Report on Actual Mobility and Network of the City of Zagreb

Home , Crotram, Jakovlje, Podsljeme, Sesvete, Slavonska Avenue, TMK 2100

Ele ctric City Tra nsport – Ele.C.Tra.

European Union

INTELLIGENT ENERGY EUROPE

Promotion & Dissemination Projects

Ele ctric City Tra nsport – Ele.C.Tra

www.electraproject.eu

Report on Actual mobility and network of the City of Zagreb

Ele ctric City Tra nsport – Ele.C.Tra.

DISCLAIMER

The sole responsibility for the content of this [webpage, publication etc.] 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.

Grant Agreement Number: IEE/12/041/SI2.644730 – Ele.C.Tra

Start Date: 01 July 2013

Duration: 30 months

Participated in this report: City of Zagreb

Ele ctric City Tra nsport – Ele.C.Tra.

Abstract :

Ç ù C w

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

Table of Contents 1. Introduction ...... 6 2. History of Transportation in Zagreb ...... 6 2.1. History ...... 6 3. Demand mobility flows ...... 12 3.1 Overview of the mobility current situation ...... 12 3.2 Focus on the motorvehicle mobility ...... 16 3.3 Places of Attraction ...... 19 3.4 Planning documents analysis ...... 25 3.5 Survey results ...... 25 3.6 Popularity of electric vehicle observed in the surveys ...... 30 4. Infrastructural and service network ...... 33 4.1. Road network ...... 33 4.2. Tram service ...... 34 4.3. Bus ...... 35 4.4. Suburban railway ...... 36 4.5. Cycling ...... 37 4.6. Parking ...... 38 4.7. Pedestrian zone ...... 40 4.9. Main infrastructural bottlenecks ...... 41 4.10. Local public transport service in the interchange nodes ...... 44 4.11. Involvement and Impact of European financing ...... 46 5. Conclusions ...... 46 6. Figures and tables legend ...... 47

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

1. Introduction In according to the Ele.C.Tra. Project proposal and the 2.1 and 2.2 subtasks objectives, the deliverable D.2.1 named “ Report on Actual mobility and network ” represents the main result of the whole WP2 “Ante -operam analysis”. This deliverable is referred to the city of ZAGREB.

In this light, D.2.1 would like to highlight: · demand mobility flows: o to identify attractor places (parking, schools, commercial districts …) and the main elements about day trips number, trip hours, transport means and mobility reason, in order to acquire a specific and technical starting point for the model, contextualization and experimentations and not for having a complete framework of all day trips, that it’s not a real focus of the Ele.C.Tra project; o to systematize the actions already ongoing or planned in every city about mobility networks and local attractors, in consistence with what done in the best practices task and analysing the main local planning documents ; o to point out the main elements about the current scooters mobility, thanks to ex- ante surveys done in each project city, without to extend the activities to target group individuation and stakeholders involvement, that are activities planned in the next WPs; o to point out the predisposition for the e-scooters use by the current traditional scooters users and for those not using scooters (mainly car users) and then aptitudes, issues perceived or identified by citizens and advice in terms of electric and sustainable mobility; · infrastructural and service network: o to identify the main infrastructural bottlenecks in the road network in every city, paying attention to the parking and interchange nodes situation in the urban area that are more suitable for scooters; o To systematize the main characteristics of the local public transport service in the main interchange nodes.

2. History of Transportation in Zagreb

2.1. History The City of Zagreb with a tradition of almost one thousand years celebrated its 900th birthday in 1994. Zagreb University was founded in the 17th century, and it is one of the oldest in Europe, with more than 65 000 students. The city lives a rich cultural life, with more than 20 theatres, 3 concert halls, around 60 museums and art galleries. It is a big centre of congress tourism, economic and business events, and trade fairs not only in Croatia but also in this part of Europe.

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Zagreb Municipal Transit System or ZET (Zagreba•ki Elektri•ni Tramvaj ) is a branch of the Zagreb Holding specialized for public transport in the city of Zagreb and one part of the Zagreb County. It uses buses, trams and cable car to organize a transportation of passengers and also provides special transportation to people with disabilities. It is exclusively owned by the city of Zagreb and it is mainly financed through its budget It was founded in 1891 as the Društvo konjski tramvaj (Horse Tram Association)

Tram in Zagreb

At the end of 19th century rapid urbanization took place in Zagreb, turning it into a modern, Central European city. That is why in 1885 city fathers started discussing the idea of installing tram system in Zagreb.

Construction work was given in hands of Gfrörer and Muskovics Enterprises from Budapest. Z agreb Citizens’ Association built approximately 8km tracks from Kvaternikov Square throughout Vlaška, Draškovi!eva and Juriši!eva street, accros Jela•i! Square and Ilica to so called West station, with extension-Frankopanska and Savska Street to Savski Bridge. Tram was put in service on the 5th of September 1891, during the Jubilee Economic-Forestry Exhibition, which was officially taken as the beginning of organized public transit system in Zagreb. One horse pulled trams by passing on average 26 or 28km a day at speed of 7.5km/h.

Figure 1 Horse-drawn tram in Zagreb

Since the city started to grow faster, horse-drawn trams did not address the needs of people in Zagreb, local authorities established a firm Zagreba•ki Elektri•ni Tramvaj (Zagreb Electric Tram). Rolling stock consisted of 28 motorcars and 14 horse tram trailers. The first electric tram track was opened on the 18th of August 1910. The horse-drawn trams were kept until a tram electric network was finished.

Figure 2 Electric trams

ZET’s renewal, after World War I, started with the arrival of an engineer Dragutin Mandl. New, domestic M- 22 tramcars were made in ZET’s workshops under his guidance and sketch es, and they were put in service on the 2nd of July 1922. Tram color was yellow but it was replaced by blue, the color of Zagreb.

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Figure 3 TMK type 101 on its first ride

In 1951 Mandl finished the construction of ZET’s new tram -101, first modern type of tram produced in Croatia with automatic door openers, driver’s and conductor’s seat, electrical, mechanical brakes and air-operated brakes and protective shield in front of the tram. Its continuous output power was 2x60 kW, passenger capacity 95 and its maximum speed was 60km/h. !uro !akovi" factory from Slavonski Brod took over the production of these types of trams. In 1974, altogether 30 new TMK 201 trams from !uro !akovi" factory wer e put in service. Trams were domestic production although majority of its components were imported. After years-long discussion how to modernize and expand the rolling stock, the price and economic conditions made ZET break off a deal with !uro !akovi" and signed a new deal with #KD Tatra from Prague, which denoted the end of years-long domestic production of trams.

