44 Source Fietsberaad, Bicycle policies of the EU principals continuous and integral, December 2009. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
CIVITAS cities where car-independent mobility solutions have been implemented
Car-sharing Rome, Aalborg, Bremen, Venice, Genova, Toulouse, Norwich, La Rochelle, Preston, Vitoria-Gasteiz, Monza,
Brighton Hove, Gent, Utrecht, Brescia, Bologna, Donostia-San Sebastián
Carpooling Rome, Graz, Burgos, Krakow, Norwich, Stuttgart, Debrecen, Toulouse, Potenza, Perugia, Craiova, Donostia-
San Sebastián
Cycling Graz Bike and Ride, Rotterdam dedicated bicycle lanes, integrated cycling and public transport, Winchester,
Stockholm, Bristol cycle resource centre, Bremen cycle friendly neighbourhoods, Venice promoting cycle use and
cycle safety, Malmö, Toulouse, La Rochelle integration of cycling and public transport, Burgos city bike system,
Szczecinek, Monza, Aalborg school cycle plans, cycle motorway, Utrecht cycling and road safety label, Brighton
Hove, Donostia-San Sebastián, Vitoria Gasteiz, Gent route planner, cycle house, Iasi, Brescia, Gdansk, Ljubljana
BENEfITS
In relation to the overall modal share, car-sharing has
The approximately 7,500 car-sharers in Bremen
yet to achieve a strong impact, however the market-
have already replaced more than 1,500 private or
ing of car-sharing can have a strong indirect impact
company cars. For 2020, it is envisaged that 20,000
on citizens reflection on their own mobility patterns. car-sharing users will have replaced about 6,000
Likewise carpooling has not achieved a major impact
cars. The CIVITAS measure in Bremen shows also
on the overall urban modal share although it can have
that car-sharing supports local shopping and the
significant impacts at the level of the companies in-
use of public transport. volved. Both car-sharing and carpooling have excellent
The intermodal aspects are important car-sharers
potential for the near future if Europe can manage to
make a conscious decision about their modal
shift the car ownership paradigm that still dominates
choice. A combination of public transport, rail, taxi,
our present European society. Cycling, too, has poten-
car rental and of course walking and cycling is quite
tial to change the urban modal split significantly and
normal. changes are observable in many EU cities. Indeed, it is
Car-sharers drive less and cycle and use public
the combination of these and other measures that will
transport more. In Bristol research has shown that
make a difference in the urban landscape of Europe. car club members reduce their annual car mileage
More detailed benefits are described in the following
by 50 percent when they join a car club. subchapters. CAR-ShARINg
Car-sharers use the environmentally friendly vehi-
cles of the car-sharing service. Less space consumption because of fewer parked
cars. More space is available for other societal ac-
The introduction of car-sharing in cities causes effects
tivities and construction costs for housing can be
in the fields of economy, energy, environment, trans-
reduced when fewer parking spaces are needed. port and society
Each shared car replaces 6 10 personal vehicles,
Some other precise figures on potential gains are pre-
which eases congestion and space consumption. sented in the following table45. 45 Source momo fact sheet The environmental impacts of Car-Sharing use www.momo-cs.eu. 76
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.7 LESS CAR- DEP END ENT MOB IL ITY OP TIONS
C-S provider or area
Number of
C-S customers
who have
given up
at least
one car
Number
C-S customers
who did
not carry out
planned car
purchase
Each
C-S vehicle
replaces ... personal
cars
Study
year
Source
4 in some cases 5
providers in Great Britain
-
-
Existing customers
40.3
New customers
37.9
25.8
24.2
Customers from 2 C-S
mobility point stations
in Bremen, Germany
-
-
Private customers
30
Business customers
21
55
67
Various providers, Germany
16
33
Mobility, Switzerland
26.3 private
motor vehicle in
520 households
5.3 business
vehicles of
142 commercial
C-S customers
-
-
14
9
-
-
9
-
-
2008
-
-
2005
-
-
2003
2005
Myers, Caims
TRL 2009
-
-
Free Hanseatic
City of Bremen
2005
-
-
Maertins 2006
Knie, Canzler
2005
Swiss Federal
Office for Energy
2006
Table 7 Survey results on car ownership in households of car-sharing customers
A Swiss study46 proved that there is an annual reduc-
In many countries, a car is still a status symbol. We
tion of 200 290 kg CO2 per car-sharer. The total fuel
use for transportation in Aalborg was reduced by ap-
need to create a shift away from a car culture toward a
culture of mobility. Such a culture would value simply
proximately one percent. This reduction was caused
using a car when you need one as opposed to owning
by two factors. First, car sharers drive less and the
a private car for occasional use and otherwise have it
total number of kilometres driven by the population is
consume valuable space. reduced. Second, because car-sharing organisations
select environmentally friendly cars, the specific energy
consumption level per kilometre is reduced consider-
ably. With increasing participant numbers, the total fuel
use in Aalborg will decrease even further. 46 Haefeli, U., Matti, D., Schreyer, C.
and Maibach, M. 2006 Evaluation Car-Sharing. Final Report on behalf of the Swiss Federal
Energy Agency Schweizer Bundesamt für Energie, Bern. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
CARPOOLINg
CYCLINg
Estimates within CIVITAS II show that carpooling
Many cities now promote cycling as it is considered an
schemes with about 2,200 members are able to save
excellent means to replace car travel that reduces the
up to 300 tonnes of CO2 and to remove about 1,600
single occupant vehicles from peak time traffic within
use of fossil fuels and contributes to an improvement
in the urban environment and air quality. 33 months.
A U.S. study47 points out carpooling has
Cycling offers the opportunity of daily zero-emis-
the potential to save significant amounts of energy,
sion mobility as it replaces fossil fuel driven vehi-
equivalent to express bus services, but at lower cost. cles decreased reliance on the car for certain trips
A single flexible carpooling route involving 150 com-
e.g. home-work will also decrease peoples reli-
muters could save up to 6.3 terajoules TJ of energy
ance on the car for other purposes and create an
per year the equivalent of 200,000 litres of gasoline
increasing tendency to use the bicycle. under certain circumstances of distance and conges-
As a facet of urban development, cycling enhances
tion levels and taking into account the savings by both
the attractiveness of urban areas and has the po-
the participants and remaining traffic. tential to help create a new structure of local mobil-
Sharing rides saves money for the individual, because
ity which can replace even more cars. the costs of travel and parking are divided by the
Cycling can support traffic-reducing patterns
number of car occupants. Charges for carpooling are
of settlement. Creating the possibility for a large
generally low and in some case paid by the employer,
modal share of cycling allows the development of
but vary depending on the mechanism by which the
dense urban neighbourhoods and the reduces the
matching service is accessed. The costs are lower for
need for long distance travel. society due to a more efficient use of resources. Consistent cycling promotion can also trigger in-
The simple act of travelling together makes journeys
creased cooperation and coordination among vari-
less stressful and more sociable. In the longer term it
ous stakeholders local authorities, public trans-
might also lead to a significant reduction in congestion. port, environmental and mobility agencies. Private companies that offer parking spaces to their
As a result, many CIVITAS and other European cities
employees on private land can decrease the number of
are setting ambitious objectives for cycling and realis-
parking spaces needed by encouraging their employ-
ing significant results.
ees to share a ride and to use fewer cars. 47 Shaheen S. 2009, Flexible Carpooling Exploratory Study, ITC Davis. 78
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.7 LESS CAR- DEP END ENT MOB IL ITY OP TIONS
Cycling modal share
City, country
Berlin, DE
Bristol, UK
Brno, CZ
Brussels, BE
Budapest, HU
Current
13
5
2.8
5
2 according to
old official data
5 estimates
Copenhagen, DK
above 20
cycling to work 34
Dresden, DE
Ferrara, IT
Graz, AT
Groningen, NL
Ljubljana, SLO
London, UK
Munich, DE
Odense, DK
Oslo, NO
Paris, FR
16
30
14
57
10
2
14
26
-
3 2008
Riga, LV
1 2
Goal
-
10 by 2015 and
15 by 2020
-
20 by 2020
Iris 2 plan
5 according to cycling
master plan Signed the
Charter of Brussels,
so 15 by 2020
50 by 2015
cycling to work
40 by 2012
-
-
-
-
Evolution
100 1993 2008
6.5 in 1993
17 since 2008
cycling numbers are growing
at over 10 a year
40
2 in 2000
194
1.7 in 1999
2 in the past
-
33 2003 2008
12 in 2003
43
21 in 1996
75 in 1982 2004
8 in 1982
-
15 by 2020
20 1994 2003
5 by 2025
117 since 2000
-
50
40 in 2002 2008
10 in 2002
20 1999 2002
50 1990 2000
8 by 2015
5 in 2002
-
-
48 2001 2006
When cyclists were
unofficially counted, their
number had increased by
almost 100 in 2 years 200
in 2008 and 400 in 2010. Seville, ES
Vienna, AT
Warsaw, PL
6.6
5
1 2
Signed the Charter of Brussels,
so 15 by 2020
The of cyclists has more
than tripled in the last 3 years. 10 by 2015
-
67
3 in 2001
1 in 2001
Table 8 Changes in modal split in different EU-cities48
48 ECF, European Cyclists Federation
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
BARRIERS
Car-independent mobility options when not imposed by
CARPOOLINg
direct constrains on the use of the private car are gener-
ally welcomed and encounter few barriers when imple-
From the introduction of carpooling in European cities
mented. Only a lack of financial means is often a true
the following can be learned concerning the obstacles
barrier for the achievement of significant local measures. Flexible working hours make coordination of car
Some constraining legislative barriers especially in rela-
pools difficult or almost impossible. tion to the reservation of parking places can be found
Organisations which are located close to central
in relation to car-sharing. Some barriers and challenges
public transport stations are more likely to have a
for a significant success are specified here. large proportion of public transport users and very
CAR-ShARINg
few carpoolers, which in itself is not a problem in
terms of alternative mobility, but indicates where
carpooling advocates should focus their efforts. From car-sharing operations in various European cities
Availability of company cars to employees also
the following can be learned
for private use reduces carpooling. In such cases
1. Car-sharing has a high potential of success if both
it would be more valuable to offer carpooling in
citizensresidents and businesses are targeted in
a package of alternative mobility options as a re-
a complementary manner. Business usage takes
placement for company cars. place more during the day, whereas citizens use it
Carpools are said to be inflexible in unexpected situ-
more outside working hours and on the weekends. ations picking up of children or partners, etc.. Mar-
2. Car-sharing schemes need to be set up on a suf-
keting should focus on carpooling as an additional
ficiently large scale in terms of vehicles and cus-
service that for example replaces the second private
tomer base in order to attain some economies of
vehicle and a guaranteed ride home programme
scale and to be able to realise a significant success. should be established for emergency situations. 3. Collaboration with local or regional public transport
Companies are reluctant to offer benefits such
organisations is necessary to increase the quality
as reserved parking spaces to certain groups of
of service the complementarity with public trans-
employees dedicated marketing should focus on
port, carpooling and cycling allows car-sharing to
the social responsibilities of a company and how
become a true alternative to private car ownership. a carpooling service can contribute to its socially
4. Communities and local administrations are also im-
responsible image. portant partners for two reasons. First, community
administrations are important employers and they
cause a good deal of work-related traffic which can
be addressed through the use of car-sharing vehi-
cles. In addition, supportive local policy can lead
to permission to use public space for car-sharing
stations and promotional support through local or
regional information and awareness campaigns. 80
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.7 LESS CAR- DEP END ENT MOB IL ITY OP TIONS
CYCLINg
The sometimes slow calendar of road infrastruc-
ture renewal which provides the opportunity to
Cycling promotion measures are in general well ap-
introduce cycle infrastructure can also delay the
preciated by all stakeholders. The main barriers to fast
construction of a basic essential cycle network. development of a cycling culture are related to existing
Cycling in certain Member States is perceived as
road infrastructure and the often false perception of
a dangerous activity in local traffic. A careful plan-
cycling being a dangerous activity. ning of cycle infrastructure, cycle education, and
Since the favouring of private car traffic from the
targeted marketing to overcome these often false
second half of the 20th century, cycle infrastructure
perceptions should be put in place. has been neglected, even removed during road and
traffic management planning and from legal legis-
lation and regulation.
