D.6.1. – Materials for the site visits in (AT) and Bolzano (IT)

Project: Transport Learning Contract number: IEE/10/274. SI2.589418

Type of report: Deliverable http://www.transportlearning.net

Report date: 20/11/2012 Status of Deliverable: FINAL

Duration: 32 months

Project coordinator: Veronica Schemien, Technische Universität Dresden (TUD)

Author: Benjamin Auer, Ökoinstitut Südtirol/Alto Adige

Co-Author: Julia Zientek, FGM/AMOR

Quality check by: O’Dolan, Catriona, Edinburgh Napier University

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Legal disclaimer: The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that may be made of the information contained therein. Transport Learning is co-funded by the European Union under the Intelligent Energy Europe programme.

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Table of contents Table of contents ...... 4 1. About the project TRANSPORT LEARNING ...... 5 1.1 The TRANSPORT LEARNING consortium ...... 5 2. Site visit in Graz: Creating a sustainable urban mobility ...... 6 2.1 Agenda...... 6 2.2 Case studies ...... 7 2.2.1 The Mobility Centre in Graz ...... 8 2.2.2 Shared Space ...... 10 2.2.3 The public transport system in Graz ...... 12 2.2.4 The bicycle policy in Graz ...... 15 2.3 Logistics and information about the site...... 20 2.3.1 Travel information ...... 20 2.3.2 Venues and accommodation ...... 21 2.3.3 Additional information ...... 23 3. Site visit in Bolzano ...... 26 3.1 Agenda...... 26 3.2 Case studies ...... 27 3.2.1 Planning and implementing a corporate cycling system ...... 27 3.2.2 School streets: an effective approach of managing traffic in school areas ...... 34 3.2.3 Guided bicycle tour ...... 35 3.3 Logistics and useful information ...... 38 3.3.1 Travel information ...... 38 3.3.2 Venues and accommodation ...... 40

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1. About the project TRANSPORT LEARNING TRANSPORT LEARNING – Empowerment of practitioners to achieve energy savings in urban transport – started in May 2011 and is a 32 month project supported by the European Commission within the Intelligent Energy Europe programme. TRANSPORT LEARNING aims to create knowledge and capacity on sustainable transport policies and measures in municipalities and energy/ management agencies of Europe’s convergence regions. It further aims to strengthen market activities on sustainable transport by integrating them into the business portfolio of energy/ management agencies, thereby supporting regions which are catching up economically. The project aims to reach a wide audience, creating a large-scale impact and in the long- term safeguarding ongoing training and education on sustainable transport. In order to achieve this, TRANSPORT LEARNING creates and implements its training and site visits and exploits its outputs for a long-term impact. It will realise:  64 2-day training modules on topics mirroring the needs of the trainees in Bulgaria, Spain, Greece, , Italy, Poland, Portugal and Romania; to a minimum 650 participants;  Mini-projects (practical training projects) resulting in a minimum of 170 projects being successfully carried out;  Site visits for politicians and decision makers in order to support trainees’ actions and sustainable transport generally in the convergence regions;  Integration of training materials into academic and training courses to ensure long-term impact on students and working professionals;  Website providing information, news, e-Learning platform, Online Training Resource Centre and all outputs of the project in 9 European languages.  Through all these measures TRANSPORT LEARNING will substantially contribute to energy- savings in transport by creating the required knowledge and capacity to work effectively in the field of sustainable transport.

1.1 The TRANSPORT LEARNING consortium

Coordinator: Technische Universität Dresden (DE) Partners: Ecoinstitute Alto Adige (IT) Municipality of Krakow (PL) Eco-union (ES) ANEA (IT) Edinburgh Napier University (UK) OCCAM Ltd. (PT) Energiaklub (HU) ATU (RO) Energy Agency of Plovdiv (BG) University of Maribor (SI) FGM – AMOR (AT) University of Piraeus, Research Center (EL) GEA 21 (ES) University of Žilina (SK)

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2. Site visit in Graz: Creating a sustainable urban mobility

Over two days, the city of Graz will demonstrate best practise of several aspects of sustainable urban mobility, such as: speed-limits, speed-controls, Shared Space, the mobility centre, alternative fuelling of public transport, mobility management for kindergarten and schools and more, depending on the specific interests of the participants. A proposed agenda is given below.

2.1 Agenda

Time – Day 1 Programme Organisation

9:00 – 9:30 h Informal meeting of all participants

9:30 – 10:00 h Welcome and introduction to the site AMOR

Welcome by the Head of mobility department of 10:00 – 10:30 h City of Graz the City of Graz. Press coverage.

10:30 – 11:30 h Visit to the Mobility Centre AMOR

11:30 – 11:45 h Coffee break

11:45 – 13:15 h Shared Space in Graz – Sonnenfeldplatz AMOR

13:15 – 14:30 h Lunch break

Public transport in Graz (barrier free transport, 14:30 – 16:00 h AMOR information system, PT network, tariff system)

16:00 – 16:15 h Coffee break

16:15 – 17:00 h Sum-up of day 1. Questions. AMOR

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Time - Day 2 Programme Organisation

9:00 – 10:30 h Bicycle Policy in Graz City of Graz

10:30 – 10:45 h Coffee break

10:45 – 12:30 h Cycling tour in Graz AMOR

12:30 – 13:30 h Lunch break

13:30 – 14:30 h Final discussion and sum-up AMOR

14:30 – 15:00 h Evaluation AMOR

Stakeholders to be involved in the site visit:

 City of Graz: o Head of Mobility Office DI Martin Kroißenbrunner o Cycling Officer Helmut Spinka  Mobility Centre: o Angelika Prügger  AMOR o Claus Köllinger

2.2 Case studies

In this chapter, background information on the different topics covered in the site visit are provided. These are:  The Mobility Centre  Shared Space concept in practice  The public transport system  The bicycle policy

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2.2.1 The Mobility Centre in Graz

The first Austrian Mobility Centre Mobil Zentral (MZ) was established in Graz in 1997. The MZ offers information and advice on public transport like tariffs and timetables including reservation and sale of tickets. In addition, information on other sustainable modes of transport like bicycle and pedelec rental or car sharing are also available from MZ.

