International Journal for Traffic and Transport Engineering, 2011, 1(4): 214 – 230 UDC: 711.523(497.11)
WALKING AS A CLIMATE FRIENDLY TRANSPORTATION MODE IN URBAN ENVIRONMENT CASE STUDY: BELGRADE
Aleksandra Đukić1, Milena Vukmirović2 1,2 University of Belgrade, Faculty of Architecture, Bulevar Kralja Aleksandra 73/II, 11000 Belgrade, Serbia Received 11 June 2011; accepted 23 August 2011
Abstract: A large percent of CO2 (carbon dioxide) emissions in Serbia originate from transport. In the last two decades, the number of private car users in Belgrade evidently increased compared to the number of users of environmentally friendly modes of transport. The purpose of this paper is to present an overview of approaches to the improvement of the physical aspect of the open public spaces, which aim to increase the number of users of climate friendly modes of transport, particularly walking. Research was done using three methods: observation of the intensity of pedestrian movement in relation to different periods during the day, direct surveys of citizens and the evaluation of immediate pedestrian surroundings. Three kinds of results were obtained: the trends and concentration of pedestrian movement along the main street lines; the attitude of citizens pertaining to reliable pedestrian movement and elements which contribute to their commitment to walking; and the rhythm of activity units, transparency, and variety of activities on the ground floor of buildings. The contribution of the study is in combining different research methods. The interpretation of the results forms the basis for directing future research and campaigns on topics of climate friendly modes of transport in urban areas.
Keywords: CO2 emission, transport, walking, public space, street fronts, Belgrade, Vracar.
1. Introduction improved economic situation and political stabilization of the country after the changes The problem which was noticed in the last two that followed the year 2000. Researches decades was the trend towards the increase of which have been done recently show that the numbers of private cars and, at the same CO2 emissions have a rising trend. Taking into time, decrease of the number of pedestrians, account the sector analysis of CO2 emissions, especially in Belgrade. In this paper, special it is found that transport is in the third place, attention is devoted to the transport sector with 14 % of the total CO2 emissions. In and a number of its characteristics in Serbia contrast to the rest of the world and European are also identified. The circumstances in the trends observed in the last twenty years, the country drastically changed at the beginning situation in Serbia differs. The reason for of 21st century. The reason for this lies in the this can be found in the distinctiveness of
1 Corresponding author: [email protected]
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the transitional period which Serbia entered two different periods: the period of the twenty years ago. 1990s, when a reduction of CO2 emissions was recorded, and the period after 2000,
Research was done using three methods. when an increase in CO2 emissions was
The first method was to determine the observed. Possible solutions to reduce CO2 intensity of pedestrian movement in relation emissions were considered in the second to different periods during the day. The part of the paper, with special focus on the second were direct surveys of citizens transport sector. In this part, the principle who live in the Municipality Vracar. The of green transportation hierarchy will be aim of this part of the research was to explained as one of the possible alternatives determine the willingness of citizens to of solving the problem of CO2 emissions. choose walking as a form of movement. Special attention is devoted to walking as an The third was the evaluation of immediate environmentally and climate friendly mode pedestrian surroundings, which was of transport, and its relationships to public reduced to an analysis of activities and transport. Part three presents the study physical characteristics on the ground results which analyze pedestrian movement floor of buildings along the observed streets and quality of the pedestrian environment in connecting local centres. Territorially, the the territory of the Vracar Municipality. The study covered the area of the Municipality aim of these analyses is to define elements of Vracar, one of the central municipalities that stimulate walking in the researched of Belgrade. area and enable the continuity of pedestrian directions that connect the local centres. In The paper consists of four parts. The first this study, three methods were used: Space part identifies sources of CO2 emissions Syntax methodology, analysis of activities in Serbia and Belgrade. This part presents and physical characteristics on the ground
Fig. 1.
