commission, and become the frame of urban transport projects to be financed under the Operational
Programme Regional Development for the 2014-2020 period with European Regional Development Fund.

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The Law no. 190/2013 approving the Government Ordinance no. 7/2011 amending and supplementing
Law no. 350/2001 on the regional planning and urbanism, into force since 13.07.2013, stipulates that the
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Urban Mobility Plan (UMP) is part of the General Urban Plan (GUP).
The SUMP is mandatory for all cities and towns, and optional for communes.
Within Art. I, paragraph 19, (4) the institutional level of responsibility for the urban mobility
planning is defined as follows: For cities rank 1 and 2, the metropolitan territorial development
strategy and the metropolitan urban mobility plans are to be initiated by the County
Administration or by the core cityWithin paragraph 46, a new expression is inserted - "Urban Mobility Plan", having the following
definition: «Urban Mobility Plan - the strategic territorial planning instrument which correlates thespatial development of settlements in the metropolitan area with the mobility and transport needsof people, goods and commodities.»

The paper is analyzing the stage of elaboration of SUMPs in the 7s Growth poles and Bucharest Ilfov
Region. The others 13 urban development poles were analyzed, based on the online available
information.
The European Bank for Reconstruction and Development signed in April 2014 an agreement with Ministryof Regional Development and Public Administration for ensuring technical assistance in elaboration of
SUMPs for 8 Romanian municipalities (Iasi, Brasov, Craiova, Constanta, Timisoara, Cluj Napoca, Ploiesti,
and Bucharest Ilfov region). According to the agreement the process of SUMPs elaboration was estimatedat 1 year, until the end of July 2015. The first reports concerning SUMPs were presented in December
2015.
In the table below are summarized the general information about the SUMPs in all the 8 cities/metropolitan
areas.
No.
1.

2.

TABLE 2 - STAGE OF ELABORATION OF SUMPS IN THE 7 GROWTH POLES AND BUCHAREST – ILFOV REGION.
CitiesWho elaborate SUMP
Online information available
www.pmb.ro/servicii/transporturi.../planul_de_
ROM Transportation Engineering Ltd
mobilitate_durabila_2016-2030.pdf
Bucharest(Israel) AvensaConsulting Ltd
https://www.facebook.com/Planul-deIlfov(Romania) Subcontracting -GDZ
mobilitate-urbană-durabilă-PMUDSuez (Romania, Tractebel)
BucureștiIlfov-954861951236183/?fref=ts-WSP / United Kingdom, WSP
www.primariaRomania SRL / Romania, Panteia/
constanta.ro/Fisiere/Proiecte/PlanMobilitateUr
Netherlands, Rupprecht
banaDurabila.pdf
Constanta
ConsultForschung & Beratung GmbH https://www.facebook.com/search/top/?q=Plan/ Germany, AV Transport Planning%20de%20Mobilitate%20Urbana%20Durabila
SRL / Romania%20Constanta

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3.

Brasov

4.

Iasi

5.

Craiova

6.

Ploiesti

7.

Cluj
Napoca8.

Timisoara

A NEW WAY OF STRATEGIC THINKING – BOOSTING SUSTAINABLE URBAN MOBILITY PLANSROMANIAN CASE

www.brasovcity.ro/file-zone/proiectehotarari/PMUD/BRASOV%20-%20PMUD.pdf
https://www.facebook.com/search/top/?q=Plan%20de%20Mobilitate%20Urbana%20Durabila%20brasov
http://www.primariaiasi.ro/content.aspx?item=1964&lang=RO
https://www.facebook.com/Plan-de-MobilitatePTV Transport Consult GmbH, SEAR Urbana-Durabila-Iasi-661790630586088/
CH, TTK, PTV AG
https://www.facebook.com/Plan-de-MobilitateUrbana-Durabila-Craiova-588214194640242/
https://www.facebook.com/Plan-de-MobilitateUrbana-Durabila-Ploiesti-297710333761054/
http://gocj.ro/https://www.facebook.com/pages/CJOveArup and Partners Ltd / United
PMUD/837701882939386?fref=ts
Kingdom, Studie Pianificazionedel
https://www.facebook.com/pages/TmTerritorio(SPT) S.r.l. / Italy
Pmud/392915437546329?ref=profile
http://gotm.ro/Source: own analysis based on the municipalities’ websites