Background & Objectives The aim of Mobil Zentral is to make travel information, easily available and bring together services of the various companies and institutions in the region. In doing so, the centre provides the opportunity of saving money and providing a much better service - i.e. shorter waiting periods, longer opening hours, more information, additional services and this for the whole range of mobility options.

Implementation Apart from free timetables and tariff information, MZ offers:

 information and advice concerning reductions, free fares and special trains or busses and an independent comparison of tariffs  Information on special offers made by the city, province and the Styrian Traffic Association (e.g. evening collective taxi, special exhibitions)  Information and advice on using alternative modes to the private car  Sale of tickets and accessories  Planning of trips and excursions with public transport  Professional and effective handling of complaints  General and individual mobility advice e.g. travel information for tourists or participants of congresses

The mobility centre operates from 7 a.m. to 7 p.m. on weekdays and from 9 a.m. to 1 p.m. on Saturdays. In the long term this customer - oriented service, in addition to the ecological benefits, has led to a noticeable increase in ticket sales for PT companies. Moreover, the work of the mobility centre contributes to reduce costs resulting from car traffic by changing travel behaviour. These reductions regard infrastructure costs as well as indirect costs caused by car traffic, such as accidents, noise, emissions. 10 people are now employed by the mobility centre and have received special mobility consultant training by AMOR. Their training is continuously renewed in order to improve the service and to integrate new services. Since 2004 the staff of Mobil Zentral work in an office alongside the Graz public transport company and have about 200 m2 of office space located at the most important interchange of the city, which is used by over 100.000 people every day. Mobil Zentral is equipped with 8 call centre workstations with modern telephone equipment and 4 personal advisory counters. The number of customers coming directly into the office is up to 5000 per month and the number of calls is up to 4000 per month. Demand for information is continually rising and the customers are very satisfied with the service. Mobil Zentral is run by AMORr by order of the Styrian transport association (Steirischer Verkehrsverbund) and financed by the city of Graz, the province of and the styrian transport association. Since 2004 the ÖBB Postbus AG is also a part of the financing body alongside other transport companies which make their contribution to that. In general, this

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MATERIALS FOR SITE VISITS example shows the success story of a mobility centre that is very well accepted by both customers and financing partners.

Figure 1: The 300.000th customer of the Mobility Centre receives a mobility voucher worth 200 EUR.

Further information Author: Ingrid Briesner, FGM-AMOR www.mobilzentrale.at

Source www.eltis.org

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2.2.2 Shared Space

The Shared Space project in Graz was the first such concept to be implemented in an Austrian city. It was inaugurated in October 2011.

Background & Objectives

Shared Space is an urban road design and planning concept aimed at integrated use of public spaces by improving traffic-dominated public road space .The underlying philosophy assumes that the traffic space is over-regulated, as manifested for example, in the proliferation of traffic signs. Instead of the dominant position of motor traffic, the aim is to create a balance between traffic as a whole and social life. Shared Space is based on the idea of mutual understanding and sharing the road space, by bringing kerbs and limiters down to road level and by operating without traffic lights, signs and lane markings with the right of way continuing to apply. The aim of these measures is to create intentional uncertainty, forcing road users to view the road space depending on the specific situation, among other things by establishing eye-contact with other road users. At the same time, the existence of motorised and non-motorised traffic is considered as necessary.

This planning model was masterminded by the Dutchman Hans Monderman in the 1990s and is applied all over the world today. To quote Hans Monderman: “The structure of the space determines behaviour”. The layout and design of the setting, the traffic space, should enable the road user to recognise for him-/herself how to behave.

Implementation

The general refurbishment of the place “Sonnenfelsplatz” was an urgent necessity. A frequency of 15,000 cars per day, 3,400 pedestrians in peak periods and 640 cyclists/hour used this area.

The planning of the first Shared Space square in Graz was performed by means of an innovative planning and participation procedure, a “Charrette” - a team-based concentrated, interdisciplinary planning process with active public participation. A team of planners consisting of architects, civil engineers and sociologists drew up a harmonised draft plan with citizens, stakeholders, politicians, transport companies and local authorities. In order to conduct the process, premises were rented nearby the planning area so that the planning team was able to work on this project on site. This active, transparent co-operation very quickly led to a draft plan for redeveloping Sonnenfelsplatz in one week, that met with broad consensus among citizens and stakeholders. The procedure demonstrated that it is possible to shorten the draft planning stage considerably and, at the same time, achieve optimum participation of the public and key stakeholders.

With a public participation process it is not possible to reach all road users. The 'square' must speak for itself and influence the behaviour of all road users, including also those unfamiliar with Shared Space. For this innovative planning process “Charrette” the City of Graz and the planning team was awarded with an ÖGUT prize 2011 for participation and civic society’s involvement.

