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Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions
Deliverable No.: D3.3 Project Acronym: PROSPERITY Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636 Workpackage/Measure No.: WP3 Workpackage/ Measure Title: Policy and SUMP programmes Responsible Author(s): Aljaž Plevnik (UIRS), Mojca Balant (UIRS), Luka Mladenovič (UIRS), Andraž Hudoklin (UIRS), Responsible Co-Author(s): Tom Rye (ENU), Suzanne Meade (ENU) Date: August 2019 Status: Final Dissemination level: Project Coordinator
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor-made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
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Project Partners
Organisation Country Abbreviation Forschungsgesellschaft Mobilität Austrian Mobility Research AT FGM Edinburgh Napier University UK ENU Urban Planning Institute of the Republic of Slovenia SI UIRS Cities on the Move RO CiMO Mobilissimus Ltd. HU Mobi Mobiel 21 BE M21 German Institute of Urban Affairs DE DIFU SMG EKSPERT PL SMG Sustainable Development Civil Society Assoc. BG CSDCS Environmental Centre for Administration and Technology LT ECAT Grupo de Estudios y Alternativas 21, S.L. ES GEA 21 Instituto da Mobilidade e dos Transportes, I.P. PL IMT Centrum Dopravniho Vyzkumu v.v.i. CZ CDV Stratagem Energy Ltd CY STE City of Koprivnica HR Koprivnica TRT Trasporti e Territorio IT TRT City of Lisbon PT Lisbon City of Limassol CY Limassol Municipality of Jonava LT Jonova City of Kassel DE Kassel City of Dubrovnik HR Dubrovnik Municipality of Ljutomer SI Ljutomer Municipality of Hradec Kralove CZ Kralove Municipality of Fagaras RO Fagaras City of Katowice PL Katowice City of Varna BG Varna City of Szeged HU Szeged
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Document History
Date Person Action Status Diss. Level Aljaž Plevnik, Luka 15.8.2019 Mladenovič, Andraž For review Draft PC Hudoklin (all UIRS) Suzanne Meade 29.8.2019 Quality Check Final PC (ENU)
Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC=Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
Disclaimer CIVITAS PROSPERITY has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 690636.
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Contents 1 INTRODUCTION ...... 7 2 STATUS OF NATIONAL SUMP SUPPORT PROGRAMMES BEFORE PROSPERITY PROJECT 9 2.1 INTRODUCTION ...... 9 2.2 METHODOLOGY ...... 9 2.3 STATUS OF NATIONAL SUMP SUPPORT PROGRAMMES IN 2017 ...... 11 2.4 STATUS OF FIVE MAIN ELEMENTS OF NATIONAL SUMP SUPPORT PROGRAMMES IN 2017 ...... 14 3 DEVELOPMENT OR RENEWAL OF NATIONAL SUMP SUPPORT PROGRAMMES ...... 28 3.1 INTRODUCTION ...... 28 3.2 METHODOLOGY ...... 28 3.3 RESULTS OF NSSP DEVELOPMENT ...... 28 4 CONCLUSIONS ...... 41 5 ANNEXES ...... 43 5.1 ANNEX 1: NATIONAL/REGIONAL SUMP PROGRAMME CONTENT GUIDELINES FOR PARTNERS ...... 44 5.2 ANNEX 2: NSSP FOR BELGIUM – BRUSSELS-CAPITAL REGION ...... 75 5.3 ANNEX 3: NSSP FOR BELGIUM – FLANDERS ...... 80 5.4 ANNEX 4: NSSP FOR BELGIUM – WALLONIA ...... 101 5.5 ANNEX 5: NSSP FOR BULGARIA – VARNA REGION ...... 122 5.6 ANNEX 6: NSSP FOR CROATIA ...... 149 5.7 ANNEX 7: NSSP FOR CYPRUS ...... 168 5.8 ANNEX 8: NSSP FOR CZECH REPUBLIC ...... 181 5.9 ANNEX 9: NSSP FOR GERMANY ...... 204 5.10 ANNEX 10: NSSP FOR HUNGARY ...... 226 5.11 ANNEX 11: NSSP FOR LITHUANIA ...... 251 5.12 ANNEX 12: NSSP FOR POLAND ...... 268 5.13 ANNEX 13: NSSP FOR PORTUGAL ...... 290 5.14 ANNEX 14: NSSP FOR ROMANIA ...... 311 5.15 ANNEX 15: NSSP FOR SLOVENIA ...... 336 5.16 ANNEX 16: NSSP FOR SPAIN - BARCELONA REGION ...... 357 5.17 ANNEX 17: NSSP FOR SWEDEN ...... 374 5.18 ANNEX 18: SUMP QUALITY ASSURANCE APPROACH IN SLOVENIA ...... 400
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List of Figures Figure 1: The PROSPERITY concept to develop new or enhance existing NSSPs in partner countries ...... 7 Figure 2: Categories of SUMP status - Comparison 2011 / 2017...... 13 Figure 3: Country of Focus National/Regional SUMP Programme development 2016-2019 29 Figure 4: Country of Focus National/Regional SUMP Programme status change 2016-2019 ...... 30 Figure 5: Partner National/Regional SUMP Programme status change 2016-2019 ...... 32 Figure 6: Partner National/Regional SUMP Programme status change 2016-2019 ...... 32
List of Tables Table 1: The 2017 categories of SUMP status: definition and number of countries (32 responses) ...... 12 Table 2: Comparison between the 2011 and 2017 categories of SUMP status ...... 13 Table 3: Relation between the number of trained and experienced consultants and the demand from cities (answers from all 32 surveyed countries and regions) ...... 26 Table 4: The main documents/guidelines used to produce the NSSPs ...... 34 Table 5: Overview of laws and regulations related to SUMP ...... 35 Table 6: Overview of financial resources for SUMP preparation and implementation ...... 37 Table 7: Overview of guidelines and methodology for SUMP development ...... 37 Table 8: Elements of monitoring and evaluation (M&E) of SUMP ...... 39 Table 9: Existence of information channels ...... 40
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1 Introduction This report concerns new or enhanced National SUMP supporting programmes (NSSPs) in countries and regions that were developed or improved in the CIVITAS PROSPERITY project. NSSPs run at the national or regional government level to encourage, support, require and/or give incentives and disincentives to cities and other local governments to implement SUMPs. Countries and regions that are known for a long history of SUMP activity, such as England, France, Catalunya, Flanders, Slovenia and to an extent Sweden, are countries that also have NSSPs in place, often for many years. It is clear therefore that an NSSP is associated with more and longer-lived SUMP activity – not surprisingly, given that cities often take their policy lead, and often receive money, from higher levels of government. The CIVITAS PROSPERITY project aimed to produce a culture shift in terms of the environment for Sustainable Urban Mobility Plans (SUMPs) in 15 member states and in the organisational culture of transport planning in 250 cities. In order to get many more cities to commit to SUMPs, PROSPERITY worked with national or regional ministries and agencies (national level representatives) to develop policy frameworks that will improve or start up NSSPs on national or regional level. The main concept was to activate the national and/or regional level to develop policy frameworks to improve or start up NSSPs. To prepare the development or improvement of National programmes, PROSPERITY started with the analysis of the current status of national or regional support programmes in EU member states. The approach has at its core the development and improvement of NSSPs. These were supported by exchange processes on a national and international levels, training and capacity building. At the end of this process all partners developed their NSSP.