In 2016, the municipalities have started the consultation and debate process, as well as the procedure forobtaining the environment approval from the Environment Agencies (in accordance with law requirements
Government Decision no. 1076/2004). In all cities, the technical assistance teams consisted in Romanianand foreign experts, with huge experience in the field. This new approach has some specific features, thepublic and stakeholders participation it was more take into account and through different methods andtechniques, the citizens were involved (e.g. social media – online survey, open office in Timisoara formeetings citizens, working groups meetings.) All plans are proposing considerable changes in which
concern the institutional framework, some measures concerned building capacity of municipalities, interms of specialized departments with well trained and motivated staff.
In the Romanian urban development poles, there is a considerable effort done my municipalities forelaboration of SUMPs. The main barriers for municipalities is the time pressure for having the plans, inorder to obtain funding under Regional Operational Programme.
The following table is presenting the status of elaboration of SUMPs in the 13 Urban development Poles:

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1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

TABLE 3 – STAGE OF ELABORATION OF SUMPS IN THE ROMANIAN URBAN DEVELOPMENT POLES
CitiesOnline information
Stage
http://www.primariaarad.ro/info.php?page=/temp/ Work in progressAradpmud/indexFirst report published in
pmud.html&newlang=ron&theme=th1-ron
January 2016
Bacau
N/A
The project – not yet started
https://www.facebook.com/permalink.php?id=196
618800430717&story_fbid=846478468778077
Not yet approved by local
Brailahttp://www.primariabraila.ro:7200/Continut%20sit council
e/Plan%20de%20mobilitate.aspx
http://www.baiamare.ro/ro/Proiecte/DezvoltareBaia Mare
Under implementation
urbana/Planul-de-mobilitate-urbana/Deva
No information foundWork in progress
http://www.primaria.galati.ro/portal/pagini.php?pa In consultation process, not
Galatige_id=74&id=4
yet approved
http://www.zmo.ro/ro/index.php/domenii-deApproved in 2014, in 2016
Oradeainteres-metropolitan/transport-public
the plan is under updating
Work in progress – process
PitestiNo online information available
have started in 2016
No online information available on city hallWork in progress - process
Ramnicu Valcea
websitehave started in 2016
Work in progress, theSibiu
http://www.sibiu.ro/index.php/primaria/mobilitateprocess have started in
2016.

11.

Suceava1

12.

Satu Mare

13.

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ftp://primariasv.ro/pub/plmud/.../Memoriu%20PLM
UD%20SUCEAVA.pdf

Approved – in
implementation

No online information available
Work in progress
http://www.tirgumures.ro/index.php?option=com_
content&view=article&id=4743%3AchestionarFinalized, but not yet
Targu Mures
socio-economic-privindapproved
mobilitatea&catid=59%3Aorasulmeu&Itemid=280&lang=ro
Source: own analysis based on the municipalities’ websites information

The cities from the West and Centre part of Romania are more active. Some of these cities, like Oradea
and Arad are developing mobility plans at the cross border level. Thus, the success of these concept inRomania, depends on the level of involvement of municipalities, their openness to this new tool, which isvery useful for their cities development.
In the case of big cities, a challenge is the area covered, all the SUMPs drafted referred in their case at
the metropolitan level. The political differences, the later reaction of the communities to the new process

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could be negative factors in the process of implementation. A challenge for the metropolitan area, is toProcess of SUMPs elaboration – main findings
The techniques used by the consultants for gathering data and information were the following:Surveys e.g. manual turning counts, automatic Traffic Counts , journey time surveys, surveys
among car drivers/Public transport users, Public Transport Vehicle Loading Surveys

Data collection – interviews, questionnaires in traffic and on the streets, online surveys

Analysis of documents and others information available from statistics and municipalities.