CO2 Emissions per Capita Source: Climate and Atmosphere – Serbia and Montenegro, (Earth Trends, 2003)
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floor of buildings along the streets. The last the research of the World Recourse Institute, part includes interpretation and discussion conducted during the 1950s, Yugoslavia of the results in the form of references and had two times less CO2 emissions relative directions that will result in an increase of to world emissions (Fig. 1). In the next 25 the intensity of pedestrian movement. years, more precisely in 1975, CO2 emission had the growing trend per capita. During the
2. Theoretical and Research Background mentioned period, the total CO2 emissions in Yugoslavia had a similar value to world
Since 1989, Serbia has started the process average CO2 emissions per capita (Earth of transition from the socialist to the Trends, 2003). capitalist political system. There are two characteristic periods: the period from The same source indicates that in 1998 an
1990 to 2000 with the main denominators increase of CO2 emissions per capita in Serbia of war with the neighbouring countries, and Montenegro was noticed compared to economic sanctions, and an unstable the world, but at the same time they were less political situation, and the period from 2000 than CO2 emissions in Europe. until the present, characterized by certain political stabilization and economic progress Throughout the period from 1990 to 2008
(Krstić-Furundžić and Đukić, 2009). Based different trends were noted in CO2 emissions. on a thus defined period frame we can also These data for fuel combustion are expressed analyze conditions in the environmental in megatons in relation to the approach by domain and related to CO2 emissions. sector (Fig. 2). A variable situation (Fig. 3) is also present in the transport sector. This Data from the earlier periods demonstrate the was published in the International Transport growing trend in CO2 emissions. According to Forum Report in 2008.
Fig. 2.
CO2 Emissions from Fuel Combustion – Sectoral Approach Source: IEA, 2005
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Fig. 3.
Relation Between Total CO2 Emissions and Emissions from the Transport Sector Source: International Transport Forum
Fig. 4.
CO2 Emissions During the Period from 1990 to 2008 Source: International Transport Forum
Fig. 5.
Country Profile – Serbia. CO2 Emissions Source: International Transport Forum
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This report indicates that CO2 emissions in by a decline in CO2 emissions (ECMT, 2003). the transport sector in 1990 were 7.8 % of It was not the raised awareness of the negative the total CO2 emissions in Serbia. From that effects of CO2 that characterized these times. period, a decreasing trend is noticed until In effect, it was the continuing economic 2000 (1995: 6.4 %; 2000: 5.6 %). After that, instability that brought about a reduction in a growing trend was present until 2008, industrial production, lower volume of traffic, with CO2 emissions from transport in 2008 and a decline of construction activities. amounting to 13.4 % of the total (Stupar and Đukić, 2009). These defined circumstances were reflected in the transport sector. During this period
2.1. Period from 1990 to 2000 a decrease in CO2 emissions until 1996 can
be noted. From 1996 an increase in CO2 The period from 1990 to 2000 is characterized emissions is registered, reaching its maximum by a difficult economic situation and political value in 1997. After that, there is again a instability in the country. The most important decreasing trend, reaching its minimum value events that marked this period are war with the in 2000 (Fig. 4). neighbouring countries, economic sanctions and a complicated political situation. In Values that were recorded by the International accordance with the above-mentioned and Transport Forum are presented in Fig. 5. opposed to other Eastern European countries, During the period from 1990 to 2000, the there was little regard for the environmental highest CO2 emissions expressed in Mt were aspect. However, this period is characterized recorded in the domain of the road transport
Fig. 6.