After the establishment of independent and democratic Republic of Croatia, the city of Zagreb became once again the owner of ZET and it took over the obligation to finance the reconstruction and development of transit system. Kon$ar -Power Plant and Electric Traction Engineering Inc. Kon$ar and TŽV Gredelj started producing the new TMK 2100 in 1993.

Figure 4 TMK type 2100 In 2001 the Corporation Assembly ZET Ltd. accepted a project of putting low- floor trams in Zagreb’s public transport. TŽV Gredelj, Kon$ar -Power Plant and Electric Traction Engineering Inc. and !uro !akovi" set up a Crotram consortium. The first out of 130 low-floor trams TMK 2200 was put in service on the 13th of July 2005.

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Figure 5 TMK type 2200

Bus transit system in Zagreb

Figure 6 Buick bus owned by firm Bareši•

Organized bus public transit system in Zagreb, called Autobus-promet (Bus-traffic) started on the 11th of August 1927. In that time, tree Lancia buses with the capacity of 30 passengers took only two routes. ZET’s administration took over the city public t ransit system in 1931. Rolling stock consisted of 20 buses, which continued to operate on 6 daily lines and 2 night lines on altogether 9.6 km long routes.

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Figure 7 In 1955. and 1956. ZET bought four used double deckers from London

The situation in bus transit system improved drastically in the beginning of 1940 when buses were introduced as tram line extensions with the joint tariff system and bargain prices. The same year the number of passengers increased on 1,500.000.

Beaca use Zagreb was expanding and the districts Sesvete, Zapreši!, Velika Gorica and Samobor were annexed to Zagreb, a need for organized public transit system in these areas occured. In the year 1977 ZET took over “Saobra!aj” from Velika Gorica with 30 buses, and in 1983 took over “Samobortrans” which had 46 buses and around 30 trucks and trailers and bus terminal in Samobor.

Figure 8 New Mercedes vehicles

Today, ZET’s bus transport is used in Zagreb, Velika Gorica and Zapreši!, an d the districts Bistra, Luka, Klin•a Sela and Jakovlje. ZET runs 132 day lines and 4 night lines. There are 2103 bus stations, 1614 of which are in Zagreb. On working days 284 buses are used on regular bus routes, Saturdays 185, and

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

Sundays and holidays 12 3 buses. Every year ZET’s buses transport about 94,000.000 passengers (data for 2008).

In the year 2007 ZET started to use biodiesel and from 2009 use CNG. According to development plans, our buses are going to use strictly biofuels in the next couple of years which is Zagreb transit system’s contribution to pollution reduction and elimination of harmful substances produced by fossil fuels.

Zagreb funicular

Zagreb funicular, cable railway, Drahtseilnahn, double import, stuck or an old lady is the oldest public transport system in Zagreb. It is one year older than a horse-drawn tram. The funicular was opened on the 8th of October 1890, providing a fast connection between Donji grad (Lower town) and an old Gornji grad (Upper town) which was in that time the centre of political, administrative and spiritual life. Although it emitted smoke from the chimney and roared when started, occasionally stuck, and brought losses to its owners, it somehow kept on going till the day when it became property of the city based on the contract signed with the Zagreb City Council on the 12th of December 1888. ZET takes over the funicular in 1929.

After the big malfunction, a steam system was changed for an electrical one in March 1934. There were no massive malfunctions, it ran smoothly and quietly and provided more comfortable ride.

In October 1973. old station buildings, upper and lower, were torn down and rebuilt - the new ones looked exactly as the old ones. Thereby an original architectural work of this cultural monument was preserved. echelon made of reinforced concrete had to be restored. A completely new (automatic) drive, safety and protective equipment was installed and on top of all, new, fashionable cabins were built. Reconstructed funicular starts off in 1974.

Figure 9 Reconstructed funicular in 1974.

Today’s funicular is a smooth -running and well-serviced transport system with an automatic control system, a multiple safety system and a daily based device check. Its employees welcome you with greetings when you arrive at the station.

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3. Demand mobility flows

3.1 Overview of the mobility current situation Zagreb is the capital and the largest city of the Republic of Croatia, its political, administrative, business and cultural centre. In the last official census in 2011 the population of the City of Zagreb was 790,017. The wider Zagreb metropolitan area includes the City of Zagreb and the separate Zagreb County bringing the total metropolitan area population up to 1,107,623. It is the only metropolitan area in Croatia with a population of over one million people.

Figure 10 Map of wider Zagreb metropolitan area

Zagreb is administratively subdivided into 17 city districts, most of them being at low elevation along the river Sava valley, whereas northern and northeastern city districts, such as Podsljeme and Sesvete districts are situated in the foothills of the Medvednica mountain, making the city's geographical image rather diverse. The city extends over 30 kilometres (19 miles) east-west and around 20 kilometres (12 miles) north-south.

Zagreb is the seat of the central government, administrative bodies and almost all government ministries. Almost all of the largest Croatian companies, media and scientific institutions have their headquarters in the city.

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Zagreb is the most important transport hub in Croatia where Western Europe, the Mediterranean and Southeast Europe meet, making the Zagreb area the centre of the road, rail and air networks of Croatia. Existing highways: A1 (Zagreb-Split-Dubrovnik), A3 (Slovenia/Bregana – Zagreb-Lipovac- Bajakovo/Belgrade), A6 (Zagreb-Rijeka), A4 (Zagreb- Gori an,! which! in! Hungary! connects! with! the! highway to Budapest), A2 (Zagreb-Macelj which is an extension of the Pyhrn highway complex running from Nuremberg, Germany, to Belgrade, Serbia, A11 (Zagreb-Sisak, under construction),

Zagreb Airport as one of the busiest airports in the country, and the fact that Zagreb is also a major railway crossroad – attests to the outstanding traffic connection of the city.

Key transport characteristics for the City of Zagreb are shown in the table 1 and figure 11.