Figure 1: The PROSPERITY concept to develop new or enhance existing NSSPs in partner countries
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This document first summarises the status of NSSPs before the project, then the situation after the project for the development of new, improved or roadmaps toward NSSPs in each partner country using the results of an after survey. Finally, the conclusion of the work on NSSPs in PROSPERITY are presented. All NSSPs developed within the project area attached as Annexes to this report.
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2 Status of National SUMP support programmes before PROSPERITY project1
2.1 Introduction To prepare the development or improvement of National programmes, PROSPERITY started with the analysis of the current status of national or regional support programmes in EU member states. This task was done in close cooperation with WP 5 of SUMPs-Up project and CEREMA as the leader of this WP. Altogether 28 EU member states participated in this analysis and data was provided from 32 representatives (25 countries as a whole and 7 regions from 3 countries). PROSPERITY covered 18 representatives and SUMPs-Up covered 14. The analysis aims to identify and assess: • the status of National programmes in EU member states; • successful existing National programmes and their key contents; • key problems hindering SUM-planning in cities, regions and countries; • needs of national level representatives in developing and improving National programmes.
2.2 Methodology At the start of the CIVITAS PROSPERITY project the existing national or regional SUMP support programmes (National programmes) in each country were critically assessed in terms of their results, good and bad points, areas for improvement, and the lessons that they provided for other member states that are interested in adopting similar mechanisms. In this task project partners identified and documented any form of higher level support for or involvement in the SUMP process – for example, national training events, national guidance, legislative frameworks, finance from the national or regional level, financial incentives, a national or regional platform, or a standardised national or regional assessment mechanism for assessing quality of SUMPs. The analysis of the National programmes consisted of the following two steps: 1. State of the National SUMP programme; 2. Structured interviews with relevant stakeholders. These steps were performed by the National Focal Points (NFPs) or other national or regional level representatives from each participating country or region (see D 3.1 Annex 6.1 for the standardised structure and Annex 6.2 for completed inventories and interview responses from PROSPERITY partners). In the first survey countries and regions covered by SUMPs-Up project were included, but only performed step 1.
1 This Chapter summarises D 3.1 Higher Levels of Government – their Support for SUMP in the EU from February 2018.
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2.2.1 Status of National SUMP programmes The analysis of the National programmes in 2017 started with the update of National inventories prepared in for the ENDURANCE project by its country partners (who are known as National Focal Points (NFPs)). Most of NFPs from the ENDURANCE project are partners in one of the current EU projects on SUMP (13 in PROSPERITY, others in SUMPs-Up and SUITS). For those countries which were not covered by the ENDURANCE National inventories, a new report was prepared. For PROSPERITY all 13 member states2, 1 national level representative3 and 1 regional level representative4 (in collaboration with NFPs or partners from two other SUMP projects5) prepared an update of their National inventory. They started from available descriptions of their National programmes (mainly from ENDURANCE, but with a few also from ELTIS), collected additional information about the latest status of SUMPs in their countries and filled in the template about the current status of their National programme. The output of this task is a set of national reports on National SUMP programmes (in English) structured around the elements of programmes which are of the main interest of this project (the five sub bullet points in the list below): • State of the SUMP • Awareness of SUMPs • State of the National or regional SUMP programmes • Legislation (laws and regulations) related to SUMP • Financial resources for SUMP preparation and implementation • Guidelines and methodology for development of SUMPs • Monitoring and evaluation of SUMP development and implementation • Information, education, knowledge exchange
2.2.2 Structured interviews Updated (or in some case new) National inventories formed the next step of the analysis in PROSPERITY– structured interviews with national level representatives, partner city representatives and other stakeholders. Most PROSPERITY partners performed these interviews as a group interview at their National Task Force meetings where main stakeholders from different levels of government met and discussed the future development of their respective National SUMP programme. The aim of the first step of the interview was to confirm and improve the National inventory. NFPs presented the National inventory and requested any changes needed, for any recent developments and any relevant additional information. In the second step of the interview the NFPs and interviewees focused on the status and future development the National programme elements listed in Section C) “State of the
2 Belgium/Flanders (also provided information for Walloon and Brussels regions), Bulgaria, Croatia, Cyprus, Czech Republic, Germany, Hungary, Lithuania, Poland, Portugal, Romania, Slovenia and Spain/Catalonia (also provided information for Spain); Romanian SUMP Programme is a draft version without quality check and it has not been approved by the end of PROSPERITY, therefore some adaptations might be done before the document gets approval. 3 Sweden 4 UK/Scotland 5 SUMPs-UP and SUITS
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National/regional SUMP programmes” of the National inventory. For each of the elements listed in this chapter, the following topics were discussed: • What they think was achieved by their National programme so far? • What it was done well, and not so well? • The most difficult aspect of encouraging SUMPs, from a national perspective? • If certain “obvious” elements of a national programme such as national guidelines or a link to finance are not yet in place, then why this is – does it result from consideration of the element in question but a conscious decision that it should not form part of the National programme at this time; or was it just never considered in the first place? • How the existing elements of the National programme could be developed and improved. • Plans and ambitions for the missing or underperforming elements of the National programme. • What works well and could be suggested to other countries to transfer from your National programme? • What they see as innovative in their National programme. • If there are innovative parts of National programmes elsewhere that they would like to know more about? • Suggestions for support from the EU level. • Expectations as to where Prosperity could help in the development or improvement of each specific element of the SUMP programme.
2.3 Status of National SUMP support programmes in 2017 The NSSP refers to the legal, governance, methodological and technical tools and actions provided by the national or regional6 level to support SUMP. A classification in four categories was made (see Table 1 for description of the four categories)., based on the integration of SUMP within the urban transport planning framework, the level of support from the national or regional level and the existence of a comprehensive legal, governance, methodological and technical support7 (see Table 2). Based on the available results from 2017, 85% of the countries and regions studied (20 countries and all 7 regions) have already incorporated SUMP within their urban transport planning frameworks to differing degrees Overall, 60% of the countries and regions studied (13 countries and 6 regions) had a well-established frameworks that incorporated SUMP and provided some support from the national or regional level. 16% of the countries and regions surveyed (3 countries and 2 regions) were forerunners that had a comprehensive legal, governance, methodological and technical support for SUMPs. They were the countries and regions where SUMPs where most comprehensively incorporated into the urban transport planning framework (Flanders in Belgium, France, Catalonia in Spain, Norway and Lithuania).