Cycling needs to be reintro-
duced to allow for adequate planning for cycling. CASE STUDY
Car-sharing in Aalborg, denmark
In order to address the increase in private car own-
While it is not involved in the operation or size of
ership that tends to accompany increasing modal
the scheme, it has discussed with Hertz the loca-
shares of private cars, the CIVITAS VIVALDI project
tion of the vehicles. The city of Aalborg promotes
2002 2006 in Aalborg introduced a car-sharing
the car-sharing scheme on the citys website and
scheme. The scheme was a combined private
traffic portal. public scheme but operated on a commercial ba-
At the end of the CIVITAS VIVALDI project there
sis. From a tender process the car rental company
were a total of seven car-sharing stations and elev-
Hertz was selected as operator. The idea was to
en cars. It has been estimated that one percent of
combine individual citizen memberships with pri-
the energy consumption from transport has been
vate company and public institution memberships. saved through this measure and that car owner-
The number of car-sharing cars 11 and locations
ship in some cases especially among younger
have remained almost the same since 2004, with a
people has been postponed. There are eight cars
few cars relocated and a few withdrawn from the
in the scheme in the continued measure and an
scheme. These decisions have been made by the
increasing number of members. The Aalborg ex-
car-sharing operator Hertz. ample is a small-scale example and the incentive
The City of Aalborg Technical and Environmental
to join is limited because of the low number of cars
Department is a corporate customer of the scheme. in the city. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
81
3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
CASE STUDY
Car-sharing in bremen, Germany
Car-sharing in Bremen has continued to grow since
the use of car-sharing increased by more than
the end of CIVITAS I in 2006. The local car-sharing
42 percent, with more than 3,500 users counted
organisation has continued to target private car us-
in 2005. Since CIVITAS VIVALDI, the use of car-
ers and enterprises in a complementary manner. sharing in Bremen has grown further to more than
The customer base is more than 7,500 users May
5,000 users in August 2009 and more than 7,500
2012 and includes a fairly large number of busi-
in May 2012.
ness users. This was facilitated by the coopera-
Furthermore, car-sharing in Bremen could always
tion with the local chamber of commerce and other
count on the support of the local authority. In fact,
professional organisations in Bremen. Particular to
the local Committee for Transport and the Com-
Bremen is the special cooperation between the
mittee for Environment subscribed to the ambi-
main local organisation cambio CarSharing and
tious goal of having 20,000 car-sharing users in
the municipality of Bremen leading to a successful
Bremen by the year 2020, i.e. four times more than
integration in neighbourhood parking management
the current number of users. Bremen, in its role
least-cost planning principle. as a city-state, is now involved in promoting car-
In Bremen special attention was given to business
sharing and legislative change on the federal level. customers. Special offers, services and packages
The Bremen car-sharing measure has gained
created an increase in business participation, mak-
worldwide recognition as it was selected as an
ing the total participation rate high and the concept
outstanding urban mobility showcase by the or-
work well. Because of the CIVITAS VIVALDI project
ganisers of the World EXPO 2010 in Shanghai. 82
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.7 LESS CAR- DEP END ENT MOB IL ITY OP TIONS
CASE STUDY
City Car Club in bristol, united Kingdom
A city car club was established in Bristol. Car
Since the end of CIVITAS I in 2006 the City Car
club parking spaces are located in residential ar-
Club has continued to grow in terms of members,
eas, maximising the accessibility of the scheme. cars and parking spaces and is now operated on
Through CIVITAS VIVALDI, the car club was ex-
a commercial basis. There was a surge in mem-
panded and electronic booking and a smart card
bership in 2008 with economic conditions cited
systems introduced. The process of designating
as the main reason for choosing the club instead
on-street parking spaces for the exclusive use of
of owning a car. Membership numbers doubled
the car club through a legal order was also estab-
between May 2008 and May 2009 to 1,286. lished. The car club is operated on a commercial
The long-term effect seems to be positive. 72 per-
basis by City Car Club. As of May 2009, there were
cent of those who join a car club have either given
1,286 members and 45 shared cars in Bristol. up a vehicle or deferred the purchase of one. Re-
The Bristol City Council carried out activities
search from a variety of sources has shown that
such as additional promotion, legal process to
one car club parking space can reduce the number
designate on-street parking spaces and their im-
of local cars by between 6 and 10 vehicles. This
plementation, planning guidance and planning
can help to alleviate local on-street parking pres-
contribution negotiationsagreements. Other par-
sures in densely populated areas. As the car club
ties involved are property developers that made a
continues to grow, the benefits of less car owner-
financial contribution through the planning contri-
ship and fewer carbon emissions will continue to
bution system.
multiply. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
83
3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
CASE STUDY
Carpooling in Stuttgart, Germany
The online carpooling service Pendlernetz Stuttgart
A 2008 promotion campaign showed posters with
Commuter Network Stuttgart is a free Internet-
a blank silhouette and offered commuters the op-
based system that arranges door-to-door carpools
portunity to be the face of the 2008 Pendlernetz
for commuters in the Stuttgart region. The Pend-
campaign. lernetz was established by the City of Stuttgart in
Within the CIVITAS project CARAVEL, the sys-
2002 to improve the mobility options of citizens
tem was introduced in other regions of Germany
and visitors in the region. The system features
with a focus in North Rhine-Westphalia, the most
Communication via SMS and e-mail
populated region of the country. After CIVITAS
Geographically referenced route mapping
CARAVEL, the company which had developed
An automatic data transfer of public transport
the system took over. Today the Pendlernetz is
information
marketed country-wide with some 80,000 hits per
months. The system received particular interest
Registered users can enter their travel data and
when increasing fuel prices and the economic
the system calculates appropriate trips down to
crisis were the main topics in public discussion. street level. Personal preferences are considered,
Nevertheless, the commuter network Pendlernetz
as are time and cost requirements in a defined
with a regional focus is less successful than the lift
route corridor. The user receives the entire route
share services for long-distance trips Mitfahrzen-
on a map including passenger collection and
trale where the economic benefits clearly com-
drop-off points. pensate for the personal constraints associated
Starting in 2005, the service was expanded to en-
with these shared trips. courage event-oriented carpooling. An event data
pool was integrated into the Stuttgart carpooling
The current challenges and next steps for a fur-
system that included football games, concerts,
ther extension and sustainable exploitation of the
and other major events. During the 2006 World
service are
Cup in Germany, a special Internet portal was
The development of a smart phone application
launched to help people set up carpools to football
which fits the usage patterns of commuters
games all over Germany. better than an Internet site
Over 120 companies and 40 municipalities in the
A strengthened awareness campaign aimed at
Stuttgart region are linked to the portal. Daimler-
potential customers regional commuters and
Chrysler and Bosch are among the 35 companies
multipliers such as larger employers and user
that have integrated the Pendlernetz system into
associations e.g. automobile clubs
their companies Intranet platforms to organise
The development of integrated regional mobil-
carpooling among their employees. Stuttgarts
ity concepts in cooperation with public trans-
carpooling portal received over 800,000 hits in
port operators in order to reduce the impact of
2008, up from 200,000 in 2005. a stand-alone application for the Pendlernetz
84
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.7 LESS CAR- DEP END ENT MOB IL ITY OP TIONS
CASE STUDY
Cycling in Krakow, poland
As part of the CIVITAS CARAVEL project 2005
In spring 2012, a call for tenders went out to run
2009, the city of Krakow piloted a bike sharing
a much-expanded programme, including 150 sta-
programme, BikeOne, which included 100 bikes at
tions and 1,500 bikes. The successful bidder will
12 stations around the city 4 stations were added
have the right to operate the service for ten years
in the second year. The intention was to increase
and to earn money from rentals and advertising. use of bicycles as a means of transport. Bike rental
Cyclists will be able to pay at the stations, over the
facilities were located at bustram stops in order to
Internet, by credit card or cash, and eventually via
create an integrated approach to sustainable mobil-
the new Krakow City Card. ity and to promote the combined use of sustainable
modes, especially within the historic city centre. Before BikeOne, a total of approximately 100 rental
bicycles were available in the city through various
private companies. The bike share was a test of self-
service bike rental. The BikeOne bikes are available 24 hours a day,
7 days a week but the system only runs from March
to November. All the elements are municipal proper-
ty but the system is operated by a private company
that won the tender until November 2011. Custom-
ers pay a subscription fee and a rental fee for each
use. The first 20 minutes are free of charge. In the initial five weeks of implementation, an aver-
age of 80 trips were taken per day a total of 2,761
Locations of the loan bicycles
trips. 643 people registered for the system and
in the original BikeOne.
204 rented bikes at least once. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
85
3.7 LESS CA R- DE PEN DENT MOBILITY OP TIONS
CASE STUDY
Integrated package of measures
promotion of cycling and ambitious urban mobility
measures in odense, denmark
Odense is an atmospheric city on the green island
urban locations cyclists and pedestrians receive
of Funen in the heart of Denmark. With 185,000
information on the traffic situation, real-time infor-
inhabitants, Odense is the third largest city in Den-
mation on transport connections and other urban
mark and from 1999 to 2002 it was officially The
news. The screen was set up in front of the theatre
National Cycling City of Denmark. supplementing the green wave for pedestrians. Within CIVITAS, Odense participated
in the
Besides these physical improvements various ac-
MOBILIS project 2005 2009. The project work of
tivities and campaigns drew attention to the qual-
the Danish city included the integration and quality
ity of cycling and the advantages it offers. Odense
improvements of sustainable modes, the imple-
approached some 25,000 people through direct
mentation of environmental zones and interactive
marketing at the door and at child care facili-
traffic training for children.
Each element includ-
ties. These activities also included the promotion
ed a combination of measures comprising cam-
of cycle trailers as an alternative to a second car. paigns, citizen involvement and physical improve-
In addition Odense developed and produced an
ments, with a particular focus put on the promotion
Internet-based cycle training programme for chil-
of cycling. dren. All schools in Odense were invited to par-
Fostered through the CIVITAS MOBILIS project,
ticipate and 12 out of 53 schools did so. Many
the city administration developed a website in-
schools chose not to participate as they were al-
cluding an interactive route planner and a wide
ready involved in a high number of other external
selection of maps of cycle paths. It is also possi-
programmes related to different topics. ble to report problems on a cycle path on the site. In particular older people responded positively to
The information goes straight to the citys service
the four new cycle scanners which the city of
section, which then repairs the path. The cycle
Odense put up in the summer of 2006 to market
parking facilities for bicycles in the town centre,
cycling and get in dialogue with the cyclists. The
at bus stops and at the railway station have also
scanners were intended to motivate more people
been improved. A special focus was put on design
to cycle by having every scan of their health insur-
and protection against theft. As an extra service,
ance card count as a number in a monthly lottery. drinking water machines and six bicycle pumps
The scanning was only accepted when a detec-
were installed along routes to and from the city
tor loop found a bicycle on the pavement. The
centre and harbour area.
scanner returned the acceptance by a light and a
To maintain the focus on cycle traffic safety Odense
sound. Multiple registrations of the same person
offered a special service for injured cyclists. If a
within the same hour were deleted. Winners were
cyclist is in an accident and has suffered a head
drawn randomly and their names sent to the plan-
injury, the casualty department offers a new cycle
ning department every month for inclusion in the
helmet. Safety and security were also enhanced
lottery. This activity continued for one year. Unfor-
through the active prioritising of cyclists and pe-
tunately heavy rain was a severe challenge to the
destrians at cross-roads and count-down displays
technical devices, and eventually led to a break-
at traffic lights. Through the provision of an inter-
down.
Nonetheless, the concept is still unique and
active information system large screens in public
was a great success in promoting cycling. 86
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
3.8 SUSTAINABLE URBAN MOB IL IT Y PL ANS SUMP
3.8 Sustainable urban
Mobility plans SuMp
whAT IS ThE SOLUTION? CIVITAS offers a variety of solutions to tackle impor-
A Sustainable Urban Mobility Plan SUMP is a way
tant urban challenges and problems faced by cities. of tackling transport-related problems in urban areas
It is a particular strength of the initiative to provide
more efficiently. It builds on existing practices and
knowledge and experiences from all across Europe on
regulatory frameworks in the Member States, its basic
the implementation of complementary and integrated
characteristics are
packages of measures. CIVITAS promotes clean and
A participatory approach involving citizens and
innovative urban transport solutions and places par-
stakeholders from the outset and throughout the
ticular emphasis on participation of stakeholders and
planning process
citizens, integration, institutional cooperation, and the
A pledge for sustainability balancing economic
evaluation of impacts and processes. It is also com-
development, social equity, and environmental
mitted to sustainability and aims to achieve lasting
quality
benefits for its demonstration cities as well as potential
An integrated approach considering practices
take-up cities. and policies of different policy sectors e.g. trans-
The European Union is now strongly promoting the
port, land-use, environment, economic develop-
SUMP planning concept which reflects the sustainable
ment, social inclusion, health, safety, authority
and innovative features of the CIVITAS Initiative. Both
levels e.g. district, municipality, agglomeration, re-
the Action Plan on Urban Mobility and the Transport
gion, and between neighbouring authorities inter-
White Paper49 promote the wide take-up of Sustainable
municipal, inter-regional, trans-national, etc. Urban Mobility Plans in Europe SUMP. A Europe-wide
A clear vision, objectives and a focus on achieving
interpretation of SUMP has been missing for the long-
measurable targets that are embedded in an overall
est time. This chapter offers a Europe-wide definition
sustainable development strategy
and description as developed in cooperation with over
A move towards cost internalisation reviewing
one hundred experts and practitioners in the context
transport costs and benefits also across policy
of the European SUMP reference project Eltis plus see
sectors, i.e. taking into account the wider societal
www.mobilityplans.eu. costs and benefits. 49 Action Plan on Urban Mobility, 2009, Transport White Paper, 2011. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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3.8 SUSTAINA BLE URB AN MOBI LI TY P LANS SUMP
An SUMP aims at achieving a sustainable urban trans-
of transport in the entire urban agglomeration public
port system, by addressing at least the following ob-
and private, passenger and freight, motorised and non-
jectives
motorised, moving and parked. Ensuring the accessibility offered by the transport
It is important to emphasise that a Sustainable Ur-
system to all, in line with the objectives below
ban Mobility Plan builds and expands on existing plan-
Reducing the negative impact of the transport sys-
ning documents. It is in this sense not an entirely new
tem on the health, safety and security of citizens, in
plan which needs to be developed. The EU-promoted
particular the most vulnerable ones
Guidelines on Developing and Implementing a Sustain-
Reducing air pollution and noise emissions, green-
able Urban Mobility Plan 201150 describe and provide
house gas emissions and energy consumption
examples for individual SUMP elements which are sug-
Improving the efficiency and cost effectiveness of
gested for take up in cities depending on their individual
the transportation of persons and goods, taking
needs and planning contexts. into account the external costs and
Developing and implementing a Sustainable Urban
Contributing to the enhancement of the attractive-
Mobility Plan should be understood as a continuous
ness and quality of the urban environment and ur-
process which comprises the elements and tasks illus-
ban design. trated in the figure of the SUMP planning cycle below. The graphic overview of this process presents these ele-
The policies and measures defined through SUMP
ments in a logical sequence.