Table 1 Key transport characteristics for the City of Zagreb

Characteristics 2009 2012 2012/2009 Area Surface!(km²) 641.29 Transport Car ownership (per 1000 inhabitants) 418 357 0,85 Average car occupancy 1,37 1,37 1 Daily trips by mode of transport: % % - Car (driver) 24,36 20,5 0,84 - Car (passenger) 5,84 4,52 0,77 - Walk 31,44 30,34 0,96 - Cycle 2,96 4 1,35 - Bus 10,78 15,98 1,85 - Tram 21,56 21,4 0,99 - Train 2,06 2,94 1,13 - Motorcycle 1 0.32 0,32 Society and economy Population 789.000 790.017 1 % pop over age 65 17.1 17.5 1,02 % pop under age 15 14.9 15.0 1,01

The analysis of all journeys (unimodal and multimodal) show that:

- the most prominent transport mode is walking with 31.4% in 2009 and 30.3% in 2012, followed by car (driver) with 24.4% in 2009 and 20.5% in 2012 , -a positive trend can be detected with the reduction in the car (driver) mode (by nearly 4%) and the increase in the cycling mode (by 1%), -the percentage of public transport modes (tram and bus) has risen from 32.3% in 2009 to 37.4% in 2012, 13

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-a slight drop in the car (passenger) mode by 1.3% - there has not been any change in average vehicle occupancy on the city level (1,37), -occupancy of private cars in the City of Zagreb has shown low values: 1.44 (1999), 1.37 (2009), 1.40 (2010) and 1.37 (2012).

The figure 11 shows the results of the survey which were conducted within the CIVITAS ELAN project (2009. and 2012.).

2009. 2012.

2,94% 2,06% 30,34% 31,44% 21,40% 21,56%

10,78% 15,98% 4,00% 2,96% 0,32%

5,84% 0,99% 4,52% 20,50% 24,36%

1. Walking (>100m) 2. Cycling 1. Walking (>100m) 2. Cycling 3. Motorcycle 4. Car (driver) 3. Motorcycle 4. Car (driver) 5. Car (passenger) 6. Bus 5. Car (passenger) 6. Bus 7. Tram 8. Train 7. Tram 8. Train

Figu re 11 Mobility trends in Zagreb

Since places of work, residence and other activities are usually situated at different locations in the city, there is an increasing need for mobility of the population. Large increase in the number of motor vehicles inevitably leads to serious transport difficulties throughout the city, especially in the historic center, were streets were originally built for pedestrians and carriages and cannot withstand such pressure.

Figure 12.shows traffic flow on the road network in Zagreb-morning peak hour and points out the following significant traffic flows:

• mainstreaming in the morning peak period northward over the three bridges on the Sava river, especially Youth Bridge and Liberty Bridge

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• strong traffic flow in the east - west direction on the Slavonian, Zagreb, Ljubljana Avenue and the Dubrovnik Avenue •relatively low traffic flows on the other main radial routes to the central part of Zagreb, for example from !rnomerac, Dubrava and Mihaljevac Traffic flows in the afternoon peak period roughly reflect experiences with the morning peak period, with strong flows directed towards the south on the three bridges and on the Slavonian, Zagreb and Ljubljana Avenue.

0-1.000 vehicles / hour 1.000-2.000 vehicles / hour 2.000-3.000 vehicles / hou r >3 000 vehicles / hour

Figure 12 Map of traffic flow on the road network in Zagreb-morning peak hour

Traffic flows outside rush hours confirm the most significant morning peak flows, although with a lower volume of traffic, but still with a strong flows on the Slavonian, Zagreb, Ljubljana Avenue and the three bridges across the Sava river.

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3.2 Focus on the motorvehicle mobility

The total number of registered vehicles in the city of Zagreb in 2011 was 381.535 while the number of vehicles in 2013 amounted to 330,307 and representing a decrease of 13.3 percent with an average annual rate of decline of 4.7 percent.

450000

400000

350000

300000

250000

200000

150000

No of vehicles of No 100000

50000

0 2011 2012 2013 Passenger cars 318535 285293 282055 Freight vehicles 35953 29392 28663 Motorcycles and mopeds 25723 19155 18804 Buses 943 842 785

Figure 13 Registered motor vehicles in Zagreb in the period from 2011th to 2013th

The dominant share of passenger cars in the total number of registered vehicles is evident during the entire observed period.

The relatively large decline in the number of vehicles (especially trucks) compared to previous years confirms that City of Zagreb, as well as the entire Republic of Croatia, is still feeling the effects of the global economic and financial crisis, which is manifested through a reduced need for mobility, and consequently less number of registered vehicles.

In the period from 2011 to 2013 there has been a constant decline in the number of registered passenger cars in the city of Zagreb, with average annual decline of 3.9%. At the end of 2013 the number of registered passenger cars was 282,055, which represents a share of 19.3% of all passenger cars in Croatia.

In 2011 the number of passenger cars per 1,000 inhabitants in the city of Zagreb was approximately 403, which is 12.4% more than the then average in Croatia. 16

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In 2012, the same number was approximately 361 (5.9% more than the then average in Croatia). At the end of 2013 decreasing trend continued, and the number of vehicles per capita was approximately 357 (4.5% more than the average in Croatia).

Passenger cars/ 1000 inhabitant

400 350 300 250 200 150 100 50 0 2011 2012 2013

Figure 14 Number of passenger cars per 1,000 inhabitants in the city of Zagreb in the period from 2011 to 2013

350000 300000 250000 200000 150000 100000 No of vehicles vehicles ofNo 50000 0 2011 2012 2013 Gasoline 187541 157182 150642 Diesel 120705 117988 121918 LPG + CNG 10144 9937 9313 Hybrid 136 175 171 Electric 9 11 11

Figure 15 Structure of registered passenger cars in Zagreb by fuel type, 2011th-2013th

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Figure 15 shows the structure of passenger cars by fuel type in the reporting period. There was a a similar trend as in Croatia: number of petrol passanger cars recorded a significant reduction while the number of diesel cars rose slightly. The share of hybrid and electric cars was negligible.

40000 35000 30000 25000 20000

No of vehicles Novehicles of 15000 10000 5000 0 2011 2012 2013 Freight vehicles ( <3 t) 29290 24182 23776 Freight vehicles (3-10 t) 3503 2708 2612 Freight vehicles (10-30 t) 3079 2485 2267 Freight vehicles (>30 t) 81 17 8

Figure 16 Structure o registered freight vehicles in Zagreb, according to allowable load capacity

At the end of 2013 freight vehicles in Zagreb accounted for 19.9% in the structure of all freight vehicles in Croatia. In the total number of trucks the largest share referred to the diesel trucks with a total usable capacity less than 3 tonnes (82.9%).