6 Especially in Belgium, Spain and UK. 7 This classification does not integrate the durability of the national framework: is the framework included in a long-term process, or is it still quite young and potentially fragile? This criterion could be investigated in further research.
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5 countries (16%) did not have an integrated SUMP at the national level (Cyprus, Estonia, Ireland, Latvia and Poland). Table 1: The 2017 categories of SUMP status: definition and number of countries (32 responses)
Results: Forerunner countries or regions: 5 / 16%, Active countries or regions: 14 / 44%, Engaged countries or regions: 8 / 25%, Inactive countries or regions: 5 / 16%.
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Table 2: Comparison between the 2011 and 2017 categories of SUMP status
The first classification of national SUMP status was made in 20118 based on three categories, with category #1 corresponding to the 2017 categories #1 and #2.
The comparison with the 2011 situation (see Figure 2) shows a great evolution in terms of integration of SUMP: the rate of engaged countries has increased from 60% to 85%, while the number of more advanced countries (category #1 in 2011, categories #1 and #2 in 2017) has increased from 25% to 60%.
Figure 2: Categories of SUMP status - Comparison 2011 / 2017.
Note: the 2011 category #1 corresponds to the 2017 categories #1 and #2
8 See “Rupprecht Consult, The State of the Art of Sustainable Urban Mobility Plans in Europe, 2011.”
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2.4 Status of five main elements of National SUMP support programmes in 2017 Results of the analysis were clustered around five main elements of National SUMP programmes: • legislation related to SUMP, • financial resources for SUMP preparation and implementation, • guidelines and methodology for SUMP development, • monitoring and evaluation of SUMP development and implementation, • information, education and knowledge exchange,
The analysis of each element is presented with the same structure, an introduction into the topic, a summary from the Endurance project report for 2011 situation and finally the 2017 situation is presented. presents the situation
2.4.1 Legislation related to SUMP
Introduction National legislation is one of the crucial factors for the development of sustainable mobility policies in cities. The chapter describes how different countries approach this. Each country involved in the survey described to what extent urban mobility policies are recognised on the national or regional governmental level and if there are any major policies supporting or counteracting preparation or implementation of SUMPs. Another aspect covered within the relates to the adoption and implementation of SUMPs, especially if it is encouraged by national or regional policies or even compulsory. All survey questions were asked for both, national and regional level.
Summary from Endurance project report (2013) National legislation or regulations related to sustainable mobility exist on several levels. Aside from the transport sector, they also concern energy usage, the environment and air quality or land-use. Most of the countries have at least a national transport policy as the main steering document. In general, the Old EU Member States are better equipped in this aspect than the New EU Member States. The following issues arise: • substantial differences in policies and legislative background exist among EU Member States (powers and responsibilities of national and regional levels differ); • legally binding documents and their legislative “power” also differs among countries (good national strategies need not always be supported by legislation of a lower power or local regulations); • various levels/definitions of “relation to sustainable mobility”; • transport and mobility-related policies may not be connected to SUMPs at all (legislation on air quality exists but has no power on traffic in cities, national cycling policy is focused more on recreational cycling than cycling for commuting purposes). Most of the states have a national transport policy (18 out of 25), but environmental issues are also often reflected in legislation (e.g. 16 states have legislation on air quality). A good example of national-wide legislation relevant to SUMP can be cited from Germany, Austria, Poland or countries in Great Britain, among others. Contrary to national legislation, regional legislation depends on the degree of decentralisation in the respective country, which also depends on the size of the country. Regional legislation
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is, in general, of lesser importance than national. Generally, larger countries have substantially more regional governments than smaller ones. There are also several countries with no officially established regions or with not significant legislative or administrative function of regions (Estonia, Ireland, Latvia, Lithuania, Norway, and Slovenia). On the contrary, in Italy, the national guidelines for PUM (SUMP) prepared by the Ministry of Infrastructure and Transport were adjusted by some regions into regional guidelines (e.g. the Veneto region). Relatively strong regional legislation can be found also in Belgium and the Czech Republic.
The 2017 Situation Compared to the 2013 findings, presented in the Endurance project, the Prosperity and SUMPs-Up projects’ findings from 2017 showed a similar picture with some improvements regarding the legislation related to SUMPs. 16 countries had legislation related to urban mobility in place, mostly on national level. Some had additional or supporting legislation on regional level. 18 had dedicated programmes and 13 had different documents available supporting the legislation. The following elements were analysed, and the results are summarised below: • existence of legislation, programmes and documents on urban mobility at the national/regional governmental level; • supporting or counteracting policies for the preparation and/or implementation of SUMPs; • the existence of mechanisms for compulsory adoption, implementation and updates of SUMPs.
Legislation, programmes and documents for urban mobility As stated above, countries developed various approaches to address legislative aspects of sustainable urban mobility and SUMPs. Depending on the administrative situation in some cases, like Belgium and Spain, where the regional level was well developed and had an important legislative role, most essential elements of legislation were in place on regional level. In other countries national legislation played the most significant role. The situation described in Endurance report did not change drastically. 72 % of the surveyed countries and regions (16 countries and 7 regions) had legislation in the field of sustainable urban mobility in place. Most of the countries also had legislation dedicated programmes to support the activities. Among them Flanders and Brussels regions in Flanders, France and Catalonia in Spain had most developed legislative frameworks with several supporting policies and compulsory elements in place. Those included dedicated legislation and programmes and in one case several documents and funding (Flanders) while the compulsory elements included SUMP adoption, SUMP implementation, monitoring and evaluation activities and SUMP updates. Many other countries that did not have any legislation in place but they nevertheless developed programmes to support sustainable urban mobility. These countries were: Slovenia, Ireland, Slovakia, Czech Republic, Greece, Portugal and Cyprus. The least developed countries regarding legislation and related support were Croatia and Estonia.
Supporting or counteracting policies All countries had at least a few policies in place which supported the development of sustainable urban mobility, and most of them had several. The most commonly stated policies that were in line with urban mobility policies were policies related to transport, land-use,
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decarbonisation, energy efficiency, air quality and policies, related to specific transport modes such as cycling policy or policy on public transport quality. However, many countries still stated that there were a few polices that work against sustainable urban mobility. In Bulgaria the policy for Integrated Urban Transport Plans worked against SUMPs because it emphasised infrastructure measures, sometimes accompanied with separate fragmented mobility initiatives without considering public participation. In Cyprus the transport policies that involved the upgrade or construction of new road infrastructure favoured the use of car instead of alternative modes. In Spain there were national initiatives in place to promote car fleet renewal acting as an incentive to the car industry, thus promoting its use. Besides that, urban development standards used in Urban Planning were not always consistent with sustainable mobility, for instance low density development standards used in some residential areas facilitated the development of new low-density car dependent suburban areas.