In practice these activities
should comprehensively address all modes and forms
can run partially in parallel or include feedback loops. Milestone
Final impact assessment
concluded
11.1
Update current plan regularly
11.2
Review achievements -
understand success and failure
11.3
Identify new challenges
for next SUMP generation
10.1
Manage plan implementation
10.2
Inform and engage the citizens
10.3
Check progress towards
achieving the objectives
10. Ensure
proper manage-
ment and
communication
Milestone
SUMP
document
adopted
9.1
Check the quality
of the plan
9.2
Adopt the plan
9.3
Create ownership
of the plan
9. Adopt
Sustainable
Urban Mobility
Plan
1.1
Commit to overall sustainable mobility principles
1.2
Assess impact of regionalnational framework
1.3
Conduct self-assessment
1.4
Review availability of resources
Starting Point
We want to
improve mobility
and quality
of life for our
citizens! 11. Learn the
lessons
1. Determine
your potential
for a successful
SUMP
Implementing
the plan
Preparing
well
Sustainable
Urban
Mobility
Planning
Rational and
transparent
goal setting
1.5
Define basic timeline
1.6
Identify key actors and stakeholders
2.1
2.2
2.3
2.4
2. Define the
development
process and
scope of
plan
3. Analyse the
mobility situation
and develop
scenarios
Look beyond your own
boundaries and responsibilities
Strive for policy coordination and
an integrated planing approach
Plan stakeholder and citizen
involvement
Agree on workplan and
management arrangements
3.1
3.2
Prepare an analysis of
problems and
opportunities
Develop scenarios
Milestone
Analysis of problems
opportunities concluded
4. Develop
a common
vision
4.1
Develop a common vision of
mobility and beyond
4.2
Actively inform the public
8.1
Arrange for monitoring
and evaluation
Elaborating
the plan
8. Build
monitoring and
assessment into
the plan
7.1
Assign responsibilities and resources
7.2
Prepare an action and budget plan
7. Agree
on clear
responsibilities
and allocate
funding
Figure 6 The SUMP planning cycle
6. Develop
effective
packages of
measures
Milestone
Measures
identified
5. Set
priorities and
measurable
targets
5.1
Identify the priorities for mobility
5.2
Develop SMART targets
6.1
Identify the most effective measures
6.2
Learn from others experience
6.3
Consider best value for money
6.4
Use synergies and create integrated packages of measures
50 Bührmann, S., Wefering, F., and Rupprecht, S. Guidelines Developing and Implementing a Sustainable Urban Mobility Plan, 2011. 88
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3.8 SUSTAINABLE URBAN MOB IL IT Y PL ANS SUMP
Planning for People
The SUMP Guidelines explain the essential steps involved in developing
a Sustainable Urban Mobility Plan. They include good practice examples,
tools and references to illustrate each element of the planning cycle. GUIDELINES
DEVELOPING AND IMPLEMENTING A
SUSTAINABLE URBAN MOBILITY PLAN
www.mobilityplans.eu
BENEfITS
SUMP is a concept that is ultimately supposed to ben-
and climate change mitigation leads to positive
efit a citys citizens and their quality of life. The figure
health effects and significant savings in health-
below depicts the various puzzle pieces which contrib-
related costs. ute to the overall quality-of-life aim. Potential to reach more people SUMP offers op-
Benefits of developing and implementing an SUMP
portunities to reach more people and better re-
may differ from one city to another. Experience from
spond to the needs of different user groups. over one hundred experts and practitioners consulted
Citizen- and stakeholder-supported decisions
within the SUMP reference project Eltisplus shows that
Planning for people means planning with people. the following benefits can be associated with an SUMP
Through citizens and other stakeholders, decisions
Better quality of life SUMP means planning for
for or against urban mobility measures can obtain
people rather than cars and traffic. It carries an
a significant level of public legitimacy. emotional message expressed, for example, in the
Effective fulfilment of legal obligations SUMP of-
aim for higher quality public spaces or improved
fers an effective way to tackle and fulfil legal ob-
childrens safety. ligations such as the European Commissions Air
An improved image of the city SUMP contributes
Quality Directive or national noise regulations. to the perception of a city as attractive for living,
More competitive cities and access to funding
working and visiting, innovative and forward-look-
SUMPs can provide access to funding available for
ing. Such an image is an important factor in attract-
innovative solutions potentially offering a decisive
ing people to live in a city and for businesses to
advantage over other cities when competing for
invest there. public funding. Improved mobility and accessibility People-fo-
New political vision, integration potential SUMP
cused urban mobility planning ultimately results in
offers a long-term and strategic vision. It encour-
improved mobility for citizens and it facilitates ac-
ages an effective planning culture which aims at the
cess to urban areas and their services. integration of policy sectors, institutions as well as
Environmental and health benefits Working to-
cities and their surroundings.
wards air quality improvements, noise reductions
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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3.8 SUSTAINA BLE URB AN MOBI LI TY P LANS SUMP
Sustainable Urban Mobility Plans
Transport
of people and goods
Vision
how the urban areas should look
twenty years from today
Mobility
being mobile, not neccesarily
transporting something
Participation
of citizens and stakeholders
Sustainable
balancing economy, ecology,
environment inter- and intra-
generational justice
Urban Area
encompassing a city and its
surroundings, the functional city
Quality of Life
expressed in space for people,
better air, less noise, improved
health and reduced health cost,
ecosystem health, less traffic,
less pollution, time and cost
savings of sustainable urban
mobility solutions, etc. Integration
of all relevant sectors, disciplines,
and decision-making levels
Human Needs
to move freely, safe, efficient,
and at affordable prices
Planning Culture
holistic approach moving away
from engineering-based and
infrastruture-based approach
Evaluation
focusing on achievable and
measurable targets
Strategic Plan
resulting from a process building
on existing planning practices
Accessibility
of urban areas and their services
Figure 7 Contributing elements for the overall quality-of-life aim
CASE STUDY
Vision building in lille, france
In Lille, the development process of the Plan de
profile. The renovation of public spaces currently
Déplacements Urbains Sustainable Urban Mobil-
dominated by traffic plays an important part in cre-
ity Plan started after the big urban regeneration
ating an attractive city. One of the strategic ques-
movement in the 1990s. The new TGV terminal cre-
tions raised was the choice between the further de-
ated the opportunity of establishing an entirely new
velopment of the metro system and surface public
neighbourhood called Euralille that also serves as
transport bus and tram. The city opted for surface
an international, national, regional and local public
transport development as a means to restructure,
transport node. Planners have the vision of a city
redesign and redefine public spaces. that is economically strong, with an international
90
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3.8 SUSTAINABLE URBAN MOB IL IT Y PL ANS SUMP
CASE STUDY
Integrated package of measures
Mobility policies and citizens involvement
in nantes Métropole, france
In the development process of its third SUMP for the
citizens become active in the neighbourhood they
period 2010 2030, Nantes Métropole organised a
live in and b how to best relay their ideas and in-
citizens workshop on mobility behaviour changes
volve them in the definition of future policies. in October 2009. This was also a sign of the strong
Even though final decisions remained the politi-
political commitment to involve citizens in the defi-
cians responsibility, citizens were enabled to bring
nition and implementation of public policies citizen
in new ideas from their daily life in their neighbour-
dialogue is a key aspect of Nantes policy. hoods. 18 inhabitants representing the entire conurbation
volunteered to work together for three weekends in
The success factors of the experiment were the
order to present concrete propositions. This brain-
following
storming process first included training by mobil-
A clear objective given to citizens with precise
ity experts and local stakeholders to provide them
questions to avoid creating false expectations
with technical tools to develop their own ideas. The
about the extent of the responsibility they had
citizens were then asked to react and draft sugges-
been given. tions on how to trigger mobility behaviour chang-
A strong technical and political back-up. es, which measures could encourage changes in
The fact that citizens were provided with tech-
habits, and on the acceptability of such measures. nical support that allowed them to develop
They then presented their work to the politicians for
valuable proposals. it to be taken into account in the reflection on the
At the end of the process, feedback provided
next sustainable urban mobility plan.
Unspoiled by mas-
the interconnection of the main points of inter-
sive urban sprawl, the city has always been noted
est in the city through a series of walkways. for its careful planning, human dimension and the
Identify the infrastructure demands for parking
care that has been taken to balance new devel-
and the space required for the loading and un-
opment with environmental concerns and social
loading of goods. initiatives. Reduce the environmental impact of noise pol-
On the other hand, the unprecedented growth of
lution in the streets. the city and projects such as the urban tramway
Increase the accessibility to public space. and plans to replace the existing underground
railway line make it necessary, more than ever be-
The city strongly promoted public participation in
fore, to initiate a debate on sustainable mobility in
the development of its Sustainable Mobility and
Vitoria-Gasteiz. Public Space Plan. The public participation was
In March 2006, Vitoria-Gasteiz began to prepare
set up in line with its Citizens Pact for Sustainable
its Sustainable Mobility and Public Space Plan, in
Mobility. The information flow was organised not
order to face the following challenges
only vertically from the city council to citizens, but
Reorganise traffic, so that vehicles crossing the
also introduced citizen-to-citizen exchange. city travel via the basic roadway network, free-
A volunteer campaign fostered exchange with more
ing up secondary thoroughfares. than 27,000 people and included over one hundred
Redefine its public transport network in order
volunteers. Unanimous approval of the Plan was
to improve the efficiency of the system in terms
assured through a strong consensus among all po-
of accessibility and coverage. litical groups, and coordination of technical areas
Consolidate its network of bicycle paths by
that were used to operating separately. maintaining most of the existing pathways and
thereby form a series of main routes to ensure
the maximum use of bicycles as a means of
urban transport. 92
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3.8 SUSTAINABLE URBAN MOB IL IT Y PL ANS SUMP
CASE STUDY
dialogue with citizens in odense, denmark
At the level of individual measures, citizen and
on the project, and improve the results. The lo-
stakeholder participation helps to better em-
cal residents know the areas better than the mu-
bed policies into the local context. The City of
nicipality administration because they live there
Odense tested a strategy for environmental zones
and see the everyday problems. The residents
in Odense municipality within the CIVITAS Initia-
could also be local safety ambassadors setting
tive a strategy to implement a 30 kmh speed
the standard.
limit in residential areas. Odense, with its 185,000
Overall, 40 persons volunteered of which six peo-
inhabitants, is the third largest city in Denmark. ple for one neighbourhood and seven for the other
Over 26,000 commuters travel to Odense each
were chosen. They held five meetings in Korup
day. The city is one of the countrys largest uni-
and seven in Bolbro. At the meetings, the physical
versity towns with over 17,000 enrolled students. project was discussed as well as the local cam-
The environmental zone demonstration project
paign and the opening event. The local knowledge
was set up in two residential areas, Bolbro and
led to changes in the original project and a bet-
Korup. The objective of the environmental zones
ter adaptation to the specific neighbourhoods. was to increase the quality of life of residents. In
Although it was time consuming, it was ultimately
order to achieve that, it was necessary to reduce
understood that the project was not only about in-
the impact of motor vehicles on residential envi-
frastructure, but also required a change of attitude. ronments and increase traffic safety and feeling
The average speed dropped by 12 percent in Ko-
of security. That would also increase the use of
rup and 22 percent in Bolbro, while through-traffic
public road space for social interaction and bring
volumes dropped by 35 percent. Due to the val-
back the streets to children living in the areas. To
orisation of the citizens perceptions it is known
fulfil the objectives the local project group initi-
that 61 percent of the residents believe that the
ated a dialogue with the local citizens. traffic speed has dropped and that the number of
It has been a huge success to involve the citi-
residents who consider crossing the roads safe
zens through working groups. The citizens take
has increased from 24 to 61 percent.
Even though
the project to heart more easily and this gives the
Mutually supportive communication tools
the Danish were already frequent cyclists, cycling
municipality the opportunity to get a local angle
increased by 62 percent in the two pilot areas. Website
Process
consultant
Enquiry
Trafﬁc Data
collection
Figure 8
Mutually supportive
communication tools
Working
group
Info
folders
Posters
Information
board
A number of initiatives were developed, such as
Implementation	of	a	website	www.levendeveje.dk
Questionnaires	conducted	before	and	after	the	project
Flyers,	briefly	presenting	the	project,
handed	out	to	households
Posters	displayed	in	the	implementation	areas
Information	boards	in	the	implementation
areas	for	posting	news
Establishment	of	a	working	group	in	each	area
Ongoing	information	to	the	local	press
Presentation	of	the	suggested	solutions	in
the	local	areas	for	those	interested	and
Local	campaigns	and	side	events
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3.8 SUSTAINA BLE URB AN MOBI LI TY P LANS SUMP
CASE STUDY
The role of SuMp in the transformation
of Gent, belgium
Gent is an example of a CIVITAS city which commit-
Another significant problem leading to the with-
ted itself early to the principles of SUMP and suc-
drawal of the plan was the poor communication
cessfully transformed from a car and traffic domi-
and promotion of the plan. This important lesson
nated to a people and quality of life focused city. would be a significant part of future mobility plans
The City of Gent is situated in the East Flanders
implemented by the City of Gent. region of Belgium. It has a population of 243,000
The 1997 mobility plan was essentially the same
and is well placed with good transport connections
plan as the 1987 traffic plan. However, this time
to the rest of the country and beyond.