Motorcicles or mopeds do not occupy a significant share in daily trips in the city of Zagreb as surveys have shown (less than 1%). Most of the residents use public transport, followed by private car, walking and bicycle.

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3.3 Places of Attraction

In the city of Zagreb the main attractor places are concentrated in the central part of the city, between mountain Medvednica in the north and the Sava River in the south, where are concentrated the administrative and management centres of state and local authorities and also numerous private companies. The main railway station which is the most imprtant public transport interchanges node is also located in the center of Zagreb.

The centre of Zagreb is divided into two parts: Gornji Grad (Upper Town) and Donji Grad (Lower Town). Because of its historical structures, churches ,religious monuments and museums , Gornji Grad has great historic value attached to it and is literally a t ourist’s paradise. Donji Grad, on the other hand, mostly contains offices ,faculties, hospitals, shops, theatres ,parks., etc.;

3.3.1 Business zones

Due to the layout of residential and business zones, the destination of most car trips is the city center, which is spatially and in the sense of traffic, mostly already built and defined.

Business zones in the City of Zagreb Residential zones in the City of Zagreb

Figure 17 Road network, business and residential zones in the City of Zagreb

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3.3.2 The University of Zagreb

The University of Zagreb (1669) is the oldest and biggest university in South-Eastern Europe. Ever since its foundation, the University has been continually growing and developing and now consists 29 faculties, three art academies and the Centre for Croatian Studies. With its comprehensive programmes and over 50,000 full-time undergraduate and postgraduate students the University is the strongest teaching institution in Croatia. Most faculties are located in the center of Zagreb.

Figure 18 Faculties in Zagreb

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3.3.3 Museums

Figure 19 Museums in Zagreb

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3.3.4 Parks and lakes

Figure 20 Parks and lakes in Zagreb

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3.3.5 Sport facilities in Zagreb

Figure 21 Sport facilities in Zagreb

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3.3.6 Sightseeing sights in Zagreb

Figure 22 Sightseeing sights in Zagreb

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3.4 Planning documents analysis The City of Zagreb with its about 800,000 inhabitants has to deal with a sudden increase in the level of motorization, and the city centre is thus faced with traffic network congestion, generating negative effects such as increased pollution and noise, a growing number of traffic accidents, illegal parking, and longer journey times. In response to the existing traffic system, attempts have been made to implement various mobility management solutions. Given the 555,372 officially registered vehicles in 2008 (comparedto 380,464 in 2000 and 226,676 in 1995; exclusive of transit vehicles and vehicles from the city environs), the City of Zagreb has intensively invested in studies and projects in the last decade (1999 Traf fic Study of the City of Zagreb, 2007 research project: “The realization of the underground- overhead light rail system in the City of Zagreb” etc.) to improve the urban traffic system and to manage mobility.

Strategic documents, the spatial map of the city of Zagreb and the General urban plan for the city of Zagreb promote the concept of public urban transport and have a restrictive attitude towards car transport, and set the following main objectives:

· improve the public transport system, with special emphasis on railway infrastructure and establishment of Park & Ride system · automatize the system of traffic management to increase throughput · replacement vehicles powered by petroleum fuels with vehicles on natural gas and biodiesel in public transport · modernize and upgrade Zagreb railway junction · increase and modernize rail rolling stock · reconstruct the train stops and P & R capacity · introduce an integrated public transport system in the City and surrounding counties · ensure an adequate number parking spaces · improve cycle traffic

3.5 Survey results 3.3.1. Daily trips mentioned by residensts

Purpose Most of the residendts (84.7%) stated work as purpose of their first trip mentioned. Return from work is for 75.2% of residents purpose of their second trip. Purpose of the third trip, as well as the fourth trip mentioned is for most of the residents school, hobby, shopping or a visit.

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Fourth trip

Third trip

Second trip

First trip

0% 20% 40% 60% 80% 100%

Work School Shopping Visit Hobby Other Return home

Figure 23 Purposes of daily trips

Mean of transport Share of individual means of transport is almost the same in the first and second trip mentioned. Most of the residents use public transport, followed by private car, walking, bicycle, train (other) and scooter. On the other hand, most of the residents stated they use private cars as the mean of transport in third, as well as in fourth trip mentioned, followed by public transport, walking and bycicle.

Fourth trip

Third trip

Second trip

First trip

0% 20% 40% 60% 80% 100%

Public transport Private car Walking Bicycle Other Scooter

Figure 24 Means of transport in daily trips

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

Frequency Frequency of first (83.7%) and second trip mentioned (74.4%) is mostly 5 days a week and in case of third (57.3%) and fourth trip (65.3%) is mostly once a week.

Fourth trip

Third trip

Second trip

First trip

0% 20% 40% 60% 80% 100%

5 days a week Every day Once a week Other Once a month

Figure 25 Trips frequencies 3.3.2. Issues about daily trips Regarding daily trips, most of the residents stated that traffic jams (36%) bother them the most. Second most stated issue was the high cost of public transport/train (24.7%), followed by crowded public transport/train (12.7%) and parking shortage (10.7%).

% 40,0

30,0

20,0

10,0

0,0

Traffic Bus/train too expensive Buses/trains too crowded Parking shortage Parking too expensive Nothing Other Bus/train stops too far

Figure 26 Issues about daily trips 27

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

3.3.3. Public transport

Do you use public transport?

YES NO

Figure 27 Using public transport

Most of residents (83%) stated they use public transport. Those who do not use public transpored stated that the main reasons are: too long travel time (35.5%), too expensive (14.7%), too crowded (13.7%), big distance from bus/tram stop to home/work place (7.8%) and too long waiting time (3.9%). Among those who stated they used public transport, 45% uses it every day and 30.5% uses it more times a week.

3.3.4. Ownership and alternitives to ownership

Have you ever thought about alternative solutions to the possession of a car?