Obligatory activities related to SUMPs As with legislation, approaches to obligatory development of SUMPs or elements and activities related to SUMPs were very different between the countries. Elements being analysed within the study were formal adoption, implementation, monitoring and evaluation and regular updates. In most of the countries, none of the above elements were compulsory, even if legislation was already in place. Formal adoption was compulsory in Lithuania and Catalonia but not the rest of Spain. It was also compulsory in Bulgaria for cities that decided to develop the SUMP. But the decision to do so was in hands of city administrations. In several countries formal adoption was not compulsory but required to access national or regional funding. Such examples were Portugal, Romania, Slovenia, Sweden and Scotland. SUMP implementation itself was not compulsory in any of the countries. But since the adaptation was formal and related to access to funding, there were enough elements to secure the implementation of planned measures. Monitoring and evaluation of SUMP were one of the key elements of the guidelines, but most countries did require such activities. The Hungarian SUMP guidelines contained monitoring as a compulsory task. However, the gathering and assessment of monitoring results was not monitored at the national level. Similarly, in Lithuania evaluation was not defined at the national and local levels. In Portugal monitoring and evaluation was not mandatory, even though the Mobility Package defined a set of procedures to accomplish that task: how to constitute a structure for monitoring, how to conduct the monitoring process, which indicators to use and how to produce progress reports. But some countries developed their own systems of monitoring and evaluation. In Slovenia municipalities had to monitor and report results of selected indicators for 5 years (at least 2 per municipality). The methodology for monitoring two indicators (modal split and travel to school) was prepared and distributed by the Ministry of infrastructure. In Catalonia there was a common indicator set defined for the evaluation of SUMPs. In addition, SUMPs should be subject to an environmental assessment. In Scotland monitoring and evaluation was compulsory on regional level but not on the local level. Regular updates of SUMPs were compulsory in Catalonia (Spain) every 6 years and in Scotland regional plans every 4 years. In Sweden SUMP equivalent updates were compulsory every 4 years as a part of a larger comprehensive plan updates. In several other countries
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updates were not compulsory but recommended. Such countries were the Czech Republic and Slovenia where updates were recommended every 5 years In Scotland local plans updates were recommended every 3 years but happened every 5 years. In Romania, similar to Sweden, SUMPs should be updated as a part of general plan, but only every 10 years. In other countries updates were voluntarily.
Need for improvement Several countries expressed the need for a clear and well-structured regulatory framework on a national level that does not necessarily for it to be obligatory. In countries with existing framework see further improvements in integration of transport and mobility planning with other sectors, primarily with land use planning.
2.4.2 Financial resources for SUMP preparation and implementation
Introduction The section presents different approaches the countries use for financing SUMP development and implementation and the implementation of sustainable mobility related measures. It describes which resources are available for cities in each country or region. Financial mechanisms are important in countries where national legislation does not define or require development of SUMPs. Available finance can be used to motivate cities to develop a comprehensive strategy and this qualify for financing, that would otherwise not be available. This section also presents approaches to secure minimum standards that the SUMP must meet and, if available, where these standards are defined. These standards are again mostly important in countries without specific legislation on SUMPs. They secure the minimal quality of the documents and check if all key activities for development have been considered.
Summary from Endurance project report In Norway, the four largest cities (with over 100,000 inhabitants) have a “City Package of Measures” (“Bypakke”) which can be considered a SUMP. The major source of funding came from revenues from the city tolling cordons. In Austria, the Federal Ministry of Agriculture, Forestry, Environment and Water Management set up a nation-wide programme in 2004, bundling all the so-called “soft measures” in the field of energy efficiency and combating climate change with the aim of a market transformation towards more sustainability. The housing, energy savings, renewables and transport sectors were targeted. The programme has been financed entirely from climate protection funds and has been given the name/brand “klima:aktiv”. PDUs in France are partially funded via household travel surveys (necessary for the state of the art, baseline and evaluation of PDUs). State funds cover 20% of all the travel surveys, which benefit from a “Certu” standardized methodology. In Scotland, cities applying to the national government for special funds for public transport projects had to show that they had an LTS approved by their politicians and that the public transport project for which they wanted money would help to achieve the objectives of the LTS. In Sweden, some programmes with project-based funding for initiating and supporting sustainable urban transport planning have been carried out. The guidelines prepared are TRAST (Traffic for an attractive city), which has existed since 2007. TRAST is a planning tool supporting municipalities in development of a balanced transport system supporting an urban
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development in which holistic approach is the guiding principle. TRAST contains both a manual and documentation and constitutes two handbooks. One aims at supporting municipalities in their work to develop the urban planning process to include transport planning, and the other includes facts and information about developing traffic strategies, plans and programs. In Greece, national funding can be requested through the respective calls under the National Strategic Reference Framework. There is no legal obligation to adopt a SUMP in Spanish municipalities, except Catalonia, Valencia, and Basque Country. Nevertheless, municipalities will only be eligible for financial support from the national government regarding transport and mobility if they account for a SUMP.
Situation in 2017 Within this section, two major topics are covered. Firstly, about the availability of financing from various administrative levels for SUMPs and sustainable urban mobility measures and if adoption of the SUMP is a condition to access any of funding options for investments in mobility. Secondly, information about the minimum standard that the SUMP must meet and where this standard is defined were collected. Since the ENDURANCE project, several other countries have developed financial mechanisms for financing SUMPs and sustainable urban mobility measures. Almost all countries in EU have some funding available, some directly for this field and others indirectly for wider objectives, which sustainable mobility can help to achieve. The following elements were analysed, and the results are summarised below: • availability of resources for SUMP; • existence of minimal standards for SUMP.
Availability of resources for SUMP Within this topic four administrative levels were considered: local (own), regional, national and EU. Since all cities can decide to use their own funding to develop and implement a SUMP this level is not too relevant. Similarly, all cities can apply for EU level funding for the same tasks. What is therefore interesting for this study is existence of regional and national funding. In countries with well-developed regional administrative level financial resources for SUMPs and wider sustainable mobility related measures were commonly available at this level. Such examples were Germany, Spain, Sweden (in some cases), and Scotland. More often resources were available at a national level. Such resources were often a part of wider national programs such as operational programmes, supporting programmes from different ministries, funding for energy efficiency and environmental protection, climate protection action plans or directly from national budget. In most countries the financial framework for urban mobility was not permanently secured and clearly defined. In countries where SUMPs were not legally required some financial resources were available for those cities that decide to develop one. This offered a positive motivation for their development. This mechanism was partially in place in Czech Republic, Germany, Hungary, Spain (for public transport) and in full in Belgium and Slovenia.