It has been
basic measures were added into the scheme or
implementing mobility plans and sustainable trans-
had previously been implemented that helped fa-
port measures since the late 1980s, with increasing
cilitate the mobility plan
degrees of success. Today, the city centre is popu-
No through traffic in the city centre only public
lar with both citizens and tourists, and was ranked
transport taxis and bikes allowed
among the top three most authentic destinations
Comprehensive bike policy to promote cycling
worldwide by National Geographic in 2008. implemented in 1993
In the 1980s, the historic city centre of Gent was
Increased public transport frequency and cov-
congested with private vehicles. In 1987, the city
erage
introduced its first attempt to reduce city centre
The construction of underground car parks
congestion it was however, not a comprehensive
A dynamic parking guidance system
mobility plan, but a traffic cell plan. The aim was
The renovation of public spaces
to prevent traffic from going through the historic
city centre, regain public space and make the
In the early stages of the plan, there was major
area attractive for shoppers and tourists. It was
opposition from local citizens and shopkeepers
achieved by creating an inner city ring road. Traf-
due to the experience of the last mobility plan. The
fic that entered the city would enter the ring road
plan proceeded however and the measures were
but could not proceed to the heart of the city only
implemented after a period of consultation, com-
public transport and bikes were permitted to enter. munication and promotion to the local population,
The plan achieved its objective and there was a
overcoming the significant problem that blighted
large reduction in private car use in the city centre,
the 1987 traffic plan. but the plan was hugely unpopular with the local
This led to a more successful outcome than the
population. The City of Gent recognised that the
1987 mobility plan due to the changes and lessons
plan was poorly planned, as there were no accom-
learned. The city was less congested and this led
panying measures, such as bicycle policy, parking
to a safer and more comfortable environment for
policy, public transport or refurbished streets and
shoppers and tourists. Surveys taken in the city
squares to help people access the city centre sus-
showed that Gent had become a more pleasant
tainably. As a result there was a drop in consumers
place to live and visit than before the implementa-
visiting the shops and under heavy protest from
tion of the 1997 mobility plan. local shopkeepers the plan was withdrawn after
six months. 94
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3.8 SUSTAINABLE URBAN MOB IL IT Y PL ANS SUMP
The role of SuMp in the transformation of Gent, belgium
The 1997 mobility plan was a success but it was
communicate the plan and promote it to the citi-
not a comprehensive mobility plan for the region
zens and stakeholders, and also an invitation to
as it focused only on the city centre. In 2003, the
local companies and schools to create their own
city began to develop another mobility plan, one
Green Travel Plans. that aimed to encompass the whole of Gent. The
The 2003 mobility plan was far more comprehen-
plan was deemed to be more technical and sci-
sive than the previous plans and because of that
entific with the inclusion of scenario building and
there was a large list of objectives to be addressed
research. There was also a greater emphasis on the
that is far from completion today 2012. cooperation of different actors involved in trans-
port in the region road agency, waterways agency,
The success that Gent has enjoyed with its sus-
public transport companies, railway companies,
tainable urban mobility plans has been largely de-
etc. and also for auditing the plan and regularly up-
pendent upon the success of the plan communica-
dating its progress. The content of the plan aimed
tion and the involvement of its citizens. The lessons
at defining the goals towards sustainable mobility,
learned from previous mobility plans and a chang-
defining the network for cars, bicycles and public
ing philosophy within the council on communica-
transport, and defining a parking policy. There was
tion have led to the communication plans being
also an agenda to create measures that would ac-
introduced, not only in subsequent mobility plans,
company the plan.
These included a campaign to
but also in large scale transportation projects. Gent Informing the public
In 2007, the City of Gent and five other partners launched a project to transform the main
railway station, Gent Sint-Pieters, and the land around it into a huge mixed use development
with good intermodal connections by 2020. A project this large needed a concerted information
and consultation strategy to gain and maintain public acceptance. This resulted in a permanent
information point with maps, videos and a 3D model, a regular newsletter for local residents,
events in schools and dialogue cafes to give people the chance to comment in detail on the
project. Twice a year, the public is invited to visit the construction site. On those occasions,
400 to 800 people are invited in small groups to see the work close up and to receive more
explanations from project partners and engineers. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
95
4. Ingredients
for success
from the long list of CIVITAS measures carried out and evaluated, lessons can be
learned in terms of which ingredients to use to make a measure successful. Ingredients
for success can never be regarded independently from the context. however, some
general conclusions may be drawn for a number of aspects that are, regardless of
the actual content of the measure, pre-conditional for a good outcome. These aspects
are related to processes, circumstances and quality. Some of the aspects can be influ-
enced. other aspects are criteria that must be fulfilled in order to get a good result. If they are not fulfilled, a good result is unlikely. Ingredient
Elements of ingredient
Explanation
Quality
Technically sound,
market research,
apparent benefits
Relevance
Culture, urgency, adequacy
Inclusive management
Stakeholder engagement, institutional
and regional co-operation
and personal commitment
Only good measures give good results. The actual content
must be sound, if possible good market research must
give information on its feasibility. Apparent benefits shortly
after introduction induce more success. A measure must fit the situation. Moreover, it must fit in
the present mobility culture.
A measure must be the right
solution for a pressing problem. Inclusive management is the strategy to involve all relevant
stakeholders in the policy and implementation process,
each in their own right. Good inclusive management leads
to legitimisation of the policy and support for it and thus
contributes to success. An integrated approach
Supporting measures, inclusion in
global master planurban mobility
plan
Measures do not stand alone. When fitted into a larger
scheme, within a broader policy base, there is more
chance of continuity, of financing, of political support and
of success. Funding
Government responsibility,
market stimulation for start-up
A sound financial basis is a condition sine qua non for any
policy measure, as by definition in free market societies,
government funds because the market fails to do so. Public and political support
Awareness, media strategy, political
commitment, legislative support
Public support is regarded as support outside the group of
people directly affected. Public support is indirectly impor-
tant for the success of a measure, its working is indirect. Table 9 Ingredients for success
96
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4.1 qU AL ITY
4.1 Quality
The ingredient quality refers to the actual content of the measure only good measures
promise good results. This is something that can in general be influenced by the meas-
ure leaders, but not always. TEChNICALLY SOUND
APPARENT BENEfITS
Measures must work, in technical terms. In process
Many of the successful measures report that success
evaluations carried out by CIVITAS METEOR51 and
creates support and consequently more success. CIVITAS CATALIST52, Technology is reported as an
Tangible evidence of benefits may convince initially
important driver for success or failure. Technology
doubtful opponents, for example. The case of Gothen-
plays a crucial role in measures related to clean vehi-
burgs inner city freight distribution chapter 3.2 dem-
cles and where ICT is involved. It must not fail, other-
onstrates this phenomenon the apparent success of
wise the whole measure will lack success. This means
the scheme and clear benefits to companies convinced
that serious measures must be beyond experimenta-
initially hesitating companies to participate. This proc-
tion proven technology is preferred. ess may work in any type of measure. It stresses the
point of monitoring and evaluation evidence must be
MARkET RESEARCh
collected. Measures must work, in market terms. Market re-
search is the instrument to make an adequate ex-ante
estimation of success. More specifically, before taking
measures that involve behavioural change i.e. modal
shift, questions on market potential and market share
must be asked. This market research may not only give
knowledge on scale and success rate to be expected,
but also on the details that are important in the final
design of the measure. 51 CIVITAS METEOR Deliverable D6 CIVITAS 1 Cross-Site Evaluation, 2008. 52 CIVITAS CATALIST Deliverable D5.1 CIVITAS Long-Term Evaluation Report Part A Initial Overview, Appendix, 2008. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
97
4.2 RELEVAN CE
4.2 relevance
Measures must relate to stressing problems and fit the local situation. This touches upon
the subject of transferability measures successful in one city may not be successful in
another, for they are not appropriate for the local problem or situation. CULTURE AND LIfESTYLE
at all will be done about it. This stresses the point of
presenting a problem as an urgent problem, prefer-
Culture and lifestyle refer to the user end of meas-
ably across thematic fields. The air quality problem in
ures. The example of car-sharing works very well to
Dutch cities shows a fine example of this phenomenon. show how culture may work in favour of or against
Air pollution caused by traffic had been a problem for
the measure. Car-sharing requires a certain attitude of
years. Only after, due to European air quality norms,
end users, for instance willingness to share a car with
building plans were frozen because of excessive levels
others, low interest in car ownership. It is the attitude
of pollution, air quality became an urgent problem and
of people who regard a car only functionally, and not
serious measures against pollution were carried out in
so much emotionally. Apparently, this lifestyle attitude
several cities.
can be found in North-Western cities such as Bremen,
Aalborg, Amsterdam, Stuttgart and Norwich cities with
ThE MEASURE fITS ThE PROBLEM
examples of successful car-sharing schemes. So far
see chapter 3.7, there is some evidence to show that
The relationship between problem and solution must
this lifestyle attitude is now also picking up in Southern
be obvious, direct and strong. This helps convincing
Burgos as well as Central and Eastern Europe Kra-
stakeholders, politicians and end users and makes dis-
kow, Debrecen. cussions a lot easier. For instance case of Bremen the
relationship between the problem parking pressure and
URgENCY, PROBLEM PRESSURE
the solution car-sharing is obvious, direct and strong. Lower car ownership means less demand of parking
Problems must be large enough and urgent enough to
space. Mobility management schemes on the other
make measures work. The evaluation gives evidence of
hand usually have a broader set-up and comprise a
problem pressure being one of the strongest drivers.53
wider variety of measures. In the communication, it is
Pressing problems always set off the political drive, the
important to relate all steps and sub-measures to spe-
policy machinery, open financial means, etc. The big-
cific problems. ger the problem, the greater the chance that something
53 CIVITAS-CATALIST Deliverable D5.1 CIVITAS Long-Term Evaluation Report Part A Initial Overview, Appendix, 2008.
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4. 3 INCLUSIVE MANAg EMENT
4.3 Inclusive management
Inclusive management is the strategy to involve all relevant stakeholders in the policy
and implementation process, each in their own right. Good inclusive management
leads to legitimisation of the policy and support for it and thus contributes to success. CITIzEN PARTICIPATION AND STAkEhOLDER
INSTITUTIONAL AND REgIONAL
INVOLVEMENT
CO-OPERATION
Citizens are important stakeholders and not all stake-
Most obvious, but often very difficult, is good co-op-
holders are citizens. Stakeholders see also chapter
eration between different departments within the city
2.4 may be the public transport company, local shops,
administration, and between neighbouring authorities. other companies, financing institutions, car drivers and
Although organisational formats of cities vary greatly,
public transport users, other levels and departments
the essential co-operation is mainly between the de-
of government, neighbouring municipalities, lobby
partments of transportmobility and urban planning. groups and associations, etc. Sustainable Urban Mo-
Successful measures show good co-operation be-
bility Plans SUMP, see chapter 3.8 have participation
tween these two disciplines on the political level dif-
as a basic characteristic, as is demonstrated with the
ferent councillors working together and on different
urban mobility plan of Gent citizens are encouraged to
executive and professional levels. Other disciplines or
take part in decision-making.
departments that may be involved environment, com-
ENgAgEMENT STRATEgY
ment. It is important to work on the relationship with
munication, finance, health, enforcement, procure-
colleagues outside the inner circle. Many different ways of involving stakeholders may lead to
success. Strategies to do so vary from country to coun-
PERSONAL COMMITMENT AND PERSISTENCE
try following national legislation and may also be part
of the local culture. Anyway, it is clear that the strategy
In CIVITAS, there are examples of champions people
must fit the measure and in the end involve all relevant
that have committed themselves personally to a certain
stakeholders. This is essential, not so much because en-
objective, who have been doing so for years, and have
gaging them is the democratic way to do things, but by
persisted in working on that objective. These people
all means to prepare for support and success. There is
are mainly professionals within the city administration
no blueprint for an engagement strategy, but it is anyway
who have stayed in their jobs for quite some time. Poli-
important to distinguish appropriately between different
ticians often change, politics often change, but policy
groups of stakeholders and the four levels of participation
requires consistency and a constant and persistent
see chapter 2.5, from low to high informing, consult-
driving force to gain success. The examples of all clean
ing, co-deciding and co-operating. Examples of Vitoria-
fuels and vehicles projects in Stockholm chapter 3.1
Gasteiz see chapter 3.8 and Odense see chapter 3.7
show that constant attention to this subject for over ten
demonstrate how good engagement leads to success.
years gives results. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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4.4 INTEg RATED APPROACh
4.4 Integrated approach
Measures must not be regarded as stand-alone. When fitted into a larger scheme,
within a broader policy base there is more chance of continuity, of financing, of politi-
cal support and of success. SUPPORTINg MEASURES
INCLUSION Of MEASURES IN URBAN
DEVELOPMENT PLAN
Measures nearly always come in a package. For in-
stance, car-sharing must be supported by providing
Roughly the same goes for measures vis-à-vis the ur-
parking space for the shared cars, specifically in cities
ban development plan. This plan will also have a stra-
where parking space is scarce such as in Bremen. tegic relevance for the city for a relatively long time-
Clean fuel policies are greatly supported by access
span. Objectives of this plan will be more in the range
restriction and tax and parking fee relief Stockholm,
of sustainability, growth, economic value, employment,
Gothenburg. Note that the supporting measure is often
health i.e. a level up compared with the mobility plan. of a different nature, under the responsibility of a differ-
The mobility plan should be in accordance with the ur-
ent city department and with several side-effects. This
ban development plan, so specific measures must fit
requires careful planning and communication. into both. This will also show conflicts or synergies be-
tween mobility-related and not-mobility-related meas-
INCLUSION Of MEASURES IN LOCAL
ures. URBAN MOBILITY PLAN
An SUMP should be the high-level and strategic
overarching plan, made concrete by a large number
of actions the measures. There is a logical relation-
ship between strategy and action, and therefore each
measure fits into the urban mobility plan. In this way,
each measure contributes to the high-level objectives
of urban mobility policies. This may include objectives
such as reducing congestion by 50 percent before
2020, or achieving CO2 neutrality by 2045, or reduc-
ing air pollution by 20 percent over the next 10 years. Moreover, inclusion of measures in the urban mobility
plan shows potential conflicts or synergies between
different measures. 100
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4. 5 fINANCE
4.5 finance
A sound financial basis is a condition sine qua non for any policy measure. CIVITAS
has shown no exception to that rule. There have been examples of measures for which
funding did not extend beyond the lifetime of the project, and which were consequen-
tially terminated at the end of this lifetime. In CIVITAS, we have seen the following types of projects
by that time, of the experimental type, such as car-
in terms of funding
sharing and freight consolidation schemes and pro-
Funding is required because the policy involved is
curement of clean vehicles. In comparison with ten
regarded as an essential government responsibil-
years ago, markets have now grown to a certain
ity. The measure is by definition not a commercial
maturity and government funding is less required
activity and normally not generating any income.