Al the cities involved the citizens in the process of elaboration, the most common ways of getting people
involved are the following:

Workshops and public meetings for identifying the current problems and the solutions with
NGOs, schools, private sectors – at least 2 meetings were organized in each cities



The social media – especially facebook, it was used for informing citizens about the stage ofelaboration, also an online surveys it was implementing for collecting data.

The websites of local authorities were used for sharing information to the public.

Problems encountered in the process of collecting data:“Terra incognita” travel demand and travel demand behaviour, no information about transportdemand, no local information

Difficult Household surveys- budget and time restrictions cause small samples under bigpressure, uncertainties about massive derivations of trip frequencies compared to expected ones

The less participation of people from the metropolitan areas

The official sources used to deliver data in Romania were:

National Institute of Statistics and authorities from different administrative levels – complete
databases, free of charge or notStakeholders or transport companies – synthetic data from reports, studies, research, synthetic
empirical data, of reduced availability.

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develop Metropolitan transport authorities, to tackle all the mobility needs for passengers and freight.

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The analysis of the all SUMPs elaborated for the growth poles and Bucharest Ilfov region showed some

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common mobility policies proposed, such us:Encouraging walking and cycling. This refers to policies and measures that promote a mobility
shift from motorised means of transport to walking and cycling: the most sustainable modes oftransport. Encouraging people to walk and cycle by developing appropriate infrastructure andpolicies, and educating motorists to act with respect and caution toward pedestrians and cyclists
will also likely spontaneously bring people to using these means of transport.



Efficient collective transport system. This refers to policies and measures to make collective(public) transport systems more attractive. Attractiveness can be increased by providing
transport systems that are reliable, frequent, comfortable, safe, direct, fast, affordable,
accessible, and that reach a high proportion of the urban area. Public transport has long
represented an essential and important service for citizens, as many citizens do not have aprivate car, cannot afford one, or are unable or unwilling to operate one. All municipalities has
as an important objective to increase the numbers of passengers of the public transport. In thisrespect, are proposed projects which covered the metropolitan region.

Demand management – Refers to policies and measures which decrease the need to travel andallow for more sustainable options when travel is necessary. Some examples are: restriction orbanning of access of private vehicles to certain zones (esp. in the city centre); a congestion
charge—it consists of charging a fee to vehicles that enter selected areas of a city; car-sharing,which intends to reduce the need for people to own a car carpooling, which refers to two or more
persons commuting in the same car, thus decreasing economic and environmental costs ofmotorised vehicle use.

Lifestyle and behavioural change (including those of decision-makers) – Refers to policies andmeasures that raise awareness among the population on the negative impacts of certain modesof transport and the new more sustainable options available. These policies can also aim toquestion the very need to travel. Local Governments need to understand that lifestyle andbehavioural change promotion needs to necessarily be accompanied by a range of options
available to citizens to engage in more sustainable transport habits. Successful implementation
requires a high level of acceptance, interest, awareness, understanding of responsibilities andrecognition of expected benefits among the different target groups.

Technology – Refers to measures and actions that promote the introduction of new technologies
to reduce the negative impacts of motorised transport, including cleaner fuels and vehicles.

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Besides the reduction of the number of vehicles on the streets, the use of less polluting and more
and reduce the negative impact of transport on the environment. Research and development ontechnological solutions are today making much progress and a wide range of green fuels andtechnologies are available, as for example bio-fuels, electric-, hydrogen- and hybrid cars.

An essential aspect for a good implementation of the SUMPs in the communication andcoordination with regional and national (as well as with European) levels of government. These
linkages also have the advantage of potentially facilitating the availability of funding for projects
at the local level.