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Existence of minimal standards for SUMP Access to additional funding posed a question of quality of SUMPs, especially in countries where they were not defined by a national law. Such standards did exist in Belgium on regional level by a decree, in Hungary and Slovenia within national guidelines for SUMPs and in Spain, where there were defined in national strategy on sustainable mobility. In Czech Republic minimal standards were not defined but SUMPs are assessed by a Committee within Ministry of Transport. Other countries did not have any minimal standards defined.
Needs for improvement It was concluded that countries should work on providing a stable and clearly defined financial framework for urban mobility, which would encourage more cities to develop their SUMPs and carry out necessary measures.
2.4.3 Guidelines and methodology for SUMP development
Introduction The section presents an overview of approaches regarding the availability of coherent guidelines or methodologies for SUMPs used at national or regional level. If the guidelines were available, it explores if they were mainly translated from EU guidelines or they were independently developed within the national planning framework. The section further explores if SUMP development was supported by national planning guidelines for specific measures within urban mobility policy like walking, cycling, public transport or parking.
Summary from Endurance project report In Italy the Ministry of Infrastructure and Transport has published guidelines and some regions adopted these guidelines to address the needs and context of municipalities with respect to their own PUMs. Local authorities in England and Wales were provided with detailed guidance from the national level to explain what constituted a high-quality LTP; the link to finance provided a strong incentive for authorities to follow the national guidance. In Slovenia, guidelines for preparation of an integral transport strategy called “Sustainable mobility for successful future” have been developed. They have been approved by the Ministry of Infrastructure and Spatial Planning, but they are still a non-binding document for Slovenian cities. In Sweden, some programmes with project-based funding for initiating and supporting sustainable urban transport planning have been carried out. The guidelines prepared are TRAST (Traffic for an attractive city), which has existed since 2007. TRAST is a planning tool supporting municipalities in development of a balanced transport system supporting an urban development in which holistic approach is the guiding principle. TRAST contains both a manual and documentation and constitutes two handbooks. One aims at supporting municipalities in their work to develop the urban planning process to include transport planning, and the other includes facts and information about developing traffic strategies, plans and programs. There are technical guidance documents issued by the Spanish National Government (IDAE) and several regional governments (Basque Country, Andalusia and Barcelona).
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The 2017 Situation Compared to the data collected for the Endurance report there was some progress regarding the availability of guidelines. Several countries were identified that developed and maintained their own guidelines independently from European SUMP guidelines. The following countries fall into this category: Belgium (all three regions developed own guidelines), France, Germany, Italy, Netherlands, Portugal, Spain, Sweden and United Kingdom. Some of these guidelines were developed as early as 1999 so the extent of similarity with current EU guidelines was hard to assess. Several other countries based their national guidelines on EU guidelines. In Bulgaria and Latvia, the translated EU guidelines was used. In Czech Republic, Denmark, Hungary, Lithuania, Malta, Slovakia and Slovenia EU guidelines were translated and upgraded with local best practices and adapted to national legislation. The remaining countries used the original EU guidelines in English language when needed.
Availability of other specific guidelines In several countries, such as Belgium, Germany, Portugal, Spain and United Kingdom there were many guidelines available for topics related to SUMPs such as mobility management, flexible transport, interchanges, road planning, parking policy, shared mobility, pedestrian network, cycling network, public information services, urban design etc. But the availability of guidelines varied between countries and many still did not provide any such support.
Areas for improvement To successfully develop SUMP programmes countries or regions need their own guidelines for development, adapted to national legislation and their national planning system. The EU guidelines offer a solid foundation for development of such adapted guidelines. But questions related to the scale of cities, administrative division of responsibilities and existing planning system need to be addressed to make them more relevant to specific countries. Additional specific guidelines for planning and implementation of specific measures or approaches to planning individual travel modes would be a helpful tool for decision makers and experts. Some countries have already developed a series of such documents which were updated regularly. Exchange of these documents could be helpful for countries following who just recently started working on such topics more actively.
2.4.4 Monitoring and evaluation of SUMP development and implementation
Introduction Monitoring and evaluation activities are one of the key elements of the SUM planning concept. Good quality assessment of the development of each SUMP and of the impacts of its implementation is essential. Systematic and regular monitoring and evaluation increases the efficiency of the planning processes, implementation of measures and helps to optimise the use of resources while also providing empirical evidence for future planning and appraisal of measures. Key elements of a monitoring and evaluation scheme include performance indicators to assess the SUMP preparation process, the content of the adopted SUMP and of SUMP implementation, methodologies for data collection and analysis, responsible persons for assessing and reporting, responsible persons for collection and evaluation of information at the national or regional level, incentives for cooperation (e.g. connection to availability of funding) and sanctions in case of non-cooperation.
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Typical challenges for effective execution of monitoring and evaluation usually include a lack of experience, limited financial and staff resources, gaps in technical knowledge regarding definition of performance indicators, the retrieval, collection, preparation and interpretation of data, inefficient monitoring and evaluation practices9. However, overcoming these challenges and providing regular information to decision makers, potential funding bodies, stakeholders and public can help to reinforce SUMP’s position among policy documents, communicate the benefits it brings to the community and ensure the regular update of the document.
Summary from Endurance project report The analysis of the Endurance National Inventories Summary (2013) showed that monitoring and evaluation of SUMP preparation and implementation is not a common practice in European countries. Examples of monitoring and evaluation schemes or some of their elements were only documented for France, Norway and England and Wales in the UK. France already has 30 years of experience with continuous preparation of PDUs since the first legislation and documents were adopted in 1996. The PDUs have been improved regularly to cover all the key topics and cross-sectoral areas characteristic for SUMPs (mobility, urban development, social inclusion, environmental protection as well as a detailed financial and implementation plan). Documents are partially funded via household travel surveys (data is used for the evaluation of PDUs) and are evaluated and reviewed on a five-year basis. In Norway monitoring and evaluation activities are implemented within the network “Cities of the Future” where land use and transport are one of the four key focus areas. The initiative was started by the Ministry of the Environment to connect 13 largest city municipalities in Norway in their efforts to reduce the greenhouse gas emissions and make the cities a better place to live. The scheme was already evaluated twice (in 2007 and 2012). At the time, details were only available in Norwegian and were not documented in the Endurance report. In England and Wales local authorities receive almost all their transport funding from the national government and between 2001 and 2011 the LTP (SUMP) and its quality was used as a basis for the distribution of a significant part of this funding. Guidance on what constituted a high-quality LTP was provided from the national level and the link to finance presented a strong incentive to follow this guidance. The LTP needed to have a detailed spending plan and measurable targets as well as elaborated monitoring and reporting activities. Authorities that prepared LTPs had to submit to the national government monitoring reports showing what they have implemented and what the impacts of this implementation have been. Unfortunately, the link between the quality of LTPs and funding has been broken since 2011. Documents are now prepared for a longer period (for 15 rather than 5 years) and requirements for their content are less prescriptive. Some authorities have used this greater freedom to produce LTP3s that are vague and aspirational documents compared to their predecessors.