now. In CIVITAS, there are examples of measures
The measure contributes to what is considered an
that succeeded in self-sustainability. essential government aim, which may be a matter
of political choice. Think of most measures related
All CIVITAS measures evaluated were financed by tax
to infrastructure for cyclists and pedestrians, or
payers money for one of the reasons described. All
measures related to cleaning the air environmen-
relate to European mobility-related policy objectives,
tal zones. Measures related to climate policy and
for which spending or investing is justified from a local
pricing schemes have a more political connotation.
perspective as well as a European perspective. Measures that are clearly funded because of an
All CIVITAS measures described were funded by
essential government responsibility have a greater
start-up subsidies from the CIVITAS programme. This
chance of success politically motivated measures
of course is also a form of funding from governmental
can be in danger after political change. origin, be it out of a different budget. By funding measures, the government saves costs
There is a fundamental difference between the cit-
on other responsibilities. Measures on behavioural
ies own resources and similar external funding. Exter-
change marketing campaigns are usually very
nal funding has different objectives from internal fund-
cost-effective, because some costs may be saved
ing, such as experimentation because the measure is
on infrastructure development. Measures that
innovative, dissemination because the funder finds
clearly save costs on other government tasks have
good practice must be followed, or contributing to su-
a good chance of success. per-local policy objectives. In each of these situations,
Initial funding is necessary for start-up, because
there is a second objective to the measure that must be
initial investment is high and revenues are yet un-
met, which adds to the complexity of planning, imple-
certain. Without funding there would be no activity
mentation, etc. External funding also creates opportu-
at all, so the governments responsibility is to initi-
nities otherwise impossible. The downside of external
ate and stimulate. Income may be generated later,
funding for essential government responsibilities is of
but there is not enough experience for a feasible
course dependency upon, if not addiction to, external
business model yet.
Here, we refer to measures,
resources. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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4.6 PU BLIC AN D POLITICAL SUPPORT
4.6 public and political
support
public support is regarded as support outside the group of stakeholders, to be distin-
guished from stakeholder support. public support may not be directly essential for the
success of a measure, it generally works only indirectly. gENERAL AwARENESS, PUBLIC OPINION,
LOCAL POLITICAL COMMITMENT
MEDIA STRATEgY
Political support is a precondition for a measure. The
Public opinion has many faces and is difficult to con-
strength of the support is important when a measure
trol. The city would want to communicate a measure
gets into bad weather if a political party or an in-
as necessary and adequate to solve a problem. Good
fluential individual politician is strongly committed to
press results in enthusiasm, bad press results in de-
the subject the measure, there is a better chance for
clining political support. Negative press would prob-
continuation. Examples from Bucharest and for the
ably focus on either I overspending public money, II
implementation of parking restrictions in general dem-
non-existing problems, III not credible solutions, IV
onstrate this. Intelligent programming of measures for
all sorts of negative side-effects. The communication
example, to set off just before council elections may
strategy would be to avoid negative messages as such,
also help to get political support. It must be noted that
or rather to broadcast positive aspects of a measure. In
strong political commitment involves a risk political
other words, the why, the what and the how are impor-
changes may be very negative for a measure that has
tant, plus the benefits the measure creates. been stamped with a specific political colour. The content of this message should not be too
difficult, considering that for well-prepared measures
LEgISLATIVE SUPPORT
all relevant arguments must have been exchanged
already to get the required funding, for stakeholder
Specifically for those measures that involve access re-
support, to get political support, to have departments
strictions, tax relief or financial support, it is essential
working together, etc. that the measure is supported by proper legislation. For a media strategy, timing is important. It is cru-
For instance, law must enable an environmental zone,
cial that journalists are supplied with information during
otherwise it would be impossible to enforce. Another
the preparation phase of the measure. Awareness of
example is the incentives that were given to usersbuy-
the problem, the different avenues for the solution and
ers of clean vehicles tax relief, free parking spaces
benefits, if possible proven benefits, must be fed to the
in Sweden. Sometimes national legislation is required,
press in good portions. This requires permanent open
and this may take some time before being settled.
communication with press representatives. In the Swedish case, it certainly helped that the top
three cities in the country, Stockholm, Gothenburg and
Malmö, were working together with similar measures. 102
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5. Take-up of CIVITAS
measures
Transferability concept Chapter 5.1
Intervening factors and causal mechanisms
decision making process
Social and cultural aspects
urban context
real Cases of Transfer Chapter 5.2
In CIVITAS, measures and concepts have been realised
in many different ways. eight concrete CIVITAS transfer
cases are described offering a variety of means which
can be used to facilitate or organise transfer. CIVITAS GuId e f or T he urbA n TrA nSp o rT p ro f eSS IonA l
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5.1 TR ANSf ERA BILITY CON CEPT
5.1 Transferability concept
on the regional and national level but also globally, a growing alignment of all kinds
of policies policy convergence can be observed. Increasingly, economic, social
and political practices and strategies as well as organisational and administrative
structures show a tendency to grow more alike.5455
More and more policy choices of different countries
out the transfer process.
Moreover, they allocate at-
or social systems are interdependent, that is, a choice
tention to the behaviour and role of institutions and
made by one decision maker impacts the decision
individual actors during the implementation process of
process of other decision makers and is likewise influ-
a certain policy. Transferability thus heavily depends
enced by them.56
on the interplay of different stakeholders such as gov-
The CIVITAS Initiative with its projects actively re-
ernments, private entities, financial institutions, NGOs
sponds to this situation as it is all about the transfer
or research organisations. It must be noted that policy
of successful policies on the urban local level so that
transfer does not only include simply copying success-
other cities can relate their own work to these good
ful solutions. Policy transfer also allows for the pos-
practices in order to achieve similar results in sustaina-
sibility to make substantial changes to the policy in
bility. However, what exactly are the processes applied
question. In this respect, policy transfer may, but not
and how does transferability work? Basically two main
necessarily has to, result in policy convergence. concepts will have to be distinguished policy diffusion
Whereas transfer studies take a micro perspective,
and policy transfer. policy diffusion takes a macro view. In other words, pol-
Policy transfer describes the process of transfer-
icy diffusion is concerned with the question of how poli-
ring knowledge concerning policies and practices, but
cies, programmes or ideas are being transferred within
also administrative arrangements, institutions or ideas. a group of states or sub-national units and how an in-
Based on past or present good practices, the knowl-
novation is communicated among various members of
edge will be transferred between two political systems
a social system.57 In CIVITAS, the concept can be found
or political units on the urban, national or international
when many cities cooperate in order to learn from good
level. In the CIVITAS context, the concept is applied
practice examples. Whereas policy diffusion in the past
when two or more cities exchange knowledge and in-
was solely considered a phenomenon spreading around
formation on specific sustainable transport measures. an innovation centre, recently new communication pat-
Policy transfer studies emphasise the specific charac-
terns and the availability of information e.g. Eltis have
ter content of policies and their modification through-
influenced the traditional diffusion models.
54 Drezner, D. 2001 Globalisation and Policy Convergence. In International Studies Review, 13, pp. 53-78. 55 Holzinger, K., Jörgens, H. Knill, C. 2007 Transfer, Diffusion und Konvergenz Konzepte und Kausalmechanismen. In K. Holzinger,
H. Jörgens C. Knill Eds. PVS-Politische Vierteljahresschrift Transfer, Diffusion und Konvergenz von Politiken, 38. 56 Braun, D. et al. 2007 Ex Pluribus Unum Integrating the Different Strands of Policy Diffusion Theory. In K. Holzinger, H. Jörgens
C. Knill Eds. PVS-Politische Vierteljahresschrift Transfer, Diffusion und Konvergenz von Politiken, 38. 57 Rogers, E.M. 2003 Diffusion of Innovation. 104
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
5.1 TRANSf ERAB ILITY CO NC EPT
INTERVENINg fACTORS AND CAUSAL MEChANISMS
The conditions determining speed and extent of trans-
4. Identify the main characteristics of each compo-
ferability covering both policy transfer and diffusion
nent and their level of existenceachievement in the
can be divided into intervening factors and causal
current context examples of the characteristics of
mechanisms. Concerning the intervening factors, the
strategies and policies include pollution reduc-
literature differentiates between three main groups5859
tion, accessibility, and land use. The economic, institutional and socio-cultural
5. Assess the likely ease or difficulty in achieving the
characteristics of the countries that are concerned
necessary level of the characteristic in a receiving
with the transfer or diffusion process
city. The specific characteristics of the actual policies
6. Consider the set of values across the characteris-
and the policy area concerned
tics and assess the likely potential for transferability
The technical capacity of a political actor to act,
and any conditions that may be required. that is, political decision making capacities
Responding to the intervening factors, the FP7 re-
Similar but independent responses to parallel prob-
Five mechanisms can be identified
search project NICHES 2008 2011 developed a
lem pressure
methodology for assessing transferability of innovative
Harmonisation common norms
urban transport concepts. It uses a six step approach
Imposition coercion
as follows
Competition
1. Clarify the impacts and measures of success of the
Transnational communication
innovative concept. 2. Identify if up-scaling is required and subsequently
In particular transnational communication summa-
take it into account as appropriate. rises a number of sub-mechanisms such as the im-
3. Identify the main components of the innovative
pact of international organisations, emulation, lesson-
concept and its context relevant to transferability
drawing, transnational problem solving and learning.60
examples of components include strategies and
policies, finances, and stakeholders.
NICHES
used a specially designed matrix for the transfer-
ability checklist assessment. 58 Holzinger, K. Knill, C. 2007 Ursachen und Bedingungen internationaler Politikkonvergenz. In K. Holzinger, H. Jörgens C. Knill
Eds. PVS-Politische Vierteljahresschrift Transfer, Diffusion und Konvergenz von Politiken, 38. 59 Busch, P.-O. Jörgens, H. 2007 Dezentrale Politikkoordinierung im internationalen System Ursachen, Mechanismen und
Wirkungen der internationalen Diffusion politischer Innovationen. In K. Holzinger, H. Jörgens C.
Knill Eds. PVS-Politische
Vierteljahresschrift Transfer, Diffusion und Konvergenz von Politiken, 38. 60 Holzinger, K. Knill, C. 2007 Ursachen und Bedingungen internationaler Politikkonvergenz. In K. Holzinger, H. Jörgens C. Knill
Eds. PVS-Politische Vierteljahresschrift Transfer, Diffusion und Konvergenz von Politiken, 38. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.1 TR ANSf ERA BILITY CON CEPT
DECISION MAkINg PROCESS
Regarding transferability, in particular the decision
A plan-led approach involves the specification of
making processes must be considered when taking up
problems and objectives and the use of formal as-
practices from other cities In which decision making
sessment methods. This approach depends greatly
context was the original plan conceived? Whereas a
on professional planners and has the risk of los-
long-standing tradition of public engagement exists in
ing support outside the professional circle i.e. any
some countries, in others decision making is done by
other stakeholder. elected politicians and an advisory group of experts. In
A consensus-led approach involves different stake-
some cases, national legislation may facilitate in oth-
holder groups into the discussion on any stage of
ers hinder the implementation of certain decisions, for
development agreements and common strategies
example the take-up of electric vehicles can be facili-
must be reached in each stage.