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Shared Space and mobility-impaired people

Shared Space can sometimes be problematic, particularly for people with disabilities, specifically visually impaired people and blind people, because Shared Space is based upon interaction and eye-contact. This problem can be remedied with the aid of a tactile guide system and high-contrast surfaces integrated into the plan. The production of tactile plans available for all visually impaired people and training with mobile trainers are essential. Special mention should be made of the extremely positive opinion of visually impaired people regarding the draft. Wheelchair users, welcomed the new concept, in particular the removal of kerbs, as they usually have to make lengthy detours to avoid them. All of these interests and needs must be taken into account from the outset in the integrated planning process.

It is assumed that people respond better to suggestions regarding space than to prohibitions. By removing the clear-cut division of traffic space, the aim is to give rise to a new sense of space that takes different aspects of urban planning into account. This will lead to new possibilities with regard to interaction between people, for example. Not regulating the space by means of separate traffic areas, ground markings and traffic signs provokes a subjective uncertainty in the road user, resulting in increased attention and perception and more social behaviour. Uncertainty leads to slower, appropriate driving speeds and, at the same time, to improved accident statistics (no serious accidents).The non-car-oriented design of the space and the greater mix and seating facilities lead to an improvement of spatial and social qualities and to longer dwell time, which means greater quality of life. The newly created space offers room for cafés, invites people to stroll, and offers an attractive shopping environment for the retail trade.

The Shared Space project in Graz was part-financed by the European Union under the INTERREG IV-C Programme - PIMMS transfer.

Figure 2: Graz Sonnenfelsplatz.

Further information Author: Heike Falk, City of Graz www.stadtentwicklung.graz.at/cms/ziel/2858443/DE/ www.pimms-transfer-eu.org/

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2.2.3 The public transport system in Graz

Barrier-free mobility While all Holding Graz Linien busses already offer barrier-free access, only half the tram fleet in Graz is equipped with barrier-free carriages. With the purchase of 14 new low-floor vehicles and the successive acquisition of 31 further trams, Holding Graz Linien will be 100% barrier-free within the coming years. However, until then “barrier-free-info” on all information points, financed within the framework of the EU-project Trendsetter by the City of Graz, the province of Styria and the Grazer Stadtwerke (local public transport operator) represents an innovative service for wheelchair users, people with a pushchair and older passengers.

Holding Graz Linien, the Graz public transport operator, strives to make public transport even more attractive. For this reason, passenger information at bus and tram stops and stations within the municipal area of Graz have been adapted to the needs of people with reduced mobility. The information display at each tram and bus station display the letter "N" or a wheelchair symbol respectively, to show if the particular vehicle (tram/bus) is a low-floor vehicle and accessible in a barrier-free way. This facilitates the planning of the trip, especially where wheelchair users, people using a walking frame, carrying heavy luggage or passengers with a pushchair are concerned.

Figure 3: Barrier-free Public Transport in Graz (Source: eltis.org)

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Real-time information Holding Graz Linien, as an innovative transport operator, uses the computer-assisted Intermodal Transport Control System (ITCS). Data from ITCS are made available to customers in order to make public transport more attractive: Real-time passenger information points at many stops and stations display the real departure times of the next vehicle, thereby enabling passengers to plan their trip in an optimal way.

Public Transport network Graz has a very well developed and dense public transport network. There are six regular tram lines and many bus lines in the city, leading to a network of about 65 km of tram lines and 250 km of bus lines. In addition, the public transport operator in Graz, Holding Graz Linien, operates a funicular railway to get to the Schlossberg, one of the major sights in Graz.

Friday nights, Saturdays nights and at the evenings before bank holidays, a special night service operates in Graz. These night busses are used by young people in particular.

During recent years, the public transport network has been steadily extended. The latest investment is the south-west expansion to Graz-Don Bosco. In 2013, the Nahverkehrsdrehscheibe Graz Hauptbahnhof (transport hub Graz main station) will be opened. The entrance to the main station was revamped, and from 2013 on, trams can drive into the underground train station. Thus, buses and trams operating in Graz will be better linked to long-distance trains going to , Salzburg, Innsbruck and other (inter)national destinations.

Figure 4: The network of public transport in the city of Graz. Source: Holding Graz Linien (www.holding-graz.at).

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Figure 5: Rendering of the new public transport hub in Graz. Source: www.kleinezeitung.at.

Integrated tariff system

Innovative ticketing systems allow customers easy and fast access to public transport in Graz. Public transport tickets are available via mobile phone (handy ticket), at ticket machines on the trams as well as at a large number of smaller shops, mobility centres and other sales points.

To make travelling as comfortable as possible, a very smart tariff system is used. Passengers who travel occasionally can choose from tickets for 1 hour or for 24 hours. The direction of travel does not matter and changes from one vehicle to another are permitted.

For those who want to use public transport regularly, for example for their commute to work, monthly and yearly passes / tickets are available. A public transport pass which is valid for one year costs 365 EU (1 EUR a day). Reduced fares are offered to students, senior citizens, people with reduced mobility as well as people with low income. So called Sozialtickets (Social tickets) target people with an income far below average.

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2.2.4 The bicycle policy in Graz

Bicycle parking and theft prediction The construction of bicycle parking facilities improves conditions for cycling. High quality parking facilities are characterised by the following criteria:

 Ability to lock bicycle to stand  Parking space  Securing a stable stand  Accessibility  Barrier-free access  Shelter  Lighting and visibility  Cleaning and maintenance  Consideration of special vehicles  Service facilities

The City of Graz has constructed a series of new bicycle parking facilities during recent years. Continuous monitoring and evaluation (for instance by counting the number of bicycles at bike racks) has been implemented by the City of Graz. In this way, decisions about the location and the number of new bicycle racks are made.