Country Profile – Serbia. CO2 Emission Source: International Transport Forum
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Fig. 7. Share of Traffic in Overall Emissions, and Distribution of the Share of Traffic According to Types of Transport Source: International Transport Forum
Fig. 8. Green City Index Ranking European Cities According to Ecological Parameters, 2009
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subcategory. In 1990 it was 4.42 Mt, 1995 environmental parameters (score 40.3/100)
– 2.7 Mt, 2000 – 2.3 Mt. Throughout this (Economist Intelligence Unit, 2009). CO2 period, the use of public transport in Belgrade emissions are one of the included parameters. increased. The reason for this is the decrease According to that criterion, Belgrade is in 28th of car use due to economic sanctions and place, and according to transport criteria it is in resultant lack of fuel. 29th place. Cities are evaluated based on the eight environmental categories. The categories include
2.2. Period from 2000 until the Present CO2 emissions, energy, buildings, transport, water, land use, and air quality. Belgrade achieved The period from 2000 until the present can be the best ranking in terms of/against the energy roughly characterized as a stabilization phase. parameter (17th place). The reason for this lies in This is mostly reflected in the embrace of the decline and reduction of heavy industry, as a democratic values, the termination of conflicts consequence of the situation in the 1990s. The and war operations in the country and the worst result for Belgrade is in the field of transport region, political stabilization, etc. The general and water. In these categories Belgrade is ranked situation related to environmental aspect and 29th (Fig. 8) of 30 European cities (transport
CO2 emissions is variable. This can be seen 3.98/8.81; water 3.90/9.21). CO2 emissions in the table (Fig. 6). However, with respect per capita are 3.9 t compared to the average CO2 to the transport sector there was a trend of emissions of 5.2 t. Considering this subcategory increase, which had a linear character. Belgrade is ranked 7th in the overall ranking and 1st in the category of mid size cities. The reason This was evident in 2001 when this amounted for this is reflected in the fact that the majority to 8.5 % of the total CO2 emissions. The of electricity production in Serbia comes from growing trend in the transport sector hydropower. continued until 2008 when its share was
13.4 % of the total CO2 emissions (Fig. 6). However, a poor result is evident in the
According to data from the International subcategory in which CO2 emission is Transport Forum (Fig. 7), in 2008 the measured per unit of GDP. Here, Belgrade’s transport sector was in 3rd place compared result is three times above the average. to the other sectors (energy, manufacturing, Considering this situation, this is one of the and other). That year CO2 emissions were key national goals relevant to CO2 emissions 6.6 Mt per capita. (Fig. 9).
When this situation is analyzed in relation Relevant to traffic, the main reason for such a to the distribution of CO2 emissions from poor rating lies in the high intensity of freight transport by type, road transport contributes transport. The fact that there are no bypass with 85 %. routes means that freight vehicles enter the city and move along directions that pass
2.3. CO2 Emissions and Transport in near the centre of the city. Research shows Belgrade that 11,000 lorries and trucks enter the city every day. According to the most recent study, entitled European Green City Index, Belgrade, the capital When it comes to public transport Belgrade of Serbia, is in 27th place considering the key has very good results. The study shows
220 Đukic A. et al. Walking as a Climate Friendly Transportation Mode in Urban Environment
that 40 % of people commute using public by linking the main routes E70 and E75. transport while the remaining 35 % walk or Greater use of environmentally and climate use bikes. This is 75 % which is more than friendly transport is another way of making the 63% of using a non motor transport as a difference. This will also result in decrease the average value for European cities. This of CO2 emissions in this sector. The strategic result was achieved due to the extensive public approach of Belgrade in this domain is transport system. However, public transport defined in the General Plan of Belgrade 2021, vehicles (buses, trams and trolleys) are in Transportation Model of Belgrade 2007, very bad condition, so some work needs Traffic Master Plan of Belgrade: Smart Plan to be done to modernize them. The traffic 2021 and the Development Strategy for the control and management system is outdated: City of Belgrade 2012. there is no adaptive control, bus priority or traffic response signal timing (Economist In accordance with these documents, the Intelligence Unit, 2009). Secretariat of Transport of the City of Belgrade and other institutions implement 2.4. Initiatives and Measures for various initiatives and projects in order to Improving the State of Transport and resolve these problems. The aim is to increase CO Emissions the use of public transport to a level of 50 %, 2 and in addition to encourage other forms of The overall result for Belgrade in the domain sustainable transport, i.e. walking and cycling. of transport could change primarily by One of the projects of that kind, which showed displacing freight traffic, which is planned good results, is the implementation of parking
Fig. 9. Diagram of Values for Ecology Parameters (Groups) Source: Europe Green City Index, 2009