5. CONCLUSIONS AND LESSON LEARNED
Cities are in the centre stage and are a crucial actor in shaping the future of the transport sector. By theend of this decade four of every five Europeans will be living in cities. Local governments have a key
responsibility in redirecting the way that mobility and accessibility to the urban area are conceptualised.
Moving from the vision to the preparation and implementation of a holistic and functional sustainableurban mobility plan requires a strong structural framework and some specific ingredients for success:

Political commitment is an important step of this cycle as it sends a ‘green light’ to the different
departments and staff, stating that management is determined to make changes. It is also thestep where budgets are approved, paving the way for the implementation of the actions.
Monitoring, evaluating and reporting the results in a systematic and regular way will, finally, allow
a thorough evaluation of the process and the start of a new cycle with increased knowledge
about the local situation and progress.



Organisational integration - One of the conditions necessary for the development of a wellintegrated public transport system is that an autonomous, metropolitan authority be given the
power to introduce a set of through-service standards (Nash, 1988). To remove the barriers
among modes and services provided by different agencies, cooperation must be ensured
through an impartial umbrella authority unifying several functions, responsibilities andjurisdictions of the involved operators at several levels.

Internal and external cooperation. While actions of the strategy is performed at the local level,collaboration of municipalities with other municipalities, regional, national and EU levels ofgovernment is necessary in order to align policies and visions and take advantage of processes

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PROCEEDINGS OF THE 11TH ADMINISTRATION AND PUBLIC MANAGEMENT INTERNATIONAL CONFERENCE”Strategic Management for Local Communities”
30th – 31st October 2015
Bucharest

efficient fuels for both private and public fleets should be targeted in order to improve air quality

LECA Iuliana

FAMP

A NEW WAY OF STRATEGIC THINKING – BOOSTING SUSTAINABLE URBAN MOBILITY PLANSROMANIAN CASE

CCASP

that may already be underway at these higher levels. This interaction will also lead to the
spreading of sustainable practices beyond the city limits and determine the potential
PROCEEDINGS OF THE 11TH ADMINISTRATION AND PUBLIC MANAGEMENT INTERNATIONAL CONFERENCE”Strategic Management for Local Communities”
30th – 31st October 2015
Bucharest

transformation of the sector at national and European levels.

CONCLUSIONSThe experience in Romania showed that its application is only a start and that is has to be accompanied
by and based on many other undertakings to support the successful use, such as:Common data and knowledge (sustained by an active scientific community)Adequate standards (would also need more communication between the experts)

Institutional strengthening and Political will

Public awareness and public agreement

The municipalities should pay more attention to use SUMP more than a means to obtain funding. They
should focus on „People“ and „quality of life“, a hanging mindsets must be part of the package, the SUMP
should use as a change process towards a better city and internal cooperation with all stakeholders isneeded.
REFERENCES
Banister, D. (2008). ”The Sustainable Mobility Paradigm”, Transport Policy, vol. 15, pp. 73-80.
ELTIS (2010). Guidelines Developing and Implementing a Sustainable Urban Mobility Plan. - Developing andimplementing a Sustainable Urban Mobility Plan. Retrieved from: www.mobilityplans.eu
European Commission (2011). White Paper: Roadmap to a Single European Transport Area – Towards acompetitive and resource efficient transport system [COM (2011) 144 final]. Retrieved from:http://ec.europa.eu/transport/themes/strategies/doc/2011_white_paper/white_paper_com%
282011%29_144_en.pdf
European Environment Agency (2010). EEA Report N°2/2010 “Towards a resource-efficient transport system”.
Retrieved from: http://www.eea.europa.eu/publications/towards-a-resourceefficient-transport-system
Nash, C. (1988). Integration of public transport: an economic assessment, Gower Publishing, USA.
Rupprecht Consult - Forschung & Beratung GmbH (2011). The state of the art of sustainable urban mobility
plans. Retrieved from: http://www.rupprecht-consult.eu/nc/downloads/document/s.html
Vuchic, V.R. (1999). Transportation for livable cities, New Jersey: Rutgers, The State University of New Jersey.

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