This may lead to
tated largely by tax regulations. delay and inactivity when agreements cannot be
May et al. 200561 distinguish three broad approaches
reached. for the decision making process
May et al 2005 analysed the decision-making process
In a vision-led approach, an individual political
for 60 European cities. Of course, mixed approaches
leader such as a mayor has a clear vision of the
are common and a combination of plan- and consen-
future form of a city and this individual pushes
sus-led approaches is most common 44 percent the
through the policy instrument. Due to the fact that
combination of professionalism and stakeholder in-
this approach depends on an individual political
volvement.
leader, it is vulnerable to any political change. 3
12
14
22
Vision
Vision and plan
Plan
5
Plan and consensus
Consensus
Vision and consensus
44
Figure 9 Approaches adopted in 60 European cities May et al., 2005
61 May, A.D., A. Karlstrom, N. Marler, B. Matthews, H. Minken, A. Monzon, M. Page, P.C. Pfaffenbichler, S. Shepherd 2005. Decision
Makers Guidebook. 106
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5.1 TRANSf ERAB ILITY CO NC EPT
SOCIAL AND CULTURAL ASPECTS
For analysing and understanding the transfer of poli-
may not be accepted in another. Some best practice
cies, also individual cultural aspects cannot be over-
examples have required a serious long term orienta-
looked. Attitudes towards enforcement and control
tion, which may not be feasible under different cultural
e.g. restricted environmental zones are determined
conditions. culturally. What is accepted in one cultural context
SOCIAL AND CULTURAL ASPECTS
The replication of a success in a different urban con-
Overall, three main categories of urban context factors
text is subject to certain conditions. There are no cities
can be distinguished
with exactly the same conditions. Cities can be different
Socioeconomic aspects size and structure of the
from each other in many aspects of transport and traffic
population are key factors for planning and evalu-
conditions demand, supply, infrastructure, traffic con-
ation of mobility aspects such as gender and age
trol and management, etc., geographical, environmen-
distribution, distribution of wealth and, obviously,
tal, demographic, socio-economic and cultural back-
the degree of motorisation. grounds as well as institutional and legal frameworks. Spatial structure and land use patterns refers to
Therefore, it is a challenging task to make sure that suc-
the supply side of the city size and spatial struc-
cess in one city can be replicated in another city. ture of the city and larger urban area, density, road,
The success of a measure will depend on many
rail and waterborne infrastructure. factors, some related to the planning, implementation
Characteristics of mobility rate of trips per day and
and operation of the measure while others relate more
modal choice and modal distribution are the main
to the context of the measure in terms of the physical,
issues in this part. organisational and institutional aspects. It is therefore
important to identify those factors which are key to the
measures success and which must also be addressed
in any new location. It is also valuable to identify those
factors which have proved difficult and have created
barriers to success so that they can either be overcome
or transferability avoided where such factors exist. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.1 TR ANSf ERA BILITY CON CEPT
URBAN CONTEXT
The replication of a success in a different urban con-
Overall, three main categories of urban context factors
text is subject to certain conditions. There are no cities
can be distinguished
with exactly the same conditions. Cities can be different
Socioeconomic aspects size and structure of the
from each other in many aspects of transport and traffic
population are key factors for planning and evalu-
conditions demand, supply, infrastructure, traffic con-
ation of mobility aspects such as gender and age
trol and management, etc., geographical, environmen-
distribution, distribution of wealth and, obviously,
tal, demographic, socio-economic and cultural back-
the degree of motorisation. grounds as well as institutional and legal frameworks. Spatial structure and land use patterns refers to
Therefore, it is a challenging task to make sure that suc-
the supply side of the city size and spatial struc-
cess in one city can be replicated in another city. ture of the city and larger urban area, density, road,
The success of a measure will depend on many
rail and waterborne infrastructure. factors, some related to the planning, implementation
Characteristics of mobility rate of trips per day and
and operation of the measure while others relate more
modal choice and modal distribution are the main
to the context of the measure in terms of the physical,
issues in this part. organisational and institutional aspects. It is therefore
important to identify those factors which are key to the
measures success and which must also be addressed
in any new location.
It is also valuable to identify those
factors which have proved difficult and have created
barriers to success so that they can either be overcome
or transferability avoided where such factors exist. 108
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5.2 REAL CASES O f TRANSf ER
5.2 real Cases of Transfer
CIVITAS has supported a variety of measures and measure package implementa-
tions all over europe. The transfer of a measure or measure package as well as the
knowledge and experience from one city to another is an indication of success. how-
ever, transfer is constraint by the transport conditions as well as the geographical,
environmental, demographic, socio-economic and cultural backgrounds as well as
institutional and legal frameworks which may differ, sometimes significantly, between
a transferring city and a take-up city. Consequently, in CIVITAS, measures and concepts have been realised in many different ways. Below, eight concrete CIVITAS transfer cases are described offering a variety of means
which can be used to facilitate or organise transfer
Policy Assessment Workshop in Eindhoven, the Netherlands
Development of the mobility concept for Leoben, Austria
Technical visit by delegations from Bulgaria and Albania to study the integration
of transport management systems in Toulouse, France
Establishment of a mobility agency in Ponferrada based on experiences from Burgos, Spain
Technical Workshop on Collective Passenger Transport in Nantes, France
Technical Workshop and Site Visits for Polish cities on Cycling and Walking in Krakow, Poland
Access management and limited traffic zone concept as an example for other cities in Italy,
Europe and the world by Rome, Italy
From Europe to the world CIVITAS at the EXPO 2010 Shanghai, China
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
109
5.2 REAL C ASES O f TR AN Sf ER
CIVITAS TRANSfER CASE
policy Assessment Workshop in eindhoven,
the netherlands
Transfer of inspiration and ideas was carried out
during a two-day workshop in the city of Eindhoven
in September 2010. Eindhoven invited expert pro-
fessionals from the cities of Toulouse, Rotterdam,
Stockholm, Graz and Bremen to discuss the Eind-
hoven mobility situation. Each of the experts has
a long-standing experience in CIVITAS measures
and similar activities. OBjECTIVE
The Eindhoven city council has formulated three
important policy objectives
Modal shift from car to bicycle 10 percent
ThE wORkShOP
and to public transport 50 percent
30 percent reduction of car traffic within the
The external experts presented their own policies
Ring in 2015
Being energy neutral in 2045
and projects only briefly, focusing on the connec-
tion between their own cities high-level ambi-
tion and the concrete projects resulting from that. The CIVITAS experts were invited to support the
Next, the focus shifted towards the Eindhoven
city administration in their strategic goals on sus-
situation, with Eindhoven professionals presenting
tainable transport. PREPARATION
and showing their plans, projects and results. The
CIVITAS experts were then asked to give their im-
pressions of the Eindhoven situation. Finally, in a
session with the executive councillor for transport,
Participants in the workshop were twelve senior
the experts gave recommendations to politicians
professionals from the departments of transport,
and policy makers. environment, urban planning and health. All partici-
pants were well-prepared in a preliminary one-day
RESULT AfTER ThE wORkShOP
workshop, the Eindhoven participants were given
an overview of all policy actions asked to assess
The experts recommendations were coherent
policy aims versus actions, to prioritise, to find
and of much value. The workshop gave new inspi-
personal drives and commitment and to formulate
ration to the planning agenda of the city. This did
concrete and specific questions to the experts. not so much change policies, plans or projects,
Please note that participants were from different
but it did change the citys attitude to problems,
departments and thus most were not fully informed
how problems relate to each other and the atti-
about the citys plans and actions. The external ex-
tude towards communication internally and ex-
perts prepared with a reader giving them an over-
ternally. The agenda became more coherent and
view of the most important aims and actions.
better focused. 110
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5.2 REAL CASES O f TRANSf ER
policy Assessment Workshop in eindhoven, the netherlands
SUMMARY Of wORkShOP RESULTS
Making choices
Impressions of Eindhoven
Another important question to ask What ex-
actly is my problem? It may be congestion, air
quality, safety. Measures must relate directly to
on its attractiveness The CIVITAS city repre-
those problems. sentatives stressed that Eindhoven has many ele-
ments that other European cities can be jealous of
Quick implementation
the amount of green space, the bicycle infrastruc-
The message must be positive. Put opportuni-
ture, the pleasant living atmosphere. ties central, not the problems. And next, show
on the sense of urgency The problem in Eind-
what has already been achieved successfully
hoven is the lack of problems. Because there is
bicycle projects, green areas. no sense of urgency, inhabitants are not in need
Keep solutions as simple as possible. Resist
of any changes. So a problem should be sought
creating complex systems. that people understand and that they can relate to. Work with the willing. Dont waste too much
time on opposition. Start where you can get a
Things to improve
success. The devil is in the details.
Be open for the citi-
Coherence
zens ideas. An important question for Eindhoven to ask is
What kind of city do I want to be? Choose a
Quick results
city image either lights, or sports, or green, or
Get started! Start small-scale and expand
design or something else, but not all simultane-
step-by-step. Make practical custom-made
ously. Focus will give coherence. solutions if necessary. Create a lively urban atmosphere. The city is for
To achieve anything, one needs carrots and
people, to meet other people. Infrastructure is
sticks. Not only carrots! only secondary.
Traffic is not the issue, its the
city! CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.2 REAL C ASES O f TR AN Sf ER
CIVITAS TRANSfER CASE
development of the mobility concept
for leoben, Austria
Leoben with its 27,500 inhabitants is the second
ing activities in the field of clean and sustainable
largest city of the province of Styria in Austria. It has
urban transport was developed together with the
largely benefitted from the experience of CIVITAS
CIVITAS Initiative. cities, particularly nearby Graz as well as Bremen,
The City of Leoben also cooperated intensely
to develop its urban mobility concept. with the City of Bremen. A study visit of dele-
gates, technicians and politicians from Leoben to
A concept for the reallocation of educational insti-
Bremen was organised. Furthermore, a workshop
tutions identified the need to establish two school
in Leoben with representatives from Bremen trig-
complexes in Leoben. This would bring along sig-
gered numerous ideas and inputs for a mobility
nificant changes to the urban mobility situation for
concept that was developed and elaborated within
the entire city, but in particular the most affected
an activity co-funded by the CIVITAS Initiatives
target group of around 1,000 students, their par-
Activity Fund. ents and teachers as public transport and trans-
The know-how exchange helped in developing a
port ways would need to be reorganised. The City
pro-active and sustainable mobility concept for
of Leoben stressed the importance of safety and
the City of Leoben. The city submitted a proposal
security within the area, reduction of private car
for the implementation of this mobility concept via
traffic and its attractiveness as an option to get to
a regional funding and it was rated number one
school by implementing possibilities for alterna-
amongst all submitted projects. tive car use. In close cooperation and under the umbrella of
The experience transfer process guaranteed
CIVITAS, the City of Leoben worked with the cit-
benefits for all partners. Leoben found itself well
ies of Graz and Bremen two well-experienced
accompanied and supported by CIVITAS and its
CIVITAS cities. Intense knowledge exchange
demonstration cities of Graz and Bremen. The
started early by participating in several CIVITAS
City of Leoben has signed the CIVITAS Declara-
workshops offered by the City of Graz, but also
tion and a further co-operation with already expe-
in bilateral meetings explaining the benefits of the
rienced CIVITAS cities in the field of urban mobility
CIVITAS Forum Network. The idea of implement-
is planned. 112
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5.2 REAL CASES O f TRANSf ER
CIVITAS TRANSfER CASE
Technical visit by delegations from bulgaria and
Albania to study the integration of transport
management systems in Toulouse, france
Toulouse has become a reference and widely rec-
of Albania and the Municipality of Tirana an op-
ognised leading city in the field of Intelligent Trans-
portunity for information and knowledge exchange
port Systems ITS through years of implementa-
in the field of ITS. The study visit was an occasion
tion and experience exchange within the CIVITAS
to learn and get inspiration from the new electronic
Initiative. The city has transferred its knowledge
ticketing system and the visit of the e-ticketing sys-
and experience to other cities through the organi-
tem installations at the Argoulets metro station
sation of study visits and workshops as well as its
in Toulouse. participation in meetings and conferences. Given the gap of development and innovation be-
In April 2009, Toulouse hosted a study visit re-
tween the public transport network in Toulouse
garding the Integration of Transport Management
compared to the Plovdiv and Tirana infrastructures
Systems, offering political representatives and
at that time, the study visit generated particular in-
experts from Bulgaria the City of Plovdiv and Al-
terest by the visiting delegations in the Toulouse
bania the Institute of Transport of Albania, the Mis-
transport development strategy. sion of the Ministry of Public Works and Transport
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.2 REAL C ASES O f TR AN Sf ER
CIVITAS TRANSfER CASE
establishment of a mobility agency in ponferrada
based on experiences from burgos62, Spain
Burgos is situated in North-central Spain in the
gers rapidly to the centre. The city also adopted an
region of Castile and Leon.
It has a population
ORA payment system for its on-street parking and
of 170,000. It is a leader among Spanish cities in
opened three underground car parks. Even though
terms of sustainable mobility, making huge efforts
the measures are much appreciated and have a
to achieve a car-free city centre, the BICIBUR free
true impact on the urban mobility, the majority of
bicycle loan system and 100 per cent clean public
travels is still made by private cars. In Ponferrada,
transport. The transport modal share is divided into
a truly new mobility agency opened in spring 2010
40 percent of trips on foot, 30 percent of trips in
on the basis of the strategy as developed in Bur-
private vehicles and the other 30 percent of trips
gos. This Mobility agency is considered a key ele-
on public transport, bicycle, carpooling or collec-
ment of success in the attempts to strengthen the
tive private transport data from 2009. The city has
promotion and integration of the different mobility
implemented a new policy of transport over the last
services. One of the principal results found is that
seven years after the presentation of the Sustaina-
the creation of a mobility agency in Ponferrada had
ble Mobility Plan in 2005, partly within its CIVITAS
clear positive effects on the usage of alternative
CARAVEL project which included the development
mobility e.g. public transport, cycling. The related
of a mobility agency. website of the agency opened in 2010 and has
Besides the city itself, the municipality of Pon-
achieved a very stable use of about 10,000 visits
ferrada is composed of 18 other localities and 25
per trimester. neighbourhoods and home to 68,900 inhabitants.