Figure 6: Temporary bicycle parking facilities in Graz (Source: ARGUS Steiermark)

Figure 7: Good and worst practise examples for bike parking facilities (Source: www.bicy.it)

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Bicycle network and signposting In Graz, 13 main bicycle routes have been defined, connecting the regional capital directly and efficiently with the surrounding municipalities. This has enabled the definition of a greater bike path network that is comparable to highways for cyclists.

Background & objectives Due to mounting problems caused by individual motorised traffic, the province of Styria consciously decided in 2007/2008 to focus on bike traffic. In addition to marketing and improving the image of cycling, cycle training for children and a survey to determine the satisfaction of cyclists were implemented with the aim of improving the cycling infrastructure step by step. 13 main bike routes have been defined and new and innovative signposting of these routes allows cyclists to navigate without a map along a network designed to integrate routes for work, leisure and shopping as well as providing an optimal connection between the city centre, suburbs and the surroundings.

Implementation In 2003 the planning of 13 new main bicycle routes was carried out by a group consisting of the State of Styria, the City of Graz, the working group for environmentally friendly urban traffic (ARGUS), surrounding municipalities of Graz and Austrian Mobility Research. Criteria for a later selection of the main routes were defined in a workshop. These are:

 Prioritisation  Freedom at intersections  Avoidance of mixed traffic  Barrier-free  Lack of conflict points  Safety  High demand potential and utilisation frequency  Quickest connection between two points.

Furthermore the routes should:

 Serve both everyday bicycle traffic, like work, school, leisure and shopping traffic, as well as tourist bicycle traffic  Fulfil the function of being a connection between the city centre, suburbs and surrounding municipalities  Be recognisable throughout, without a city map (guidance system)  Be easily accessible, which requires good road conditions, prevention of detours and compliance with a series of technical criteria  If at all possible, to have the same course in both directions

While defining the main routes, attention was paid to choose routes along already existing infrastructure, so that it could be used by the cyclists immediately and wouldn’t depend on the success of new construction projects.

The main routes have priority where maintenance is concerned, are cleared quickly from snow and ice during the winter months and are optimised gradually. To draw the attention of the public to these routes and to increase the visible presence of bicycle traffic in the City of Graz and the neighbouring surroundings, a new and concise guidance system was developed together with ARGUS. The installation of the new guidance system along the 13

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MATERIALS FOR SITE VISITS main bicycle routes started in October 2008. In addition, these new main bicycle routes will be included in the new edition of the bicycle map from Graz that will be published in April 2009.

Conclusions By upgrading the new main bicycle routes the bike is further promoted as an alternative to the personal car. Moreover, it is a signal that bikers are not simply tolerated but strongly desired in Graz.

Further information

Author: Günther Illek, FGM-AMOR www.eltis.org

Figure 8: Main bicycle routes in Graz (Source: FGM-AMOR)

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Bicycle map

A bicycle map displays the main bicycle routes as well as other bike lanes in Graz. The bicycle map is disseminated by the City of Graz, e.g. every new household moving to Graz receives one map.

Figure 9: Bicycle map, Graz – inner city (Source: FGM-AMOR)

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Cycling tour

Starting point: Graz Mariahilferplatz

Stops at:

 Sigmundstadl – Rebikel (innovative bike shop)  Keplerbrücke: Mobile bicycle parking facilities  Bicycle (socio-economic bike shop)  Hauptbrücke (crossing the river)  Augartensteg (cycling in parks)

End point: FGM-AMOR

Figure 10: Mobility campaign in Graz – Postcard (Source: graz.radln.net)

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2.3 Logistics and information about the site

All participants will be given detailed information and useful materials on the venues and the city before and during their visit.

2.3.1 Travel information

By train Graz can be conveniently reached by train (ÖBB - Austrian Rail). The connection Vienna - Graz is served hourly. You can easily reach our office from the main train station by taking the trams with the numbers 3, 6, or 14. Get off the tram at the stop "Jakominiplatz".

Timetable of ÖBB (Austrian Rail): www.oebb.at

By airplane There are numerous international flight connections to Graz Thalerhof airport every day. The airport is located about 10 km outside the city centre. Shuttle buses bring you from to Graz Jakominiplatz. The journey takes approximately 30 minutes.

To get to the city centre (Graz main station or Jakominiplatz):  Taxis: Outside the terminal – at the arrival area  Public bus: Busses from Graz Airport to Graz Jakominiplatz (Central Transfer Point). The bus stop is outside the passenger terminal, right next to the arrival area. The price for a one-way trip is EUR 1,90.  Train: Trains from Graz Airport to Graz main station. The train station is 300 m away from the airport. The price for a one-way trip is EUR 1,90. Timetable of trains and busses: http://www.flughafen-graz.at/home/an_abreise_uebersicht/fahrplan1.php

By car Graz can be reached by car by taking the A9 motorway from Salzburg or , or the A2 motorway from Vienna or Carinthia. The most convenient way to continue your journey would be to park your car at one of the Park&Ride stops (Webling - motorway loop or Eastern train

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MATERIALS FOR SITE VISITS station "Ostbahnhof"), take public transport to the city centre and get off at the stop "Jakominiplatz."

For more information about the Public Transport in Graz please visit http://www.verbundlinie.at/lang/en/

2.3.2 Venues and accommodation

Start of the Site Visit: Conference rooms of FGM-AMOR

The site visits start and end at the conference room of FGM-AMOR.