YES

No reply

Figure 28 Alternative solutions to the possession of a car

More then half of residensts (51%) stated they have thought about alternative solutions to the possession of the car, mostly car sharing. That percentage was even higher (54%) among tourists 28

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who participated in the survey and stated car rental, sharing, pooling and leasing as alternative solutions to owning a car. Have you ever thought alternative solutions to the possession of a scooter?

YES NO

Figure 29 Alternative solutions to the possession of a scooter

Precisly half of the residents stated they have thought about alternative solutions to the possession of scooter. Again was sharing stated as the most commmon alternative to ownership. The percentage was even higher among tourist (62%), who mostly thought of scooter rental, but also scooter sharing and leasing.

Do you possess a motorcycle/scooter?

YES NO

Figure 30 Possession of a motorcycle/scooter

Only 7% of residenst stated they possess a motorcycle or a scooter. Mostly one motorcycle/scooter is owned per household. Daily distance travelled per day ranges from 1 to 40 kilometers.

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3.6 Popularity of electric vehicle observed in the surveys 3.3.5. Popularity of EVs among residents Have you ever used an electric vehicle?

YES

Figure 31 Using EVs among residents

93% of surveyed residents have never used an electric vehicle. 75% of those who have never used an EV would be interasted in testing or buying one, while 22% of residents aren ’t interasted. 7% of residents have at leat once used an electric bike or a car.

How would you rate an electric vehicle on the following aspects?

Possibility of parking

Safety

Speed

Comfort

Cost

0% 20% 40% 60% 80% 100% low sufficient discreet good excellent No reply/I don’t know

Figure 32 Rating individual aspects of EVs

In the survey, residents were asked to assess cost, comfort, speed, safety and possibility of parking of EVs. The aspect of EV, which was rated with the highest average score, was comfort (4.0), followed with safety (3.9), speed and parking (3.5) and cost (2.0). The aspect of an EV, which represents the biggest problem, is the price.

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What would bother you about the use of electric scooters/cars/bicycles in Zagreb?

50,0

40,0

30,0

20,0

10,0

0,0 Charging Lack of knowledge Being Stolen No reply/I don’t know Parking Other Figure 33 Obstacles to the use of EVs in Zagreb

The biggest obstacle to the use of electric vehicles in Zagreb, which was stated by 46% of residents, is charging. This was followed by lack of knowledge (20.7%) and possibility of being stolen (12.7%).

What are/would be the benefits from an electric scooters/cars/bicycles system in Zagreb? 50,0 45,0 40,0 35,0 30,0 25,0 20,0 15,0 10,0 5,0 0,0 No Carbon Emissions Fuel Costs No reply/I don’t know

Noise Other Cheaper Road Tax

Figure 34 Benefits from an EVs system in Zagreb

Almost half of all residents who participated in the survey (47.3%) stated the absence of carbon emissions as the major benefit of an EV system in Zagreb. Also, a very high percentage of residents (36.3%) stated lower fuel costs as a benefit.

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Which incentive would motivate you to utilize an electric scooter/bike/car for daily commuting purposes?

50,0

40,0

30,0

20,0

10,0

0,0

Discounts for the purchase of electric vehicles

Granting environmental bonuses

No reply/I don’t know

No local taxes for the owners of electric vehicles

No pollution tax for the owners of electric vehicles

Other

Figure 35 Incentives, which would motivate ultilization of EVs for daily commuting purposes

Discount is, for 48.5% of residents, the incentive, which would motivate them the most to purchase an EV. It is followed by envinronemtal bonuses (14%) and suspension of local (12.8%) and pollution taxes (6.8%) for EV owners.

3.3.6. Popularity of EVs among TOURISTS

Have you ever used an electric vehicle?

YES NO

Figure 36 Using EVs among tourists

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

11% of surveyed tourists have at leat once used an electric vehicle, a bike or a car. Only 43% of those who haven’t used EVS would be interasted in buying one.

4. Infrastructural and service network

4.1. Road network The construction of the motorway network in Croatia has brought to significant increase in traffic. As the capital of the Republic of Croatia, Zagreb is certainly the biggest motorway interchange, as well as the origin and destination of a large number of trips. Traffic significance of the Zagreb Bypass is evident both in international and in national road traffic, i.e. it accommodates the transit vehicle traffic from the City of Zagreb area, and it is also of high significance for the tourist traffic, mainly during the summer months. Zagreb is a regional highway hub with eight highways and expressways radially leading into the city through the Zagreb bypass.

Apart from obvious advantages, road traffic has with its sudden development caused certain undesired consequences as well. Focus is mainly on traffic network congestions and reduction of safety level, mainly because of the greater number of traffic accidents most pronounced in the summer months.

Figure 37 Position of Zagreb Bypass and connections of the Bypass to the motorway network

The City of Zagreb, as a result of demographic expansion, rising living standards and the citizens’ need for increased mobility, has an increase in car traffic. Road infrastructure has grown slightly in recent years and as such was not accompanied by growth of individual car traffic.

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Table 2 Road network of the City of Zagreb

4.2. Tram service Tram service is the basic type of public transport in Zagreb and tram network is the skeleton of public transportation. Regular tram transport includes 116.346 meter long tracks, 193 lead cars and 41 trailers. 15 day lines run during the day on 148 km long tracks and 4 night lines on 57km long tracks. The city has 164 switches and 256 tram stations. Trams in Zagreb transport 204.000.000 passengers a year. (Data for 2008)

Figure 38 Geographical coverage of daily tram lines 34

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Considerable funds are being directed towards public transport. For example, from 2005-2010 142 new low floor trams were bought. ZET has passed through the most radical tram fleet modernization in company history. The existing fleet was gradually substituted by state of the art air-conditioned and low floor new trams, which are able to generate power during braking, which is then returned into the power grid and can be used for other purposes. From the electrical point of view – while braking, new trams are actually power generators and not power users.

4.3. Bus The bus network operated by ZET has a crucial role in connecting the city with its surrounding areas, neighbourhoods and other transport networks such as tram network. In Zagreb buses are accepted, cheap and widely-used mean of public transport.

Figure 39 Map of daily bus lines

ZET’s bus transport is used in Zagreb, Velika Gorica and Zapreši!, and the districts Bistra, Luka, Klin•a Sela and Jakovlje. ZET runs 132 day lines and 4 night lines. There are 2103 bus stations, 1614 of which are in Zagreb. On working days 284 buses are used on regular bus routes, Saturdays 185, and Sundays and holidays 123 buses. Every year ZET’s buses transport about 94,000.000 passengers (data for 2008).The bus transport fleet consists of 430 vehicles.