Positive tendencies in terms of modal split and
The City of Ponferrada is the capital of the El
environmental indicators have already been ob-
Bierzo region and is situated in the North-West of
served in Ponferrada, even if, at this stage, it is
the province of León Autonomous Community of
difficult to conclude that the activities of the mo-
Castilla y León. The City of Ponferrada has sev-
bility agencies have produced a sustainable effect
eral Park Ride facilities available that facilitate the
taking into account the necessary time span to
access to the bus services that bring the passen-
change behaviour. 62 See also reference in the SUMOBIS project, www.sumobis.eu. 114
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
5.2 REAL CASES O f TRANSf ER
CIVITAS TRANSfER CASE
Technical Workshop on Collective passenger
Transport in nantes, france
Held in Nantes in May 2010, a technical workshop
In the case of Eindhoven, which was one of the
gathered more than 50 participants from eight
cities participating in the workshop, knowledge
countries Austria, Belgium, France, Germany, Ire-
gained from the successfully operating system in
land, the Netherlands, Sweden and the UK around
Nantes helped to avoid planning mistakes There
the topic of Collective Passenger Transport. Co-
are several solutions for physically adjusting bus
organised by the Interreg IVB BAPTS and CIVITAS
stops in order to support some travellers to enter
CATALIST projects, the aim of the workshop was
and exit a bus. The example of Nantes convinced
to spark off exchanges of experiences between
the representatives from Eindhoven to design the
European cities. Three roundtable discussions on
bus lane lower to the pavement rather than making
I public transport networks on dedicated lanes, II
bus stop pavements higher to ease access to the
clean vehicles, and III Intelligent Transport Sys-
bus. A higher bus stop pavement poses a problem
tems ITS were organised. During a site visit, par-
in itself for less mobile travellers, as passengers
ticipants also had the opportunity to have a look
have trouble arriving at the entry point. A lower bus
at the Nantes busway bus rapid transit and tram
lane requires some thought in the design process
systems which allowed for in-depth views and dis-
but is hassle-free afterwards.
cussions on technical details such as ramp design
or on- and off-board information displays. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.2 REAL C ASES O f TR AN Sf ER
CIVITAS TRANSfER CASE
Technical Workshop and Site Visits for polish cities
on Cycling and Walking in Krakow, poland
The BikeOne Bicycle Renting System imple-
Krakows Bicycle Renting System BikeOne quick-
mented as a CIVITAS measure in Krakow was the
ly became famous and earned a good reputation
first of its kind in Poland. It was demonstrated dur-
in the whole country. Soon after its official launch,
ing a Technical Workshop on Cycling and Walking
representatives of the City of Rzeszów a middle
in June 2009. The workshop participants from nine
sized city in the South-East of Poland participated
cities and 13 departments from all across Poland
in a site visit to Krakow. The site visit was run both
Elbląg, Gliwice, Wrocław, Łódź, Kalisz, Poznań,
by the representatives of the Municipality of Kra-
Warszawa, Kielce, Murowana Goślina had the
kow, directly responsible for the implementation
opportunity to take part in a technical site visit
of the system and the BikeOne system operator. It
and demonstration of the bicycle renting system. focused on practical, organisational and technical
The details of the bicycle renting system were ex-
aspects of bicycle renting system implementation. plained and technical and financial questions were
The cities of Poznań, Rzeszów, Warszawa some
answered by the operator and the representatives
districts of the city, and Wrocław have learned and
from the City of Krakow. taken up experiences from the Polish pioneering
As an additional workshop feature, representa-
case of Krakow and implemented bicycle rental
tives from the CIVITAS cities of Bremen, Rotter-
systems. In 2012, the list of cities with interest
dam, Ljubljana, Venice and Krakow as well as the
and ambitions to implement a bicycle rental sys-
City of Oslo provided valuable insights into their
tem includes Gliwice, Bielsko-Biała, Opole, Toruń,
respective local cycling and walking measures
Gdańsk, Olsztyn and Szczecin. In some cases,
presentations and discussions were simultane-
financial constraints have slowed down the imple-
ously translated.
mentation process. 116
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5.2 REAL CASES O f TRANSf ER
CIVITAS TRANSfER CASE
Access management and limited traffic zone
concept as an example for other cities in Italy,
europe and the world by rome, Italy
Access management strategies aim at controlling
in 2001 it started running the LTZ system in the
and reducing traffic flows to special areas of the
central area of the old town with 22 electronic
city in order to reduce congestion and pollution
gates from 6.30 a.m. to 6.00 p.m., with the finan-
and to raise revenues to be reinvested in transport
cial and administrative support of the Ministries
infrastructures. for Environment and for Public Works. Under the CIVITAS umbrella, Rome set a trend
Rome has also been a pioneer city of CIVITAS
at the Italian and European level by implement-
having joined the Initiative at its outset in 2002. ing the Limited Traffic Zone LTZ concept. It even
During the following ten years, a lot has happened
raised worldwide interest expressed through vari-
with regard to the topic of access management. ous delegations visiting Rome to study its inno-
Two European cities, Stockholm and London,
vative concepts, including Brazil, China, India,
have implemented systems to prevent private traf-
South Korea and Vietnam. In the case of Beijing,
fic access to the central parts. In Italy, 156 more
Rome supported the implementation of an LTZ
cities have implemented an LTZ and in Rome the
in the inner part of the city, i.e. the LTZ which is
LTZ concept has been enhanced both in terms of
activated once environmental thresholds are ex-
new areas and of technology transferred.
ceeded. Rome has been a pioneer city in Italy as
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
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5.2 REAL C ASES O f TR AN Sf ER
CIVITAS TRANSfER CASE
from europe to the world
CIVITAS at the eXpo 2010 Shanghai, China
The largest World Exposition ever took place in
2010 in Shanghai, China. It was as well the first
EXPO in a developing country and the first one
focusing on urban sustainability with its theme
Better City Better Life. As part of the concept, an Urban Best Practice
Area was reserved for selected projects of urban
sustainability. An independent jury led by the direc-
tor of UN HABITAT selected world-wide about 50
projects for a permanent presentation at the EXPO
in Shanghai. Two out of three transport-related examples were
CIVITAS cities Odense and Bremen. Whereas
Odense presented a bicycle paradise, Bremen
Lewis Chen, former manager of the Shanghai Car-
shared its experiences on car-sharing. Both ele-
Sharing cooperative and speaker at the CIVITAS
ments are related and are seen as crucial to solve
CATALIST workshop at the EXPO
the increasing traffic problems of the growing cit-
Bremen became famous in the Asian transport world for
ies, especially in Asia. Car-sharing in particular can
its car-sharing success. The big cities in Asia are much
play a crucial role for a new balance of mobility
more densely built. We face big problems with increasing
needs and urban space, as limited space is an ur-
car-ownership much more than most European cities
gent issue in Asian megacities. do.
But the solutions are not yet developed on a similar
During the six-month exhibition period, roughly one
scale. That is why the exchange is so important to reach
million people visited the Bremen showcase pavil-
the media, the administration, politicians and of course
ion in the Urban Best Practice Area of the EXPO. As
also the public. The car-sharing presentation of Bremen
an important part of the dissemination activities, a
on the EXPO and on conferences is extremely helpful
two-day CIVITAS workshop was held at the EXPO
especially as it shows the involvement and active support
in September 2010. Car-sharing raised a lot of me-
of a municipality. Bremen is a well-known ambassador
dia attention in China, and, in early 2011, the City
of the sustainable transport initiative CIVITAS in Asia. It
government of Shanghai also expressed its interest
was a good signal for Asian cities to see what impacts
in supporting car-sharing with explicit reference
car-sharing can have. It was of great importance that
to the CIVITAS City of Bremen. the experience was told by a city. Exchange of experi-
ence from city to city counts much. A city is neutral and
can tell the own practical details. The presentation of
Bremen on the EXPO and the thematic workshops have
created some impact. I hope we will be able to keep the
momentum and to further learn from such active cities. 118
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
6. lessons learned
Many lessons can be learned from the CIVITAS Initiative. In this handbook, we refer back to the challenges for the
urban professional, and demonstrate which policies and
which type of measures can be used to overcome these
challenges. The table on the following page shows the connections
between the challenges chapter 2 and the solutions
chapter 3. CIVITAS has shown the direct or indirect contributions of
its measures to the challenges of health, congestion and
safety and security chapters 6.1 6.3, and the effects of
its measures on mitigating climate change. for the challenges of participation and strategic planning,
CIVITAS has also demonstrated good examples among its
measures. These are described in chapters 6.4 and 6.5. CIVITAS GuId e f or T he urbA n TrA nSp o rT p ro f eSS IonA l
119
6.
LESSONS LEAR NED
Challenges
h
t
l
a
e
h
n
o
i
t
s
e
g
n
o
c
y
t
i
r
u
c
e
s
y
t
e
f
a
s
n
o
i
t
a
p
i
c
i
t
r
a
p
g
n
i
n
n
a
l
p
c
i
g
e
t
a
r
t
s
e
g
n
a
h
c
e
t
a
m
i
l
c
l
a
b
o
l
g
Solutions
Clean fuels and vehicles
Urban freight
Demand management strategies
Access restrictions, environmental zones
Congestion charge
Mobility management
Mobilty agency
Ecopoints
Collective transport
New forms of public transport services
Access elderly, disabled passengers
Integration of modes
Transport telematics
E-Ticketing
Traffic management and control
Travel and passenger information
Less car-dependent mobility options
Car-sharing
Carpooling
Walking and cycling
Sustainable Urban Mobility Plans
very strong connection
strong connection
moderate connection
weak indirect connection
Table 10 Connections between the challenges and the solutions
120
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
6. LESSONS LEARNED
A healthy environment is one of the responsibilities
A prioritisation of local projects can help to put a focus
of a city. Urban planning is an instrument to improve
on the low-hanging fruit first. Start with low-cost, no-
workplaces, living and leisure activities. Through urban
lose options that can easily be implemented through
planning, people can be encouraged and motivated to
local staff and resources. A monitoring plan that follows
more physical activity, to travel shorter distances, and
a defined set of parameters is also important right
to improve the economic viability of public transport
from the beginning. The results should be communi-
facilities. Only an integrated package of local measures
cated at all levels. can improve the citys health situation. Such a package
This type of integrated package has been widely
comprises a number of steps, from problem identifica-
experimented with within the CIVITAS Initiative. An
tion to communication measures. example of a local project may be the introduction of
First, the main sources of CO2 and pollutant emis-
sions must be identified. Estimate the potential of emis-
clean vehicles and fuels, supported by 1 access re-
strictions for polluting vehicles and 2 the promotion of
sion reductions, including the reduction that results
alternative transport modes such as public transport,
from a shift to alternative transport modes. cycling and walking. The mutually supportive nature
Once hot spots of urban vulnerability have been
of the separate measures adds strength to the urban
identified, the package of local projects can be put
policy. together.
Local sustainable development plans should
then include travel adaptation strategies and actions to
mitigate emissions. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
121
6.1 h EALTh
6.1 health
how to create a healthy environment for citizens
Strong or very strong connection
Clean fuels and vehicles, Urban freight, Environmental zones, Stimulate walking and cycling
POLICY DIRECTIONS
Basically, the health situation improves with cleaner air
3. Change transport modes. Any measure that in-
andor with more physical activity. The following five
duces mode change from car to public transport or
basic policy directions in order of expected impacts
to cycling and walking helps reduce total emissions
apply to health
and also gets people engaged in healthy physical
activity. CIVITAS can demonstrate many examples
1. Avoid transport. This reduces trips, and thus
of this type of measure better public transport
emissions. Examples are mobility management
and better infrastructure stimulate mode change,
schemes with flexible working e.g. working from
but car-sharing has also proved effective in mode
home enabled by telematics, carpooling and
change car-sharers are more aware of their mode
freight consolidation schemes. The impact in re-
choices and use bicycles and public transport more
duced emissions can be substantial. Measures
often. featuring access restriction such as environmental
4. Cleaner vehicles. Changing the vehicle fleet, be it
zones avoid transport, but only locally. public buses, waste collection or other municipal
2. Reduce distances. Urban planning compact cit-
vehicles, or private cars, may help reduce emis-
ies may help reduce distances between homes
sions and thus clean the air. CIVITAS has many
and destinations workplaces, shops, schools,
examples of this type of measure. etc.. Reducing distances may also support physi-
5. More efficient transport. Smooth traffic flow is
cal activity people are more inclined to use more
less polluting than congestion. Less congestion
sustainable modes for shorter distances 5 km is a
thus contributes to clean air. CIVITAS also shows
distance perfectly suitable for cycling. The influ-
many examples of this type of measure. ence of reducing distances may be great, but can
only be achieved in the long term.