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zones in the centre of the city. This project • Introduction of river passenger transport restricts the duration of parking to 1h, 2h and 3h depending on the zone. When the • Increased level of transport safety time expires, the driver is required to move the car to another location. This measure led • Development of new technologies (traffic to the reduction in the number of cars in the management and control, ITS) central city area. • Development of bicycle transport In addition to city institutions that implement measures to improve transportation, • Stimulating pedestrian transport organizations from the NGO sector and professional associations also deal with these • Rehabilitation and modernization of city issues. These organizations promote certain streets in all urban centres in line with forms of sustainable transport. Using social transport demands and standards marketing instruments they are trying to raise people’s awareness of the environmental • Modernization of local roads (Stojkov, issues and the importance of greater use of 2008). sustainable modes of transport in the city. The Strategy envisages the retaining of the The City of Belgrade Development Strategy level of passenger car travel, amounting to 25- from 2009, in the topic area related to traffic, 30%. The use of public transport must reach provides for the construction and development the level of 45-50% of daily trips and a high of the transport system of Belgrade. This will level of service must be ensured. Walking is allow sustainable mobility of citizens, still supposed to be at a level of 20-25% in intercity supporting the rapid development of the movement. Paratransit (cycling, taxi and other city and its competitiveness in the region of types of collective transport) must reach the level Southern Europe (Stojkov, 2008). One of the of 5-10% of daily trips (Grad Beograd, 2005). operational goals is the implementation of a transport system that will contribute to the In accordance with these goals pedestrian environmental optimization of the city. This and bicycle transport should be significantly will be achieved by: improved. The main tasks related to this are: freeing public space intended for pedestrians • Construction of the first line of the from parked vehicles and other barriers, high capacity public transport system increasing attractiveness of public transport, in Belgrade and creating conditions for the realization of attractive pedestrian and cycle spaces and • Stimulating the use of Beovoz trains in routes. commuter transport (shorter but more reliable intervals) in the public transport Along with the general aims of the City of system of the City Belgrade related to the improvement of
transport and decrease of CO2 emissions, this • Reorganization of public city transport in paper also deals with measures which would the vicinity of the Beovoz train corridor stimulate pedestrian movement in the central as well as within the whole network area of the city. A commitment to pedestrian
222 Đukic A. et al. Walking as a Climate Friendly Transportation Mode in Urban Environment
movement in Belgrade is considered more steady development of the city as a whole. practical in relation to bicycle traffic. We Local authorities were also very interested in found that this is due to the characteristic this study and its results, because they share morphology of the terrain and actual street the same goals. profiles that do not include bicycle paths. Regarding territorial and demographic The other reason lies in the promoting of the characteristics of the territory, one of the principle of the green transport hierarchy purposes of research was evaluation and (Fig. 10). In this hierarchy priority is given improvement of pedestrian links between the to pedestrian movement, followed by bicycle local centres. Accordingly, there is a tendency traffic, and then public transport. After those towards improving the quality of life and three sustainable modes of transport, come achieving environmental goals related to the service vehicles, and lastly, the private car. reduction of the CO2 emissions and the boost of climate friendly modes of transport. With 3. Research Polygon respect to the principle of the green transport hierarchy, the main goal is to stimulate walking The research polygon was the territory of and the utilization of public transport in the the Municipality of Vracar, City of Belgrade. territory of Vracar. This research forms part of a broader research aimed at defining recommendations for the This study was also inspired by the results of revival of local centres in an attempt to create surveys that included citizens of Vracar and that a multicenter territory that would provide were conducted in 2010 by the NGO “5km/h”
Fig. 10. Green Transport Hierarchy Source: http://thenewgay.net/wp-content