The expansion of the bus network is limited by the network of main roads and the topology of the town, and for that reason it has a relatively small density of coverage. 35

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During the last five Years, ZET was going through a comprehensive modernisation of its fleet. In total 160 new buses were purchased: 100 are powered by a mix of biodiesel and regular diesel, and 60 buses powered on compressed natural gas (CNG). New buses were put in operation between 2008 and 2010. They now make up around 38 percent of the bus fleet. Furthermore, the new buses meet modern standards regarding passengers’ comfort, safety and accessibility. One important objective was reached over the last year: the construction of the new CNG filling station which capacity allows charging the new CNG buses. Apart from the introduction of new buses, a special driver training programme was implemented, as well. The objective of the programme was to increase the safety of passengers but also to teach the drivers how to save fuel. Key results: Increased share of alternative fuels – The share of biodiesel and natural gas in the total fuel use increased to 6.15 percent. Reduction of noise – Average noise levels of buses decreased from 74.88 dB in 2007 to 72.8 dB in 2011. Impact on emissions – CO2 emissions increased by 9.26 percent; PM2.5 emissions decreased by 90.9 percent.

4.4. Suburban railway With 21 trains, the Zagreb suburban railway mainly covers the eastern and western parts of Zagreb. It mostly operates on the same standard-gauge lines used for Croatian Railways' long-distance trains. The trains normally operate on a 15-minute frequency, but reach only a portion of the city's suburbs .

Figure 40 Suburban railway network

Rail transport in the City of Zagreb operates on 43 kilometres of doubled and electrified railways. Each day up to 40,000 passengers are using trains within the Zagreb area. Among those using trains on daily basis, about 82% 36

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(32,800) are transported inside the administrative boundaries of Zagreb, and 7,200 passengers travel inside the county of Zagreb.

% SHARE OF JOURNEYS SHAREJOURNEYS OF

PUPILS STUDENT S WORKERS PENSIONER OTHERS

OCCASIONALLY S ONCE A WEEK TWICE A WEEK EVERY DAY 5/7

Figure 41 Structure of the of passengers and trips frequency

4.5. Cycling

As a result of car dominance, other transport modes were neglected and some transport modes were not even considered as means of transportation. Unfortunately, this was the case for cycling traffic. The network of cycling lanes in the City of Zagreb in 2011 was 200 km long, but it was not coherent. Often a cycling lane would be stopped at certain point (usually at crossings) and there would be no continuation of it within the perimeter of 100-200 metres or even more. However, the city itself is situated mainly on level ground, which makes it suitable for development of cycling traffic.

Figure 42 Cycling lanes in Zagreb

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Figure 43 Map of cycling tracks in Zagreb

Regarding the state for non-motorized transport modes, the city has not yet implemented a public bicycle system, no concept for a bicycle network has been established, and parking facilities are not sufficient for bicycles resulting in a minor share of cycling in the modal split.

4.6. Parking The continuous growth in the number of individual vehicles causes a lack of parking spaces. However,a large number of vehicles is circulating in the centre looking for a parking space and additionally burdens the city roads. In the City of Zagreb parking charges are implemented pursuant to the Decision on the organization and method of parking charging and the Regulations on the use of public parking lots. The above-mentioned decision and regulations define the parking zones, the time limit and the duration of parking, the price of the parking tickets and the way of using privileged parking tickets and parking surveillance. In total, 4 parking zones are introduced in some parts of the city The central part of the city is divided into three parking zones with a time-limited parking on 2, 3 or 4 hours, with the exception of certain categories (local residents and legal persons with headquarters in a respective zone). Current parking policy – the city municipality is trying to de-stimulate the use of cars in the city centre as well as to reduce delivery traffic by charging the use of parking spaces. There is a lack of sufficient parking garages to attract traffic underground and to ensure better movement of traffic in the centre.

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I ZONE II ZONE III ZONE IV ZONE

Figure 44 Parking zones in the city

The total number of parking spaces for which car drivers have to pay increased by 2.6 between 2006 and 2010. It should be mentioned that constantly changing parking fees and time limits do not allow for a quality analysis of the effect of a certain parking fee on a reduction/ increase in the demand for parking spaces.

Table 3 Number of parking spaces by zone

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Parking payment is possible by purchasing a parking ticket at a kiosk, so-called commission sales, by purchasing a parking ticket at the parking machine and by purchasing a parking ticket by mobile phone (m-parking).

Working on improving the quality of customer service to park, Zagrebparking was the first worldwide to introduce the option of paying by mobile device (m-parking) in 2001, which is widely accepted throughout Croatia, and after that in many European countries. Today, ca. 78% of users are paying parking space per hour by mobile device.

4.7. Pedestrian zone In pedestrian zones and zones with a limitation for motor vehicles, which are determined by "Order on measures to regulate traffic in the central part of Zagreb" (Official Gazette, 3/95) where vehicles can move only on the basis of approval (decision) of the urban administrative body responsible for traffic, which is issued for a specific day, hour and for a specific vehicle. The mentioned permission is issued on the basis of Art. 23rd Decision on the traffic in the City of Zagreb, and in order to get it (for moving, construction works and when it is necessary for the functioningof life in the city),a permission must be requested at least one week in advance in writing. The pedestrian zone in Zagreb has not expanded since 1973, when there were less than 100,000 passenger cars on Zagreb’s roads. With the recent construction of ramps in the garage HOTO Centre (2011) Varšavska street is no longer in the pedestrian zone, so the zone is even a bit smaller.

Figure 45 Cvjetni square

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4.9. Main infrastructural bottlenecks

The City of Zagreb is one of the cities where everyday traffic causes series of severe negative impacts. Zagreb is built around historic cores that are not suitable for modern traffic conditions. Streets are usually too narrow and without the ability for expansion. The problems started 10-15 years ago, when the city became seriously congested by car traffic. The number of private cars in the city was increasing rapidly between 1995 and 2008. In the same time, the road network capacity was practically unchanged, especially in the city centre and surrounding areas where there is no available space for new roads or capacity expansion of existing ones .