The 2017 Situation Compared to the 2013 Endurance project findings, the PROSPERITY and SUMPs-Up projects’ findings from 2017 show that monitoring and evaluation activities were slowly becoming more prevalent in those European countries where SUMPs or similar documents were being prepared and implemented. Half (16/32) of the surveyed countries and regions
9 Quick facts on monitoring and evaluation: Assessing the impact of measures and evaluating mobility planning processes, CH4LLENGE project, 2016.
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(countries further on) was implementing at least some monitoring and evaluation activities. However, there was still only a handful of countries with comprehensive and functioning monitoring and evaluation schemes the covered the majority of the key activities (3: Flanders in Belgium, France and Catalonia in Spain) while most active countries (13) was monitoring only a (very) limited set of activities. Also, monitoring and evaluation activities were not mandatory in most countries. The following activities were analysed, and the results are summarised below: • existence and scope (SUMP preparation, SUMP implementation, obligation to monitor and evaluate SUMP, funding) of monitoring and evaluation schemes, • existence of a set of indicators for monitoring and evaluation of SUMP, • existence of independent bodies to assess SUMP, and • frequency and obligation of SUMP updates.
SUMP monitoring and evaluation schemes As discussed above, the most developed and compulsory SUMP monitoring and evaluation schemes were those implemented in France, Catalonia (Spain) and Flanders (Belgium). France has the longest tradition of SUMP development (35 years) and monitoring has been performed for the last 20 years by the PDU observatory. The observatory is financed by the Ministry of Transport and run by Cerema – a public body in charge of technical support for the ministries working in the field of sustainable development. The PDU observatory produces a yearly updated database of mobility planning activities in France. In Catalonia in Spain SUMP development and quality assurance became mandatory in 2003 and is required by law. A common framework for monitoring and evaluation was provided for that purpose. The framework is comprehensively supported by the Provincial Government of Barcelona (DIBA) to further increase the overall quality of the documents. Flanders in Belgium has a 21-year tradition of regulatory framework for SUMPs while their evaluation became mandatory in 2012. The scheme focuses on continuous support to municipalities in the preparation and implementation processes of their SUMPs. The quality management process is performed by institutional bodies at the local and regional level and through a separate evaluation procedure. In several other countries and regions with existing assessment frameworks (those are usually defined on a national level within the SUMP guidelines), the SUMP monitoring and evaluation process was either not compulsory, not well elaborated or/and it only covered certain areas within the country. There was also little control and no sanctions for non-compliance. However, these schemes represented a good foundation for future development of assessment activities. Some interesting examples in this group of 13 countries included Portugal, Brussels in Belgium, Slovenia and Malta. In Portugal, the scheme was part of the national Mobility Package that was developed and is implemented by IMT (Institute for Mobility and Transport). While it was not mandatory, majority of municipalities voluntarily submitted their SUMPs to IMT for technical appreciation. All 19 municipalities of Brussels in Belgium were pilot in the EU Advance project on assessment and audit of SUMPs. In Slovenia, the SUMP preparation process of the documents developed within national tender had to follow the National SUMP Guidelines in order to acquire funding where the process was monitored by the Ministry of Infrastructure. Malta has developed a monitoring and evaluation framework on the national level. While it was not yet mandatory, the SUMPs were nevertheless periodically monitored by the national authority.
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A link to funding was only reported by 5 countries. National funding programmes were available in Lithuania and Czech Republic while in Hungary, Slovenia and Cyprus the content of SUMPs was controlled by the responsible ministries when documents or/and measures were co- financed through the EU operational programme.
Indicators for monitoring and evaluation A set of common indicators defined on a national or regional level and their regular monitoring is an important part of successful monitoring and evaluation schemes. It allows for a transparent overview of impacts on a national/regional/local level and enables comparison between cities. Despite these benefits only 7 countries and regions (Catalonia in Spain, France, Portugal, Sweden, Norway, Scotland in UK and Malta) had a set of indicators for monitoring and evaluation of SUMPs or mobility in general defined. There were also further 4 countries and regions with guidance in place that at least suggested possible indicators and/or encourages their use (Slovenia, Finland, Walloon in Belgium, Slovakia).
Independent bodies to assess the SUMP Evaluation of the content of adopted SUMPs by an independent body was not a widespread practice. It was generally required when SUMP was a condition to acquire funding or when SUMPs needed to be in line with strategic documents on a higher level. In most countries with existing monitoring and evaluation schemes the evaluators were designated national, regional or territorial bodies (in Catalonia in Spain, Flanders in Belgium, Norway, Brussels in Belgium, Malta, Lithuania) or ministries (in Hungary, Slovakia (2), Czech Republic (2), Slovenia).
SUMP updates 15 countries reported that their schemes required or recommend regular updates of SUMPs. The frequency for the update varied from 3 to 12 years with the average of 6 years. In some cases, interim monitoring reports were required as well – this was the case in Catalonia in Spain and France where full updates were necessary every 6 and 10 years respectively while mid-term evaluations were required every 3 and 5 years respectively. Regular updates were also compulsory in Flanders and Brussels in Belgium, Sweden, Scotland in UK (only for regional SUMPs) and Croatia. In Norway, Scotland in UK (for LTS), Walloon in Belgium, Portugal, Slovenia, Malta, Hungary and Czech Republic updates were recommended and/or implemented voluntarily.
Areas for improvement Several countries expressed the need for development or further improvement of SUMP monitoring and evaluation schemes. The elements that countries pointed out as most frequently lacking in existing schemes were a clear set of indicators, assessment tools and trained experts. An active national (regional) quality control system of the whole SUMP process should be set-up in all countries and expert support for cities and consultants should be provided to help them developing and assessing their SUMPs (also content-wise). Monitoring and evaluation activities should also be encouraged by decision makers and endorsed by politicians. Finally, less developed countries in the field of monitoring and evaluation should aim for best practice transfer from more advanced countries.