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within the project Make a step – Improve the quality of the pedestrian environment. In environment (Vukmirović, 2010a). This research accordance with this information, guidelines showed that 46 % of examiners always use their would be provided which can be used for private car, and that 36 % of examiners use their motivating pedestrian movement and car when going to work. Another result of the improvement of the quality of public spaces study showed that 37 % of citizens do not take in Vracar. care of the distance of their travel when they use their private car. The third result showed that 44 4. Methodological Framework of the % of the examiners spent about 10 minutes to Study find a parking place in Vracar, and 38 % spend from 10 to 20 minutes. Considering that one of the aims of the study is to establish the territory of polycentricity, Taking into account the size of the territory of streets that connect the local centres in Vracar Vracar, 15 minutes of walking are required for were analyzed. These are the main streets covering much of the study territory (Fig. 11). in the study territory: Njegoseva Street, These results represent a good starting point Milesevska Street and Maksima Gorkog Street. for determining measures that would stimulate greater intensity of pedestrian movement in The first part of the research includes the Vracar. analysis of the quality of the pedestrian environment by using a system of criteria that This study also aims at determining the are related to: safety, accessibility, legibility, advantages and disadvantages related to the comfort, attractiveness and live ability (Bazik,
Fig. 11. Cvetni Trg, Vracar. Distances Within the Territory at 5, 10 and 15 Minutes Source: Make a Step – Improve the Environment Project
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2006). The research was done at the Faculty study of physical characteristics of the of Architecture, University of Belgrade, within pedestrian environment. This method the course of Public Space Design, coordinated includes the analysis of the physical by Professor Dragana Bazik. A hierarchy was characteristics of the ground floor of established among the set criteria; this meant buildings (especially rhythm and scale) that if basic criteria were not fulfilled, above and sidewalks. This research was done all safety and accessibility, it would not be by the NGO “5km/h” in 2010. possible to have other characteristics which contribute to the live ability of a certain space. 5. Results
The second part of the study aimed at The analysis of the quality of public spaces examining the situation along the observed in Vracar incorporated all public spaces in paths in more detail. Primarily this relates the study territory. They were processed to the analysis of the current intensity of according to quality criteria. Each catalogued pedestrian movement and the establishing sheet, related to the specific public space and of a casual relationship with the consequent criterion, had a section for evaluation (ranging content and physical characteristics of the from 1 for the worst condition to 5 for the ground floor of buildings along the streets. best condition) (Fig. 12).
Three methods were used in this research: In addition to the estimate of the state of public spaces by using a set scale, detailed • Space Syntax methodology, defined by analyses of open public spaces, were conducted Bill Hillier (Hillier and Hanson, 1984). one by one. The aim of this part of research This method was used to evaluate the was to evaluate positive and negative features intensity of pedestrian movement along of the observed area. The results of this more the studied paths in different periods extensive study were used to examine the state of the day. The research was done at of the selected paths that were our object of the Faculty of Architecture, University interest. Here is what we found. of Belgrade, within the master studio UrbanLAB, coordinated by Assist. Based on the set criteria, from the aspect of Professor Aleksandra Djukic. safety Milesevska St. was characterized most positively, and Maksima Gorkog St. most • A method of detailed analysis of ground negatively; from the aspect of accessibility floor activities. The aim of this study was Njegoseva St. was characterised most to establish the relationship between the positively, and Cara Nikolaja II St. most intensity of pedestrian movement and negatively; from the aspect of legibility the character defined by activities and Njegoseva St. was characterized most contents on the ground floor of buildings positively (no negative comments), and along the streets. This research was done Cara Nikolaja II St. most negatively; from within the master studio UrbanLAB the aspect of attractiveness Njegoseva St. was coordinated by Professor Djukic. characterized most positively (no negative comments), and Maksima Gorkog St. most • The method defined by Jan Gehl (Gehl et negatively (no positive comments); from al., 2006; Tan, 2006), and related to the the aspect of liveliness Njegoseva St. was
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Fig. 12. Public Space Quality in the Territory of Vracar According to Safety Criteria Source: Faculty of Architecture, 2010
Fig. 13. Intensity of Pedestrian Movement from 4pm to 5pm Source: Faculty of Architecture, 2010
226 Đukic A. et al. Walking as a Climate Friendly Transportation Mode in Urban Environment
characterized most positively (no negative Measurements were conducted on workdays, comments), and Cara Nikolaja II St. most four times a day. In the morning from 8 am negatively (no positive comments). It is to 9 am, when local inhabitants perform assumed that the reason for such results is activities such as going to work or school or the recent reconstruction of Njegoseva St, grocery shopping; from 11 am to 12 noon, which provided for wider sidewalks, lower which coincides with the end of school hours frequency of vehicle transport, activation of for elementary school students, recess for contents on the ground floor of buildings. high school students and a lunch break for On the other hand, Maksima Gorkog and the employed (this period also coincides Cara Nikolaja II Sts. have extremely frequent with the start of working hours of cafes vehicle transport, narrow sidewalks, intense and restaurants); in the