Figure 46 Number of motor vehicles in Zagreb and Zagreb County

Road and rail corridors in the City of Zagreb, which are predominantly formed in the first half of the twentieth century, were based on the application of the urban matrix of a modern Central European city with a well-developed system of public transport (rail commuter and inter city traffic, and the city's tram traffic). With the growth of the city, personal transport needs of citizens also increased, orthogonal network of existing city streets in the wider city centre has become inadequate for current traffic load on the longitudinal direction of East -West, which is solved by gradual construction of parallel longitudinal directions (Ljubljanska Avenue and Slavonska Avenue and Zagreb bypass). Today, the lack of network capacity of existing city streets, especially during the rush hour of urban transport, directs citizens to use the Zagreb bypass for routes that it does not naturally belong, and thereby create an unnecessary interference with the transit traffic in an East – West direction.

The railway was built partly on bulwark and partly on the ground of the city, preventing the realization of the functional integrity of the network of city streets especially in the vertical (north- south) communications. The railway in the city has a stiff transport infrastructure with the need to 41

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increase bandwidth for the flow of passenger traffic, and is a nuisance for the city road network traffic linking. Annual average daily traffic, abbreviated AADT , in the City of Zagreb is shown on the next picture.

Figure 47 Annual average daily traffic (AADT) in the City of Zagreb

Overloaded road segments in the city centre are: · Savska street · Vlaška street · Ozaljska street · Ilica · Slavonska – Zagrebacka – Ljubljanska Avenue · Dubrovnik Avenue · Hrvatske bratske zajednice · Selska street · Zagrebacka cesta – from Ljubljanska to Tomislavova street · Vukovarska street · Heinzelova street · !or"i#eva street · Držiceva street · Zelenivalovi · Zvonimirova street · Ribnjak · Sv. Duh · Zagrebacka, Bjelovarska i Sesvetska - in the eastern part of town

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Figure 48 Traffic jam in Vukovarska street

On most tramway lines the infrastructure is shared with other transport modes (mostly individual transport) and a big problem in the central part of the city is the low travel speed of trams and buses. This makes public transport uncompetitive compared to the use of private cars. In some areas of the public transport network, average travel speed is below 10 km/h. Commercial speed of trams and buses have a trend of continuous declinethe in last ten years, as can be seen in Figure 44.

commercial speed of the bus system km/h commercial speed of the tram system km/h

Figure 49 Commercial speed of trams and buses (2000 - 2012)

During the peak periods of the day, when transport demand is at its highest level and due to mixed traffic conditions, queues of cars build up at signalised intersections, often blocking the tram tracks.

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4.10. Local public transport service in the interchange nodes

The parking system in Zagreb has until now been characterised by an insufficient number of parking spaces and a rapid expansion of parking payment zones. These are just some of the problems that affect not only the residents of Zagreb, but also all of those who travel to work every day in the city. Since the car is still the most popular form of urban transport (the number of cars in Zagreb, and in Croatia as a whole, is repeatedly growing), and transport infrastructure often fails to meet the needs of the population, traffic jams are growing and this results in the general dissatisfaction of citizens.

In the beginning of 2011, municipality of Zagreb started with the development of Park&Ride system as an advanced, efficient and environmentally-friendly model to facilitate daily travel to the city. Although this model has been accepted for many years in a number of European and world cities, in Croatia so far, it has not yet been implemented. With the introduction of a Park& Ride system the City of Zagreb aims to give citizens the ability to combine multiple types of transport for easier and faster daily travel.

In the beginning of 2012 the municipality of City of Zagreb begun to implement the first phase of long mentioned project Park&Ride system. In the center of town near the main railway station (the area Paromlin) 550 parking spaces were provided. Now citizens can leave their vehicles in the parking lot as long as they want. Price of monthly parking ticket is 410 kuna (cca 55 EUR), including the ticket for public transport.

Except Paromlin area, 'Park&Ride' billing model was planned in 16 locations in the wider area of the City of Zagreb from which three locations are outside the capital (Dugo Selo, Velika Gorica and Zapreši! ), but also significantly affect traffic congestion and problems related to parking in Zagreb. In the eastern area of the city there are six locations (Sesv. Kraljevec, Sesvete, Svetice, Dubec, Dubrava and Žitnjak ), in the southern part there are three locations (east of the Zagreb Fair, Savski most and Zapru!e ), in the western part there are three locations (Podsused, Vra p•e and Pre"ko ), and in the northern area there is one location ( Mihaljevac ). These locations are suitable as intermodal passenger terminals due to several possible access points . The terminal will allow passengers to travel fast and efficient by means of public transportation avoiding private cars, or searching for parking places and contributing to the traffic congestion . Some of these P&R locations will be integrated with existing public transport interchanges which are presented in the following figure and table.

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Figure 50 Public transport interchanges nodes

Table 4 Public transport interchanges nodes

INTERCHANGES NUMBER OF TRAM NUMBER OF BUS SUBURBAN RAILWAY LINES LINES STATION 1 Main railway station 5 14 YES 2 Borongaj 3 2 YES 3 West station 2 3 YES 4 rnomerec 3 20 NO 5 Savski most 5 17 NO 6 Dubec 2 14 NO 7 Dubrava 4 9 NO 8 Kvaternikov trg 6 8 NO 9 Britanski trg 3 5 NO 10 LJubljanica 3 4 NO 11 Svetice 3 4 NO 12 Žitnjak 3 3 NO 45

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13 Zapru e 4 2 NO 14 Pre!ko 2 3 NO 15 Mihaljevac 3 2 NO

4.11. Involvement and Impact of European financing

In Europe, many international projects have been started (among them the CIVITAS Initiative) aimed at improving the mobility of citizens and their daily migrations, regardless of the purpose of their movements, including walking. Several measures of the CIVITAS ELAN project in the city of Zagreb are devoted to the promotion of PT (Public Transport)services and improvement of its quality (e.g. safety and security improvements, introduction of energy efficient PT vehicles, a PT electronic ticketing system, etc.).

The main objective of these measures is to increase the number of users and contribute to a more sustainable urban transport system. More users may require more PT vehicles in order to satisfy the increased transport demand.With CiViTAS ELAN, the city of Zagreb increase the modal share of walkingand cycling, support innovative freight delivery solutions, implement innovative demand management, and increase the use of cleaner and energy-efficient vehicles. The project enhance overall road safety and reduce air pollution.