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2.4.5 Information, education and knowledge exchange
Introduction Information, education and knowledge exchange all play an important role in SUM planning and are essential for making informed planning decisions. These activities help raise awareness about the benefits of SUMPs and sustainable transport (awareness of SUMPs is covered in detail within Chapter 3) as well as to enable capacity building on different levels (local, regional, national) and for different target groups (experts, consultants, civil servants, stakeholders, public). Since these activities are implemented in a variety of ways and for different audiences it is best when they are coordinated under one umbrella to enable seamless communication. It is also beneficial that information, education and knowledge exchange are implemented regularly and disseminate current best practice examples with high level of transferability (regarding each local context). Regarding dissemination of information the use of the following sources is most widely spread: web sites, newsletters, help desks, research programmes, supervisors, guidelines and awareness raising events. Education usually includes training activities for both cities’ administration and consultants and is in some cases linked to an acquisition of a license. Knowledge exchange is most often considered as sharing of experiences about good (and bad) practices through platforms for transport and/or mobility, networks of cities and experts, conferences, workshops, seminars and initiatives like European mobility week.
Summary from Endurance project report The analysis of the Endurance National Inventories Summary (2013) showed that majority of countries surveyed reported the existence of association or network that tackles transport issues. The five most frequently stated initiatives were local mobility management networks, local EPOMMs (European Platform on Mobility Management), local CIVINETs (CIVITAS Networks), “Healthy Cities” associations and national associations of municipalities. In approximately half of the countries these entities also play a role of a SUMP network and/or platform while in others they represent a big potential for its formation. Only two countries reported zero activities in this field (Ireland and Latvia). What is also common to majority of the above-mentioned organisations is that they gained experience with SUMPs and mobility management through participation in national or European projects. However, the existence of a relevant association or network did not guarantee enough support regarding information and awareness of SUMPs and SUM planning approach, training activities and knowledge exchange. Almost all countries reported lack of awareness of SUMPs, SUM planning approach or transport related challenges as key gaps. Other gaps included lack of communication activities, too few competent experts and expert knowledge and insufficient exchange of best practice examples. Some good practice examples on the other hand include Belgium, France and Austria. In Belgium all activities are organised separately within each region. Cities there are provided with comprehensive support regarding information, training, consultation and exchange of experience. In France guidelines, national observatories and seminars are prepared by national bodies and with close cooperation from networks of cities. The latter and NGOs have also focused on transfer of experience and best practice among French cities. An interesting example comes also from Austria where the Federal Ministry of Agriculture, Forestry, Environment and Water Management set up a nation-wide programme financed from the
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climate protection fund in 2004 called klima:aktiv. The programme has a section dedicated to mobility management (MM), the “klima:aktiv mobil”, which includes consultation, financial support, public awareness raising campaigns, awarding, certifying and further education.
The 2017 Situation Compared to the 2013 Endurance project findings, the PROSPERITY and SUMPs-Up projects’ 2017 findings showed that information, education and knowledge exchange activities have strengthened considerably. Three quarters (24/32) of the surveyed countries and regions (also referred to as “countries” in later paragraphs) organised regular (17) or occasional (7) awareness raising events about the benefits of SUMPs and sustainable transport. A half (16/32) of the countries had a dedicated SUMP web site. Regular trainings were held in 8 countries and occasional in further 5. Overall some form of knowledge exchange existed in 21 countries. In countries with longer tradition of SUMP planning these activities were an integral part of national SUMP programmes while in countries where adoption of SUM planning was still under way the key facilitator were European projects. The following activities were analysed, and the results are summarised below: • main sources of information and awareness raising events, • frequency and extent of education activities, number of consultants, • existence of facilitated knowledge exchange.
Information Regarding information distribution about the latest development in SUMPs in surveyed countries the most commonly used channels were awareness raising events, web sites, newsletters and guidelines. Help desks, supervisors and research programmes were seldom used. Information channels in Belgium (all three regions), France, Slovenia and Czech Republic were most developed. They consisted of a national or regional web site (platform, 1-stop-shop) that combined all kinds of information and support material for SUMP development and implementation including more or less regular newsletters, regular awareness raising events (except in Walloon in Belgium) and in some cases a help desk (Flanders in Belgium and France). In France and Belgium these platforms have existed for more than 20 years and were established within national and regional initiatives dedicated to sustainable mobility (more like a top-down approach). In Slovenia and Czech Republic, the platforms were established more recently and as a result of knowledge exchange and other activities implemented within different EU projects (more like a bottom-up approach). In Slovenia, the platform was set-up by Urban Planning Institute and was supported by the Ministry of Infrastructure while in Czech Republic CIVINET network for Czech and Slovak Republic served as a central channel for information, education and knowledge exchange on SUMPs. Awareness raising events about benefits of SUMPs and sustainable transport were implemented by 24 countries which makes them the most widespread information activity. They were organised by SUMP focal points or other mobility associations and networks, partners in EU projects, ministries or other national authorities, associations of cities and local authorities. Publication of newsletters was reported from 8 countries. They covered different combinations of topics that include information on mobility in general, mobility planning, good practices, events, ongoing or otherwise relevant national, European and other projects. Some countries
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even published topical issues while others with less capacities distribute translated newsletters from European mobility networks (e.g. EPOMM, ENDURANCE). The least widespread information sources were supervisors, help desks and research programmes. 4 countries reported existence of SUMP supervisors. Flanders in Belgium had a well-developed network of 25 SUMP quality advisors; in Sweden supervisors were based at Swedish Transport Administration; Lithuania reported having a National commission for SUMP (consisting of representatives from Transport and Environmental Ministries and Lithuanian Road, Cyclists and Disability Associations) and Slovakia reported having supervisors with the certification from the CIVITAS Initiative. Functional help desks existed in Flanders in Belgium and in France while in Czech Republic CIVINET partly played this role and in Romania Regional Development Agencies and some NGOs which were providing brief advice upon request. And finally, research programmes were only reported by Sweden and Germany.
Education Regular training activities that are tailored to the local context are essential for improving the capacity, knowledge and understanding of cities and consultants involved in the SUMP preparation and implementation process. However, providing regular and good quality training is a demanding task. This might be why only 13 countries were organising trainings (8 regularly and 5 occasionally). Most trainings covered a broad range of topics covering a variety of transport and mobility issues, the whole SUMP planning cycle, current local challenges and innovations. Access to training material was usually limited. It was either available to participants only, on special request or was subject to registration. SUMP trainings were in most cases not linked to any kind of license. However, in some cases certificates were handed out and these were used as a condition or advantage in tenders and procurements. Trainings that were reported good quality and helpful included theoretical and practical modules, encouraged participation of foreign experts and worked on actual case studies. They were also regularly evaluated and updated. Countries with regular good quality trainings were Belgium (all three regions), France, Norway and Spain (Catalonia). There, trainings were organised at least twice per year and even as often as monthly. The number of trained and experienced consultants and experts was by majority of countries (54 %) reported as being in line with demand. However, especially countries where SUM planning concept was still a novel practice have pointed out that expertise is limited either to consultants (Romania) or to national level (Malta) while low awareness of local level limits development potential. Also, in some other countries, there were enough experts because demand is currently low (Hungary, Bulgaria), see Table 3 below.