FGM - Forschungsgesellschaft Mobilität AMOR - Austrian Mobility Research Schönaugasse 8a 8010 GRAZ Phone: +43 / (0)316 / 810451 – 76

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Hotel recommendation

AMEDIA HOTEL GRAZ**** Conrad-von-Hötzendorf-Strasse 60 A-8010 Graz

Tel.: +43 (0) 316 24555 0 Fax: +43 (0) 316 24555 900 eMail: [email protected] http://www.amediahotels.com/cms/index.php?article_id=27&clang=0

How to get to the hotel

FGM-AMOR

AMEDIA HOTEL GRAZ

The hotel is located approximately 900 metres from FGM-AMOR, nearby Graz Fair (Messe Graz). You can either walk or take the tram no. 4 or 5. The tram station in front of the hotel is called “Jakominigürtel/Messe”. By tram you will reach the Jakominiplatz in 5 minutes (Direction: Andritz)

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2.3.3 Additional information

Public Transport – Tickets We recommend buying a “Graz 3-Day Ticket” for the public transport in Graz. The ticket gives you three days of travel from the time of validation on all public transport in Graz (fare zone 101). Fare zone 101 includes:  all city public transport with single- and double-digit route numbers (busses, tram)  S5 suburban railway line  regional buses 630/631 as far as Graz Airport

The ticket costs EUR 10,90 per person. We will arrange the sale of the tickets for you. If you wish to buy a ticket, please give us this information (see participant list). We will hand out the tickets to you at the beginning of the conference.

Rental bike If you wish to explore the city by bike, please visit www.grazbike.at

Figure 11: Source: www.kleinezeitung.at

What to do in spare time

With around 255.000 inhabitants, Graz is the second largest city in (after Vienna) and the capital of the Province of Styria. Graz is located at the intersection of west and south-east Europe, about 60 km from the Slovenian border. 4 universities and 40.000 students are

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MATERIALS FOR SITE VISITS located in Graz. This year, the city was awarded UNESCO City of Design. In 2003, Graz was the European Capital of Culture.

The most popular sights / places of interest in Graz which you should not miss:

 Armoury (32.000 historical arms and military equipment)  Botanical Gardens (special because of its "extra-terrestrial" architecture)  Burg/Double Spiral Staircase (traces on the residence of the Habsburgs in Graz)  Cathedral (Emperor Frederick III erected the church together with his new residence in Graz)  Clock Tower / Schlossberg (medieval tower, castle on the hill)  Hauptplatz (centre of public life)  Kunsthaus Graz (spectacular architecture, hosting exhibitions of contemporary art)  Mausoleum (resting place of an emperor)  Murinsel (island in the river Mur)  Schloss Eggenberg (palace is used for cultural events)

Murinsel

The Murinsel (German, literally Mur island) in Graz, Austria, is actually not an island at all, but an artificial floating platform in the middle of the Mur river. This landmark of Graz was designed by New York artist Vito Acconci on the occasion of Graz becoming the 2003 European Capital of Culture. The building in the form of a giant sea shell measures 50m in length and 20m in width. Two footbridges connect it with both banks of the Mur. The centre of the platform forms an amphitheatre. Below a twisted round dome there is a café and a playground. The Murinsel is built for a maximum number of 350 visitors.

Kunsthaus Graz

The Kunsthaus Graz, Grazer Kunsthaus, or Graz Art Museum was built as part of the European Capital of Culture celebrations in 2003 and has since become an architectural landmark in Graz, Austria. Its exhibition program specialises in contemporary art of the last four decades. Architecture, design, new media, internet, art, film, and photography are united under one roof. Kunsthaus Graz was developed as an institution to stage international exhibitions of multidisciplinary, modern and contemporary art from the 1960s to the present day. It doesn't collect, maintains no permanent exhibitions, has no permanent depot at its disposal and no research establishments. Its exclusive purpose is to present and procure contemporary art productions. Kunsthaus Graz implements an innovative concept, which offers various possibilities in its galleries to fulfil the high curatorial requirements of contemporary exhibitions.

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For more information about Graz visit http://www.graztourismus.at

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3. Site visit in Bolzano

Bolzano is an internationally known beacon for its Corporate Cycling system, which was developed and implemented to quickly increase the modal share of cyclists. This, together with all the policies adopted, will be the focus of the site visit.

3.1 Agenda

Time Programme Stakeholders

9:00 – 9:30 h Welcome and introduction to the site Ökoinstitut

9:30 – 10:45 h Welcome by city councillor / head of mobility Ökoinstitut, office. Presentation on cycling policy. Press Municipality coverage 10:45 – 11:00 h Coffee break

11:00 – 12:30 h Session on Corporate Cycling (presentation & Ökoinstitut, Helios workshop with Helios) 12:30 – 13:30 h Lunch break

13:30 – 14:00 h Case study: School streets Ökoinstitut, Municipality 14:00 – 16:30 h Guided cycling tour of Bolzano Ökoinstitut, (Municipality) 16:30 – 17:30 h Final discussion and sum-up Ökoinstitut, (Municipality)

External stakeholders to be involved on the site visit:

 Municipality of Bolzano: Councillor Judith Kofler Peintner; Head of Mobility Office Ivan Moroder; Cycling officer Brunella Franchini  Helios (sustainable communication): Günther Innerebner  Urban police of Bolzano: Lieutenant Nives Fedel

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3.2 Case studies

In this chapter, background information on the different topics covered on the site visit are provided.

3.2.1 Planning and implementing a corporate cycling system

In 2001, the Municipality of Bolzano constructed a Masterplan aimed at designing a coherent cycling network on the basis of the mobility demand of its citizens. During the planning process, the existing infrastructure was combined with a new one in a structured way.