afternoon, from 4 pollution, discontinued sections of street pm to 5 pm, when local inhabitants come fronts, both vertically and horizontally. back from work; and from 7 pm to 8 pm, This part of research highlighted the general in the so-called evening hours. The results condition by which we can define guidelines showed that pedestrian movement was most and recommendations. Further research frequent from 4 pm to 5 pm if we observe the examined the situation along the observed entire polygon where measurements were streets in more detail. conducted. On the other hand, from 7 pm to 8 pm the number of pedestrians was at its The next part of research aimed at determining lowest. Another conclusion is that there are the actual use of identified paths by analyzing differences along paths relative to the intensity the frequency of pedestrian movement on a of pedestrian movement or the phenomenon daily basis (Đukić and Vukmirović, 2009). of discontinuity. This analysis was conducted by using the Space Syntax method. The results of this research Further research led toward the establishment revealed certain unevenness in the frequency of correlation between pedestrian movement of pedestrian movement, both with respect to and characteristics of the pedestrian different times at which measurements were environment (Vukmirović, 2010b). Therefore, conducted, and with respect to concrete parts further investigation encompassed an analysis of the identified path (Fig. 13). of activities on the ground floor of buildings
Fig. 14. Segment of Street Fronts in Maksima Gorkog and Milesevska Streets Source: Association 5km/h Belgrade
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on the observed path, with a focus on the greatest intensity of pedestrian movement, diversity of activities, their density on certain the sidewalk width varies from 1.5 m to 2.0 parts of the path, and characteristics of shop m. The conclusion is that it does not match fronts and entrances, i.e. transparency. the actual and expected intensity of pedestrian movement. Makisma Gorkog St. has not Content analysis provided for certain yet been reconstructed and the state of the correlations between frequency of pedestrian pavement is very poor. Along Milesevska St., movement in the observed period, content the sidewalk width was around 1.5 m. This attractiveness and its disposition along width was measured between the parked cars the paths. The analysis demonstrated that and the facade of buildings. The sidewalks are the frequency of pedestrian movement is not reconstructed and they are in very poor proportionate to the number of activities, condition. Njegoseva St. was reconstructed i.e. their density and diversity in specific and totally transformed in 2008. The sidewalks segments of the investigated streets. Besides, were extended; the new pavement with an a greater frequency is observed during the informative character was created. The width afternoon, from 4 pm to 5 pm. This period of the sidewalks varies from 3.0 m to 6.0 m. is considered as the most frequent, when This is a positive feature considering the the employed are coming back from work, physical aspect, but the lack of activities along while other inhabitants spend their time in the street contributes to the low intensity of the open. Important differences with respect pedestrian movement. to certain segments of the paths are observed in the early morning and evening hours. This 6. Discussion is especially the case in areas characterised by density of cafes and restaurants on one hand, Based on the analysis and assessment of the and zones with facilities that are closed in the current situation in the territory of Vracar, evening hours on the other. From 11 am to 12 elements which encourage intense pedestrian noon there is higher frequency of pedestrian movement in the study area were identified. movement in the areas close to schools. In addition, problems and obstacles that negatively affect the choice to walk as a mode The analysis also considered shop windows of transport were recognized. and entrances, i.e. transparency and direct linkage between activities on ground In order to improve this situation and to floors of buildings and open public space. motivate more people to walk, the following Same as above, the intensity of pedestrian alterations are envisaged: movement was higher along fronts at which shop windows were less distant and occupy • implementation of a new street regulation larger surfaces. This was particularly visible along the paths that citizens have during evening hours, when the transparency characterised as unsafe and inaccessible; of protective curtains was observed. • establishment of continuity with respect With respect to characteristics of sidewalks, to the vertical and horizontal regulation the width and quality of pavement was along the identified paths; analyzed along the paths of interest. Along Makisma Gorkog St., characterized by the • anticipation of the measures for
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stimulation of attractive activities and Acknowledgments their even distribution along the paths, which would allow for proportional use The study was done within the research projects of space during all periods of the day; TR36035: Spatial, Ecological, Energy and Social Aspects of Urban Development and Climate • enlargement of shop window surfaces in Change – Interactions, and 177009: Modernization order to achieve greater contact between of Western Balkans, which was funded by the activities in buildings and open public Ministry of Science and Technology of the spaces, and Republic of Serbia.