CIVITAS, having
focused on mid-term transport measures, does not
have such examples in urban planning. 122
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
6.1 hEALTh
TOP 5 EffECTIVE MEASURES
A freight consolidation scheme in combination
Car-sharing. Although much talked about in CIVI-
with an environmental zone. If pollution is worst in
TAS, car-sharing is relatively unknown in many cit-
inner-city areas, removing heavy goods transport
ies. CIVITAS has helped prepare and extend a mar-
from these dense areas is very effective in cleaning
ket for commercial car-sharing schemes in some
up the air. All lorry traffic is banned from the inner
CIVITAS cities, but car-sharing still has great po-
city, with the exception of clean vehicles deliver-
tential to exploit. Car-sharing is effective in saving
ing goods to shops and department stores. Indeed,
valuable parking space, which allows more space
NOx and particle emissions from lorries amount to
far more than those from private cars, and this ac-
to be dedicated to pedestrians. There is also evi-
dence that car-sharers drive less and make more
tion reduces lorry kilometres. Examples in Bristol
use of sustainable transport modes. They thus en-
and Gothenburg show that measures of this type
gage more in physical activity and pollute less. can relieve air pollution effectively. Stimulating slow modes by marketing and by pro-
Clean vehicles for public transport and the munici-
viding infrastructure and facilities. Marketing is
pal fleet. Higher amounts of air pollution originate
more cost effective than infrastructure develop-
from larger vehicles, including buses, cleaning ve-
ment and bicycle and pedestrian infrastructure is
hicles and waste collection vehicles. Cities often
cheaper than car infrastructure. A combination of
has a direct influence on these vehicles, and, col-
slow modes with public transport is relatively easy
lectively, cities can influence the market for clean
and effective. An increasing volume of cyclists has
vehicles. Examples of measures in Stockholm
a double impact less pollution, more physical ac-
show that buying and stimulating biogas, hybrid or
tivity. CNG vehicles helps clean the air. Carpooling. Examples show
that carpooling
schemes help to avoid a substantial amount of car
trips. Setting up a scheme is relatively inexpensive
compared with infrastructure development. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
123
6.2 CONg ESTIO N
6.2 Congestion
how to create an economically viable
and accessible city
Strong or very strong connection
Congestion charge, New forms of public transport, Traffic management and control, Carpooling,
Stimulate walking and cycling
POLICY DIRECTIONS
TOP 5 EffECTIVE MEASURES
Congestion is strongly related to city-inbound and
Carpooling. Obviously, the most effective way to
city-outbound traffic during peak hours. Basically, con-
reduce congestion is to remove cars from traffic. gestion can be avoided or reduced with the following
CIVITAS evidence shows that effective carpooling
policy directions in order of importance
schemes can be set up. Congestion charging. The examples of Stockholm
1. Avoid transport. This reduces traffic, and thus
and London show the effectiveness of conges-
congestion. Examples in CIVITAS are mobility man-
tion charging in reducing traffic queues. It must
agement schemes specifically related to peak-hour
be noted that setting up such a scheme requires a
traffic e.g. working from home, carpooling and
major effort both political and technical and the
freight consolidation.
charge is usually not sufficient to cover the cost of
2. Reduce distances. Urban planning compact cit-
the scheme. ies may help in reducing distances between homes
Traffic management and control. Traffic flows can
and destinations workplaces and schools, espe-
be made more efficient with management systems
cially during peak hours. Reducing distances is re-
as for example Stuttgart demonstrated during the
lated to changing transport modes because people
2006 FIFA World Cup through its Integrated Traffic
are more inclined to use more sustainable modes
Management Centre and complementary meas-
for shorter distances 5 km is a distance perfectly
ures. Although initial costs may seem high, tech-
suitable for cycling. CIVITAS does not have such
nological solutions are cost effective in comparison
examples in urban planning. with building new infrastructure.
3. Change transport modes. Any measure that in-
Mobility management. Measures carried out in
duces mode change from car to public transport or
cooperation with companies can be highly effec-
to cycling and walking helps to reduce traffic and
tive in reducing congestion. Companies are usually
thus congestion. CIVITAS shows many examples of
successful in motivating their personnel to change
this type of measure. transport modes or to travel outside peak periods. 4. More efficient transport. Management of traffic
Better public transport. Substantially better public
flows helps to reduce congestion. transport induces modal change. Toulouse, with its
new user-friendly metro system, demonstrates this. 124
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
6.3 SAf ETY AND SECU RITY
6.3 Safety and security
how to ensure a safe and secure
urban environment and mobility
Strong or very strong connection
Urban freight, Improving public transport access for elderly and disabled passengers,
Stimulate cycling and walking
POLICY DIRECTIONS
TOP 5 EffECTIVE MEASURES
Safety is stimulated with the following policy directions
Better access to public transport for elderly and
in order of importance
disabled passengers. A large section of this group
is most vulnerable in traffic. Public transport is a
1. Avoid transport. Less transport means less ac-
safe mode of transport. However, for this group it
cident risk. Notable CIVITAS examples are mobil-
is most important to look at the complete door-to-
ity management schemes, carpooling and freight
door transport chain in order to avoid accessibility
consolidation. gaps.
2. Reduce distances. Urban planning compact
Freight consolidation. Lorries in inner cities are a
cities may help in reducing distances between
major accident hazard for the vulnerable group of
homes and destinations workplaces and schools. pedestrians and cyclists. Reducing their number
Reducing distances is related to changing trans-
means less exposure to accident risk. CIVITAS
port modes because people are more inclined to
examples show that schemes can be set up suc-
use more sustainable modes for shorter distances
cessfully, with a substantial reduction of transport
5 km is a distance perfectly suitable for cycling. movements. CIVITAS does not have such examples in urban
Stimulate cycling and walking by marketing and
planning. by providing infrastructure and facilities. Marketing
3. Change transport mode. Any measure that in-
is more cost effective than infrastructure develop-
duces mode change from car to public transport
ment, and bicycle and pedestrian infrastructure is
or to cycling and walking helps to reduce accident
cheaper than car infrastructure. A combination of
risks. CIVITAS shows many examples of this type
slow modes with public transport is relatively easier
of measure. and more effective than isolated measures. 4. More efficient transport. Although the impact will
Carpooling. Any measure successful in reducing
be small, smooth traffic flows may be safer than
vehicle journeys will result in improved safety. Car-
congested traffic. pooling is usually most effective during peak hours. Car-sharing. Evidence shows that car-sharers drive
less and cycle and take public transport more.
The
general effect will therefore be a lower accident risk. CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
125
6.4 PARTICIPATION
6.4 participation
how to involve citizens and other
urban mobility stakeholders
It was found again and again during the CIVITAS Initiative that when citizens and
other stakeholders were involved in decision-making processes during the planning,
implementation andor evaluation of measures, implementation was easier and the
results better. Stakeholders may participate in a range of ways as
IT IS CRUCIAL TO PREPARE STAkEhOLDER
regards the intensity of communication and impact
INVOLVEMENT wELL
on decision making, several levels of participation are
possible from the lowest level of informing to consult-
1. The decision about which level of involvement is re-
ing, co-deciding and cooperation. quired may depend on the circumstances. In cases
CIVITAS has found that it is not always easy, but it is
where decisions have already been made and are
vital to properly involve stakeholders. In general terms,
no longer negotiable, involvement can only be on
the involvement of stakeholders in the planning and
the lower levels. implementation of a measure offers the opportunity to
2. Depending on the context, organising stakeholder
more clearly identify problems. It has been observed
events may be a big challenge discussion plat-
within CIVITAS that scepticism or even mistrust be-
forms can turn into battlegrounds. Friction can be
tween stakeholders and decision makers can be turned
avoided by careful analysis of stakeholders and
into trust. Hence, stakeholder participation can be
their respective opinions. viewed as a means to develop common ground for
3. The stakeholder identification process is crucial
action and for ongoing cooperation between the city
who has a stake in the process? Some may be less
administration and other stakeholders. In this sense,
articulate or less involved in community affairs but
the legitimacy of the planning and implementation
still crucial to the success of a project. process is ensured.
126
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
6.4 PARTIC IPATION
The how to involve depends on the level of involvement that is required. Basically, the table below may be used
Target group
Goal
Level of involvement
Methods
Political stakeholders
Favourable vote in council
Passive
Provide with information
Convince responsible politician
Active
Provide opportunities for
comments and suggestions
Politician must convince
other stakeholders
Active support
Create co-ownership
Other public administrations
Legal obligation to inform
Passive
Provide with information
Active
Active
Passive
Private companies
Inform, educate,
raise awareness
Consult
Passive
Decide together
Active
Act together
Associations and lobby groups
Consult
Local citizens
Act together
Inform, educate,
raise awareness
Active
Active
Active
Passive
Consult
Passive
Decide together
Active
Act together
Active
Provide opportunities for
comments and suggestions
Create co-ownership
Provide with information
website, posters, folders,
news releases
Provide opportunities for
comments and suggestions
Working groups such as
a Vision Board SUMP or
a Mobility Forum
Negotiate and performance
contract
Public hearing
Volunteer campaign
Provide with information
website, posters, folders,
news releases
Provide opportunities for
comments and suggestions
surveys or market research,
public hearing
Working groups such as
a Vision Board SUMP or
a Mobility Forum
Citizen-to-citizen exchange,
volunteer campaign
Table 11 Different levels of involvement and actors in the planning process
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6.5 STRATEg IC PLAN N INg
6.5 Strategic planning
how to achieve policy goals while ensuring that
mobility needs of society and its citizens are met
A Sustainable urban Mobility plan SuMp is an instrument to bring mobility planning
to a more strategic level. Its focus is not so much on traffic, but on people in the city. The quote from Fred Kent of Project for Public Spaces
and implementation of SUMPs. Examples from these
sums up the quality of SUMPs If you plan cities for
countries as well as advanced cities such as Gent or
cars and traffic, you get cars and traffic. If you plan for
Barcelona show that the applied planning approach
people and places, you get people and places. makes a difference in results. In other words, the ben-
efits of SUMP are not only theoretical they are very
Needless to say, SUMP is the approach to plan for
much real and measurable. people rather than for traffic. SUMP thus presents a
change in attitude from matter-orientation to an orien-
Examples from cities with a history in SUMP-like plan-
tation toward people. SUMP means planning both for
ning approaches, such as Lille, Gent, or Nottingham
and with people. demonstrate the benefits of this approach. The most
notable benefits are the following
The SUMP methodology enables a city to
Planning for people rather than for cars and traffic
Engage citizens and give other stakeholders a
does make a difference. For instance, the quality
good place in the planning cycle participation is
of public spaces and childrens safety get higher
essential in the SUMP
priority. Consider issues of sustainability from the very start
SUMP offers opportunities to engage more people
of the planning cycle
and thus better respond to the needs of different
Integrate practices and policy sectors, different lev-
user groups. This also creates a higher level of pub-
els of government and neighbouring authorities
lic legitimacy.
Focus on measurable targets and monitor and eval-
SUMP forces the city to establish a long-term stra-
uate achievement of these targets
tegic vision. This in turn encourages an effective
Internalise costs and benefits to society which are
planning culture which aims at the integration of
still often not accounted for such as health costs
policy sectors, institutions as well as cities and their
due to the effects of transport. surroundings. France, England and Wales63 have legal definitions as
city as a place to live, work, visit and do business
well as national guidance on SUMP and are considered
while it helps to improve mobility, accessibility, en-
the forerunner countries in terms of the development
vironment and health. SUMP contributes to the overall attractiveness of a
63 There is no common UK approach.
Different arrangements apply to England, Scotland, Wales and Northern Ireland as transport is a
devolved matter. 128
CIVITAS GuI de for T he u rbA n TrAnS po rT p ro feSSIonAl
CIVITAS CATALIST CONSORT IU M PARTNERS
CIVITAS CATAlIST
Consortium partners
CIVITAS CATALIST, the dissemination and best practice transfer action of the CIVITAS Initiative ran from 2007 2012
and was composed by cities, networks in the field of sustainable urban transport and the environment, as well as
research and consulting organisations in the field of sustainable urban transport. COORDINATOR Of CIVITAS CATALIST
ISIS Istituto di Studi per lIntegrazione dei Sistemi Rome, Italy
Ms Loredana MARMORA
E-mail lmarmoraisis-it.com
CONSORTIUM PARTNERS
City of Berlin, Senate Department for Urban Development Germany
City of Bremen, Ministry for Environment, Construction, Transport and European Affairs Germany
City of Bristol United Kingdom
City of Genoa Italy
City of Gothenburg, Traffic Public Transport Authority Sweden
City of Graz Austria
City of Kaunas Lithuania
City of Krakow Poland
City of Rome Italy
City of Rotterdam The Netherlands
City of Stockholm, Environmental and Health Administration Sweden
Nantes Métropole France
RATB, Regia Autonoma de Transport Bucuresti Romania
Syndicat Mixte des Transports en Commun de lAgglomération Toulousaine France
EUROCITIES, The network of major European cities Brussels, Belgium
FGM-AMOR, Austrian Mobility Research Graz, Austria
Goudappel Coffeng Deventer, The Netherlands
Polis, European cities and regions networking for innovative transport solutions Brussels, Belgium
REC, Regional Environmental Centre Szentendre, Hungary
Roma Servizi per la Mobilità srl Rome, Italy
Rupprecht Consult, Forschung Beratung GmbH Cologne, Germany
TTR, Transport Travel Research Bristol, United Kingdom
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
CIVITAS GuI de f or T he u rbA n TrAn S po rT p rof eSSIonAl
129
129
MOBILITY
SOLUTIONS
explore the CIVITAS website, and
discover over 730 mobility solutions
tested and evaluated by the
demonstration cities. NEwS
read the latest news from the Initiative
and its participating cities, and find the
most suitable event for you in its
up-to-date calendar. NETwORk
discover more about the networks
that form part of the CIVITAS family
the forum network and the CIVIneT
national networks. RESOURCES
TOOLS
benefit from its vast resources
and tools for sustainable mobility
implementation, ranging from research
results to funding opportunities and
from policies to methodologies. www.civitas.eu
CIVITAS INITIATIVE
If you have general questions on the CIVITAS Initiative please
contact the CIVITAS secretariat
secretariatcivitas.eu
IMPRINT
Authors Wim KORVER, Marc STEMERDING,
Patrick VAN EGMOND, Frank WEFERING
Editing Alastair BYERS, Fred DOTTER, Mario GUALDI
Publisher CIVITAS CATALIST Dissemination and best
practice transfer action of the CIVITAS Initiative
Design Austrian Mobility Research FGM-AMOR
Printed in Austria, 2012
Supported by the City of Graz
Copyright Acknowledgement This publication is produced under the
auspices of CIVITAS CATALIST, the dissemination and best practice transfer
action of the CIVITAS Initiative, funded through the ECs Sixth Framework Pro-
gramme for Research and Technological Development. All text in this publica-
tion is based upon the experiences gathered by the CIVITAS CATALIST project. Images used have been provided by the CIVITAS CATALIST cities or by the
CIVITAS Initiative unless stated otherwise. Legal Notice Neither the European
Commission, nor any person acting on behalf of the Commission, is responsible
for the use which might be made of the information contained in this publication. The views expressed in this publication have not been adopted or in any way
approved by the Commission and should not be relied upon as a statement of
the Commissions views. The CIVITAS Initiative is co-funded by the Energy and Transport
parts of the EUs RTD Framework.