Figure 12: Traffic flows in the city of Bolzano were analysed in a detailed study before the network of

cycle lanes was planned (Source: Apollis, 2010).

The hierarchical structure of the coherent bike network in Bolzano consists of three elements, the so called “principal axis”, “secondary axis” and “streets with mixed traffic”.

The 8 principal axes connect the most important points of economic, residential and tourist attractions within the city in the most direct and fast way. They cross the whole city and connect several extra urban bike lanes and suburban areas. The quality standards are higher than those of other bike lanes: they are generally larger and have better safety provisions at junctions. Moreover, signage along the main axes enables easier orientation inside the bike network.

Figure 13: The principal axes are cycling lanes characterised by high quality standards. They are fast and direct routes with minimum interference with traffic or pedestrians, making use of dedicated bridges for example. Intersections with motorised traffic are designed in a way that makes them as safe as possible by ensuring high visibility.

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The secondary axes connect one or more principal axes. They are usually not as long as the primary axes and connect built-up areas, sports centres, recreational areas, parks etc. to the principal axes. Secondary axes also connect two or more primary bike lanes (cross- connections).

In most residential areas 30 km/h zones have been established, effectively allowing mixed traffic and a diffuse cycle network.

When developing a cycling network, the planning of parking areas for bicycles is essential: high quality parking areas lead more people to buy bicycles and consequently they promote bike mobility.

A “Bicycle Parking Plan” for Bolzano was developed, analysing where and how many bicycle parking areas were required, carrying out feasibility studies and setting out the kind of parking area as well as the relevant quality standards. For instance, it is important that bicycles can be locked at the frame and do not run the risk of being damaged by the design of the structure. Also being sheltered from rain is important, as well as being illuminated and visible to prevent theft.

Figure 14: Bicycle parking differs in aspect and quality. Careful decisions need to be taken in order to provide the right incentive for cycling.

Information and communication Information and communication help make citizens aware of the advantages of cycling. The target is to inform them about the existing bike mobility offer as well as the bike services, which helps create a bicycle friendly atmosphere. Information and communication can be a political and marketing strategy for improving the image of a city.

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In Bolzano, a bike mobility map was designed and printed after the new infrastructure had been built. The structure of the map was simple and easy to read.

Figure 15: Bike map Bolzano (front)

Figure 16: Bike map of Bolzano (back)

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Vertical sign posts were developed to improve orientation for those who are not familiar with a place.

Figure 17: Signage for cyclists in Bolzano.

Infopoints were located in strategic places and offer a detailed plan of the surroundings, connections to other bike lanes or the accessibility to the places generating most traffic. Infopoints can also be looked at as a “marketing tool” because they draw the attention of passers-by, car drivers and cyclists to cycling mobility.

Figure 18: Bicycle rental system and infopoints in Bolzano.

Marketing: The Corporate Identity

The first step for a successful and effective marketing campaign is the development of a Corporate Identity (CI). The CI must be unique, sensational and represent the product, in this case bike mobility. The logo, as a kind of self-explaining symbol, should be placed on all cycling relevant elements in the city (sign posts, infopoints, posters, advertising, internet, etc.). Like any other product, bike mobility also obtains an identity through the logo and the whole CI. The design plays an important role. Every information- and marketing element has to take into account both aesthetical aspects and appeal. The bicycle has to be positively perceived and get a positive image. For example, the logo should communicate:

 Easy identification of “bicycle” or “bike mobility”  Easy recognition  The idea of “speed”  An emotional attachment  Site-specific aspects (colours, shortcuts, etc.)

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In addition to the logo, a signature which is easy to remember should be developed. Writing as well as colours must be consistent with the logo. Under the signature, there should be a reference to the bike mobility of each city and everybody should be able to immediately identify what the signature tries to communicate.

Figure 19: The logo and signature of the Corporate Identity of Bolzano’s cycling system.

The Brand (logo + signature) should help create a unique product from bike mobility in a city. This product must be easily recognisable among the other means of transport, and this should happen on an emotional level.

Wallpapers and big prints Like any other product, bike mobility should use one of the most “classical” advertising media, the placard.

Placards can be hung in the whole city area and at a relatively low cost, if compared with the great number of target groups reached. As a matter of course, placards must be designed considering the corporate identity, the logo, the signature, the colours, etc. of the bike mobility to be represented on the placard. Again: the aesthetical aspect and the design communicated through the placard are of fundamental importance to improve the image of bike mobility. Placards can also be hung on public transport, for instance on buses or trams.

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Another possibility consists of production of so called “big prints”. Big prints are more expensive than “standard” placards. But the promotional effect is higher. Big prints can be installed on big house-walls or used as encasement for big construction works. Some examples from Bolzano:

Figure 20: Promotion print products in Bolzano.

The bike barometer Bolzano was one of the first cities in Europe where a “bike barometer” was installed. This tool can be considered as an instrument to raise awareness and to sensitise all cyclists in Bolzano. The barometer uses a specific sensor and counts all bikes in both directions along one of the most used bike paths. The display shows the total daily number of bikes as well as the total number of transits since the installation of the barometer. The bike barometer was a big success in Bolzano and in less than one year one million cyclists was reached. On that occasion, a big event involving politicians, the press, sponsors, etc. was organised.

Figure 21: The bicycle barometer in Bolzano.

Postcards and giveaways Postcards and giveaways were distributed in pubs, bars or restaurants, at events or whenever delegations from other cities visited the cycling system in Bolzano.