• provision of new and more transparent References types of protective curtains to stimulate pedestrian movement during evening Bazik, D. 2006. Kvalitet javnih gradskih prostora. Lična hours. karta I dela predmeta Oblikovanje gradskih prostora The above-mentioned measures and recom- [Quality of public space. Identity card of the 1st part of mendations would result in: the course Public space design]. Faculty of Architecture, Belgrade. Available from internet:
• better quality of life in Vracar. Economist Intelligence Unit. 2009. European Green City Index. Munich: Siemens AG. 99 p. To achieve the above-mentioned improvements it is necessary to integrate ECMT. 2003. Cutting Transport CO2 Emission. Paris: OECD. 24 p. them into the guidelines of urban plans and projects, to ensure public participation and Gehl, J.; Johansen, L.; Reigstad, S. 2006. Close encounters education of citizens, local authorities and between buildings, Urban Design International 11(1): 29-47. experts in the field of urban planning, design and transportation. Grad Beograd. 2005. Konkursna dokumentacija za izradu Saobraćajnog master plana (SmartPlan), Beograd: Grad Beograd. [Tender documentation for the preparation of Transportation master plan (SmartPlan), Belgrade: City of Belgrade]. 6 p.
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Hillier, B.; Hanson, J. 1984. The Social Logic of Space. BUDUĆI IZAZOVI U MOTIVISANJU London: Cambridge University Press. 276 p. GRAĐANA DA KORISTE PEŠAČKO KRETANJE KAO ODRŽIVI VID Krstić-Furundžić, A.; Đukić, A. 2009. Chapter XV: Serbia, in European Carbon Atlas: Low Carbon Urban Built TRANSPORTA: STUDIJA SLUČAJA – Environment. Cardiff: The Welsh School of Architecture, GRADSKA OPŠTINA VRAČAR Cardiff University: 156-170. Aleksandra Đukic, Milena Vukmirović
Stojkov, B. 2008. City of Belgrade Development Strategy. Sažetak: Veliki procenat emisije CO2 (ugljen Belgrade: PALGO Centar. 219 p. dioksid) u Srbiji potiče od saobraćaja. U poslednje dve decenije evidentirano je povećanje Stupar, A.; Đukić, A. 2009. Unplanned Settlements, (Un) broja privatnih automobila, za razliku od broja expected Problems: Green” Solutions for Low Carbon korisnika ekološki prihvatljivih vidova saobraćaja. Serbia. Porto: ISOCARP. 9 p. Cilj rada predstavlja prikaz pristupa za poboljšanje fizičkog aspekta otvorenih javnih gradskih Tan, E. 2006. What the Pedestrians Wants, NovaTerra prostora, čime se teži povećanju saobraćaja koji 6(1): 31-35. ne utiče negativno na klimatske promene, a fokus je stavljen na pešačko kretanje. Istraživanje je Vukmirović, M. 2010a. Projekat: Napravi korak-Unapredi sprovedeno korišćenjem tri metoda: posmatranje okruženje, Rezultati anketiranja građana Vračara. Beograd: intenziteta pešaka u različitim periodima u Udruženje “5km/h” [Project: Make a Step – Improve the toku dana, anketiranje građana i vrednovanje Environment, Results of the citizens of Vracar survey. kvaliteta neposrednog pešačkog okruženja. Belgrade: Association 5km/h]. 21 p. Na osnovu sprovedenih analiza dobijene su tri vrste rezultata: koncentrecija pešaka duž glavnih Vukmirović, M. 2010b. Public Space Design as a Stimulator uličnih poteza, stav građana u odnosu na pešačko for Movement of Pedestrinas, in Proceedings of the 15th kretanje i utvrđivanje elemenata koji doprinose International Conference on Urban Planning and Regional njegovom povećanju i ritam, transparentnost i Development in the Information Society, “REAL CORP 2010”: raznovrsnost aktivnosti u prizemljima objekata. 1213-1217. Doprinos istraživanja ogleda se u kombinovanju različitih istraživačkih metoda i tumačenju rezultata u cilju usmeravanja budućih istraživanja i kampanja na temu ekološki prihvatljivih vidova saobraćaja u urbanom okruženju.
Ključne reči: emisija CO2, saobraćaj, pešačko kretanje, javni gradski prostor, ulični frontovi, Beograd, Vračar.
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