Within the CIVITAS ELAN project 70 low-floor trams, 100 bio-diesel and 60 CNG buses were co- financed. The public transport fleet now uses less energy (energy management in trams) and emits less CO2 (buses running on bio-diesel and CNG). New low-floor buses and trams provide more comfort and better access for all passengers. Also 47 bio-diesel waste disposal and street-cleaning vehicles were co-financed and introduced into the public fleet

In addition to the implementation of concrete clean and sustainable urban transport solutions, CiViTAS" ELAN" mobilise" people" in" physical," political" and" societal" terms." Responding" to" citizens’" demands constitutes better governance and will improve the quality of public transport. As a policy- driven project led by impact and process evaluation, the city of Zagreb and other ELAN cities will significantly contribute to major national, EU and global policy processes and motivate cities throughout Europe to follow their lead.

5. Conclusions As in other CEE (south-eastern European) countries, in Croatia, within the last 20years (i.e. after a period of transition from the previous political regime), there has been a drastic increase in motorization. This has resulted in a very big impact on the environment, the historic core of cities, and traffic conditions. In the years before the transition, the share of industry in pollution was the greatest. But since many of these industries are no longer working, the main culprit, despite cleaner technology is motorized traffic. Sustainable urban mobility demands the change of a “car oriented” approach. Building new roads or expanding capacity of the existing ones eventually results only with more cars and more traffic congestion. This new approach includes changing travel behaviour of the people who live in urban

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environments and encouraging them to use more sustainable transport modes. Implementation this approach would make possible to.

§ Achieve a modal shift so that following transport modes play a dominate role in all trips in the City of Zagreb: cycling, walking, PT and car (passenger). § Reduce traffic congestion to a minimum, especially in the inner rings of the city. § Improve the air quality and reduce the emission and noise levels, resulting with reduction of transport related costs and better quality of life in general. This implies that:

§ Sustainable transport modes have to be continuously promoted among different target groups (ranging from school children to elderly population). § Citizens have to be educated about the benefits of sustainable mobility. § Necessary conditions have to be reached in order to increase the usage of sustainable transport modes (e.g. infrastructural improvements, better integration between different transport modes, establishing new services such as carpooling system, carsharing etc.). Implementation of transport plans has to become a common practice in all institutions.

It is necessary to provide a range of conditions, such as to construct the Park & Ride system close to the public transport station, modernize means of public transport (increase speed, comfort, frequency, reliability, security), improve passengers’ awareness, give priority to public transport, int roduce the use of electromobility ,“smart” cards and etc. Unfortunately, most of the strategies that contribute to sustainable urban mobility have not been applied in an appropriate manner in the city of Zagreb.

6. Figures and tables legend Figure 1 Horse-drawn tram in Zagreb ...... 7

Figure 2 Electric trams ...... 7

Figure 3 TMK type 101 on its first ride ...... 8

Figure 4 TMK type 2100 ...... 8

Figure 5 TMK type 2200 ...... 9

Figure 6 Buick bus owned by firm Bareši• ...... 9

Figure 7 In 1955. and 1956. ZET bought four used double deckers from London ...... 10

Figure 8 New Mercedes vehicles ...... 10

Ele.C.Tra -IEE/12/041/SI2.644730 01 July 2013 – 31 December 20155

Figure 9 Reconstructed funicular in 1974...... 11

Figure 10 Map of wider Zagreb metropolitan area ...... 12

Figu re 11 Mobility trends in Zagreb ...... 14

Figure 12 Map of traffic flow on the road network in Zagreb-morning peak hour ...... 15

Figure 13 Registered motor vehicles in Zagreb in the period from 2011th to 2013th ...... 16

Figure 14 Number of passenger cars per 1,000 inhabitants in the city of Zagreb in the period from 2011 to ...... 17

Figure 15 Structure of registered passenger cars in Zagreb by fuel type, 2011th-2013th ...... 17

Figure 16 Structure o registered freight vehicles in Zagreb, according to allowable load capacity ... 18

Figure 17 Road network, business and residential zones in the City of Zagreb ...... 19

Figure 18 Faculties in Zagreb ...... 20

Figure 19 Museums in Zagreb ...... 21

Figure 20 Parks and lakes in Zagreb ...... 22

Figure 21 Sport facilities in Zagreb ...... 23

Figure 22 Sightseeing sights in Zagreb ...... 24

Figure 23 Purposes of daily trips ...... 26

Figure 24 Means of transport in daily trips ...... 26

Figure 25 Trips frequencies ...... 27

Figure 26 Issues about daily trips ...... 27

Figure 27 Using public transport ...... 28

Figure 28 Alternative solutions to the possession of a car ...... 28

Figure 29 Alternative solutions to the possession of a scooter ...... 29

Figure 30 Possession of a motorcycle/scooter ...... 29

Figure 31 Using EVs among residents ...... 30

Figure 32 Rating individual aspects of EVs ...... 30

Figure 33 Obstacles to the use of EVs in Zagreb ...... 31 48

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Figure 34 Benefits from an EVs system in Zagreb ...... 31

Figure 35 Incentives, which would motivate ultilization of EVs for daily commuting purposes ...... 32

Figure 36 Using EVs among tourists ...... 32

Figure 37 Position of Zagreb Bypass and connections of the Bypass to the motorway network ...... 33

Figure 38 Geographical coverage of daily tram lines ...... 34

Figure 39 Map of daily bus lines ...... 35

Figure 40 Suburban railway network ...... 36

Figure 41 Structure of the of passengers and trips frequency ...... 37

Figure 42 Cycling lanes in Zagreb ...... 37

Figure 43 Map of cycling tracks in Zagreb ...... 38

Figure 44 Parking zones in the city ...... 39

Figure 45 Cvjetni square ...... 40

Figure 46 Number of motor vehicles in Zagreb and Zagreb County ...... 41

Figure 47 Annual average daily traffic (AADT) in the City of Zagreb ...... 42

Figure 48 Traffic jam in Vukovarska street ...... 43

Figure 49 Commercial speed of trams and buses (2000 - 2012) ...... 43

Figure 50 Public transport interchanges nodes ...... 45

Table 1 Key transport characteristics for the City of Zagreb ...... 13

Table 2 Road network of the City of Zagreb ...... 34

Table 3 Number of parking spaces by zone ...... 39

Table 4 Public transport interchanges nodes ...... 45