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Cinema spots and videos Another method for the promotion of cycling was the production of different cinema spots. The cinema spots in Bolzano are oriented to different target groups and topics, e.g. young people, safety, etc. New channels, like short videos on Youtube could also be a future way to draw attention to cycling mobility.

Measures for specific target groups General marketing activities are certainly meaningful, but it might be beneficial to integrate these with marketing activities aimed at specific target groups. Target groups can be commuters, employees, students, parents or tourists. In this case creativity is of fundamental importance and site-specific measures can be developed.

Figure 22: Postcard promoting the cycle to work campaign.

With regards to employees and commuters, marketing events like the project “Cycle to work” can be very useful. Moreover it is possible to develop and promote other feasible multimodal solutions, like P&R systems in combination with bike rental services, specific price offers for commuters, ticketing policies, parking services etc.

The effect of the cycling strategy in Bolzano The implementation of the cycling strategy brought about fundamental improvements for cyclists and led to a strong increase in trips being carried out by bike. The average modal share of cycling rose from 17,5% in 2002 to 29% in 2009.

It needs to be noted that this increase has not led to a significant change in the number of accidents involving cyclists (see figure below).

238 250 236 221 220 197 195 200 178

150 Number of accidentsIncidenti 100 involving cyclists

50 0 2004 2006 2008 2010

Figure 23: Number of accidents involving cyclists in Bolzano from 2004 to 2010.

Source: Municipality of Bolzano.

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3.2.2 School streets: an effective approach of managing traffic in school areas

School streets were introduced at primary schools for the first time in Bolzano in 1989. They consist of temporarily blocking traffic along streets usually very busy due to the presence of parents picking up their children from school. With the introduction of school streets kids safety is guaranteed, together with their transport autonomy and a relief on urban traffic. School streets are already an institution, that has proven to last, since they are part of a wider plan consisting of street education of both the environment and mobility.

Background & objectives One of the peculiarities of the Italian Street Code, in article nr. 7, is that it allows the road owner the disposal to block their streets, when required. In 1989, in order to tackle motorised traffic at the entrance of school areas, the first ordnance was born that stated the first transit prohibition of 30 minutes in 6 city streets. From the block were excluded categories like bicycles, public transport vehicles, taxis, residents, teachers and sellers. Since the traffic was still extensive, in 2002 it was decided to shorten the closure time to 15 minutes but instead widen the restriction so that only bikes, disabled means of transport and residents were permitted transit in those areas.

Figure 24: Images from the school streets in Bolzano. Source: Municipality of Bolzano.

Since then a various number of initiatives supported this innovative idea:  experiments on new blocked streets, then approved  in 2006 the number of school streets increased to 10  schools started asking for extensions and adjustments on scheduled closure time of school streets  speed limit of 30 km/h extended to school streets  regulations of street closure in a customised way (e.g. only in one direction)  children taking part in designing and creating their personal symbols on school street signs

Nevertheless school streets would not be so effective without the joint effort of urban police and grandfather vigilantes: the first with information campaigns and road education lessons in classrooms and the latter taking care of pedestrian crossings around schools (operating the opening and closing of school streets), aiding children to practise what they have learned at school about mobility, and generating a sense of trust with parents to allow their children to go to schools by themselves.

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Implementation The municipality of Bolzano in collaboration with the urban police and “grandfather” vigilantes adopted a strategy based on a series of steps in order to motivate children to get into the habit of travelling to school in a safe and autonomous way. In fact, while at the beginning of primary school correct pedestrian behavior is taught, before the beginning of secondary school, children create and draw their trips to school and learn how to use bikes and respect cycle signs. Every 2 years statistics on mobility modal split of children on their daily home to schools trips are published. Data from 2008 showed that, in Bolzano, 80% of pupils in primary schools go to school by public transport, on foot or by bike.

Conclusions In spite of 20 years since its introduction, school streets are still flexible to adjustments on scheduled times, number of schools and special requests of communities involved. This is the biggest sign of continuity and participation on the initiative of the urban police and the local municipality in order to promote low impact and an autonomous mode of transport for children.

3.2.3 Guided bicycle tour In order to illustrate the topics of the site visit to the participants, a guided bicycle tour will be carried out. In this chapter, the route and some of the main points along it are described.

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Route map

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Useful information for the stops along the route

Improvement of the situation (1, 2) In order to increase the safety of all road users and at the same time ensure that road traffic can flow, all over the city specific measures have been carried out: e.g. insertion of artificial curves, adding of speed reduction ramps, redesign of crossroads, etc.

Cycle paths for leisure (3) Some of the cycle paths in Bolzano run through green areas in proximity of the rivers. In particular, the yellow route forms part of the regional cycle path network and is heavily used by leisure cyclists travelling longer distances.

Bicycle roundabout (4) In the city of Bolzano, like in other parts of Europe, an increasing number of roundabouts for cars have been realised. This type of junction can be challenging for cyclists. To provide road safety and convenience, the first “bicycle roundabout” was realised in the southern district of Bolzano.

Bicycle bridges (5) Two rivers (Talfer and Eisack) run through the city: to cross the rivers bridges are necessary. These traffic infrastructures often cause problems for bicycles as they are relatively small and don’t provide enough space for realising bike lanes. In order to reduce conflicts with motorised traffic and guarantee the shortest routes for cyclists, new bridges have been built or old ones revitalised. Examples are the disused yellow railway bridge which gave the name to the yellow bike lane or the modern designed bridges in front of the Museum of Modern Art.

Bicycle counter (6) Within the VIANOVA project a bicycle counter was set up along a highly frequented bicycle lane nearby the city centre. This counter does not only show the total number of bicycles passing by since May 2006, but also the daily number of bikes in each direction.

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Info points and guidance system Along the bicycle paths and near the most important junctions some so called “Info Points” have been installed. These include information about the entire cycling infrastructure and all bike lanes of Bolzano, a detailed road map of the actual location and a separate site for news, marketing, etc. Furthermore a special system of road signs to guide bikes was implemented. The main bike lanes have different colours, like underground lines, and thus facilitate the orientation. All those measures have a corporate design and a unique logo implemented to motivate the cyclists and make them aware about a sustainable and clean urban transport.

Bicycle rental system (7) The rental service is located near the railway station. Bicycles can be hired at a low cost. The municipality is currently working on a new bicycle rental system.

3.3 Logistics and useful information

All participants will be given detailed information and useful materials on the venues and the city before and during their visit.

3.3.1 Travel information

Rail

Several direct EuroCity trains a day connect Bolzano to Innsbruck and Munich, as well as Verona and Bologna. Milan and Venice are easily reached with a change of trains in Verona. Please check the websites of www.bahn.com, www.oebb.at, www.fsitaliane.it to find all travel options, timetables and prices. Train tickets can be quite cheap if booked in advance (e.g. 29 € Munich-Bolzano, 19 €

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Bologna-Bolzano). In particular, www.bahn.com offers very competitive through tickets from many places in Europe.

Regional train services around Bolzano are frequent and generally reliable.

Air

If you choose to arrive by aeroplane, you will have to take a train from the city centre of the flight destination to Bolzano.

The nearest airports with a reasonable number of flights are, in order of convenience:

- Verona: frequent bus link to the train station, then regional or fast trains to Bolzano, takes between 2 and 3 hours (www.fsitaliane.it) - Bologna: frequent bus link to the train station, then two-hourly regional trains to Bolzano, some fast trains, takes between 3 and 4 hours (www.fsitaliane.it) - Munich: S-Bahn services to Hauptbahnhof or Ostbahnhof, then Eurocity trains (www.bahn.com) to Bolzano (two-hourly between 7:30 and 15:30), later only with change of trains in Innsbruck. Takes approximately 5 - 6 hours - Milano Malpensa: Express train services to Central Station, then frequent trains to Verona, change to Bolzano there. Takes between 5 and 6 hours (www.fsitaliane.it) - Milano Linate & Bergamo: Bus to Milan Central Station, then frequent trains to Verona, change to Bolzano there. Takes between 5 and 6 hours (www.fsitaliane.it) - Venice & Treviso: Bus to Mestre railway station, then frequent trains to Verona, change to Bolzano there. Takes between 4 and 6 hours (www.fsitaliane.it)

- Bolzano has a very tiny airport served by a few daily flights on 30-seaters to and from Rome (in code-sharing with Alitalia www.alitalia.com)

Car

Exits Bolzano Nord and Bolzano Sud on the A22 motorway. Free parking is hard if not impossible to find in Bolzano. A possible solution might be leaving the car outside town and enter the city centre by bus / train / bike.

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Airport location map

Figure 25: Location of airports most useful for travelling to Bolzano

3.3.2 Venues and accommodation The city centre of Bolzano is very compact. All venues and places of interest can be easily reached walking. All participants will receive detailed information on the venues and on moving around in the city before coming to Bolzano.

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Figure 26: Map of the city centre area.

List of Hotels in Bolzano

A. Hotel Alpi Via Alto Adige, 35 39100 Bolzano Single Room 88 €, Double Room 120 € (incl. breakfast) Reservations: Tel. +39 0471 970 535 or [email protected] www.hotelalpi.info

B. Stadt Hotel Città Piazza Walter, 21 39100 Bolzano Single Room 90 €, Double Room 120 € (incl. breakfast) Reservations: 39 0 1 9 5 221 or [email protected] www.hotelcitta.info

C. Hotel Luna Mondschein Via Piave, 15 39100 Bolzano Single Room 93 €, Double Room from 133 € (incl. breakfast) Reservations: +39 0 1 9 5 2 or [email protected] www.hotel-luna.it

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D. Hotel Stiegl Via Brennero, 11 39100 Bolzano Single Room from 8 €, Double Room from 105 € (incl. breakfast) Reservations: +39 0471 97 62 22 or [email protected] www.scalahot.com

E. Hotel cappello di ferro Via dei Bottai, 21 39100 Bolzano Single Room 55 €, Double Room 98 € (incl. breakfast) Reservations: +39 0471 978 397 or [email protected] www.cappellodiferro.com

F. Parkhotel Laurin Via Laurin 4 39100 Bolzano Single Room 98 €, Double Room from 1 2 € Reservations: +39 0471 311000 or [email protected] www.laurin.it

G. Youthhostel (high standard) Via Renon 23 39100 Bolzano Single Room 2 €; 2 € if staying for more than one night (incl. breakfast) Reservations: +39 0471 300 865 or [email protected]

H. Feichter Via dei Grappoli, 15 39100 Bolzano Single Room 0 €, Double Room 90 € (incl. breakfast) Reservations: +39 0471 97 87 68 or [email protected] www.hotelfeichter.it

J. Figl Piazza del Grano 9 39100 Bolzano Single Room 90 €, Double Room 125 € (breakfast not included. Cost: 4-12 € p.p.) Reservations: +39 0471 978412 or [email protected] www.figl.net

Ö. Ökoinstitut Südtirol / Alto Adige Via Talvera 2

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Train station Town center

Ö

E C

GC

Figure 27: Map of Hotels in the city centre of Bolzano.

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