Table 3: Relation between the number of trained and experienced consultants and the demand from cities (answers from all 32 surveyed countries and regions)
Number of In line in Completely Mostly in Partially Completely consultants in some No answer in line line insufficient insufficient relation to demand aspects Number (share) of 3 12 5 2 1 9 countries (9 %) (38 %) (16 %) (6 %) (3 %) (28 %)
Knowledge exchange Knowledge exchange takes different forms. It is an integral part of training activities and all other information and education activities while it can also be implemented as a stand-alone activity. The latter means activities focused on transfer of good and bad practice examples of
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implemented measures and other SUMP development activities between cities, countries and experts. It works best when first-hand experience is transferred from one city, country or expert to another. The surveyed countries were enquired about the existence of facilitated knowledge exchange between cities, both nationally and internationally. Majority of countries (21) were active in this respect. Most frequently national face-to-face exchange activities for cities (conferences, site visits, workshops, European mobility week) were organised while practice from abroad was promoted through web sites. Activities were usually implemented by national focal points for SUMP (where they exist), but also by cities and city networks themselves, especially where SUMPs were still gaining attention. Participation in and support from European projects also played an important role, especially in the before mentioned countries.
Areas for improvement Areas for improvement in the field of information, education and knowledge exchange were expressed by one third of the surveyed countries. When improved and strengthened, all these activities can help overcome the following most frequently reported barriers: poor awareness and support for SUMPs by politicians at all levels as well as public, prevailing traditional transport planning approach focused on infrastructure and motorised traffic, low capacity of municipal staff. What countries needed most was knowledge and experience transfer from other cities and countries on all levels (especially from similar urban development and cultural contexts) and further support from the EU for all information, education and knowledge exchange activities with a special focus on supporting national level to form or further develop national frameworks for SUMP.
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3 Development or renewal of National SUMP support programmes
3.1 Introduction Development or renewal of National SUMP support programmes in partner countries was the core activity of the PROSPERITY WP 3. After analysis of the status of NSSPs in partner countries and intensive exchange activities, NFPs in partner countries started to work on their new NSSP or to upgrade their existing ones. This chapter first provides methodology of development of NSSPs in PROSPERITY partner countries, the survey results about how and why the PROSPERITY activities and processes contributed to the development of NSSPs. The main text of this chapter describes changes in NSSPs that resulted from the project activities in the partner countries. All NSSPs developed or improved as part of PROSPERITY activities are attached to this report as Annexes.
3.2 Methodology
3.2.1 Development of NSSPs The WP3 leader provided a National/Regional SUMP Programme Content Guidelines for Partners (See Annex I). The aim of the document was to provide NTFs with support for setting- up their own National/Regional SUMP Programmes. To help NTFs with the preparation of their NSSPs, they received several support documents: • the English version of a draft Slovenian SUMP Programme to get a better idea and/or inspiration about the content of their Programme/Roadmap; • the News item about the latest activities in Flanders. NTFs had nearly 3 months to prepare and submit a draft NSSP document to the WP leader for a quality and content control.
3.2.2 Second analysis of National SUMP support programmes - 2019 The second analysis of the NSSPs was assessed as part of the overall evaluation activities of the project. It was an integral part of the survey that focused on the national situation for the SUMPs in partner countries that consisted of two parts: • Part 1 - a general questionnaire, and • Part 2 included updated answers to the D 3.1 survey collected in 2017.
3.3 Results of NSSP development The following section presents the results of the Project Evaluation Survey (Part 1) that were completed by each partner country and is a summary of the results presented in the deliverable D5.3 - Monitoring and evaluation report. The objective of this survey was to evaluate how and why the PROSPERITY activities and processes contributed to and achieved the project objectives.
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3.3.1 National/Regional Programme Development The change to and development of the respective NSSPs is illustrated in Figure 3 below.
Figure 3: Country of Focus National/Regional SUMP Programme development 2016-2019 Before After Existing Update No National New (no National Renew existing SUMP Road Map previous Country of SUMP existing (additional Programme programme) Focus Programme elements) Flanders Walloon Brussels Bulgaria Croatia Cyprus Czech Rep. Germany Hungary Lithuania Poland Portugal Romania Slovenia Spain Sweden 2016 2019 Total 10 6 3 3 2 8
The figure above demonstrates the levels of change and progress achieved during the project timeframe. At the project commencement only 3 of the partner countries had an existing SUMP programme (the Walloon, Flanders and Brussels which come under Belgium).
By the end of the project, 8 of the 10 partner countries (that started from scratch) produced a new National SUMP Programme and the remaining 2 produced a Road Map. Among the partner countries that had an existing SUMP Programme 3 updated their existing programmes and included new elements to improve their previous versions.
3.3.2 National/Regional Programme Development Status In order to evaluate the legal and regulatory status of the new or renewed programmes the NFPs reported on the status of the previous and current documents, illustrated in Figure 4 below.
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Figure 4: Country of Focus National/Regional SUMP Programme status change 2016-2019
Before After Working Working SUMP w ith Document by Draft prepared Draft prepared Document by Road Map - Road Map - SUMP w ith formal Ministry/ by NPF (Not by NPF (Not Ministry/ future None None future formal adoption adoption by Department (Not recognised by recognised by Department (Not preparation preparation by HGL Country of HGL formally HGL) HGL) formally Focus adopted) adopted) Flanders Walloon Brussels Bulgaria Croatia Cyprus Czech Rep. Germany Hungary Lithuania Poland Portugal Romania Slovenia Spain 2016 2019 Total 4 2 1 3 5 0 3 3 4 5
The figure above illustrates the status progress achieved during PROSPERITY and the notable shift towards higher status NSSPs. There are now an increased number of formally adopted programmes, SUMP programme documents produced by ministries or departments and all countries have programmes or a Road Map.
There are 4 countries (Cyprus, Spain, Croatia and Belgium) that appear to have had a reduced or static status, however Cyprus developed a new programme from scratch and its adoption by the Minister of Transport is planned but will not take place during the PROSPERITY timeframe, Spain updated an existing programme that introduced new elements and improved quality, the Croatian programme was developed despite limited HGL support due to competing national interests and their other EU commitments as a new member state and finally the Belgian programmes across the three provinces were improved and included a significant new and innovative decree.
Therefore, all the partner countries have demonstrated substantial improvement at a National/Regional level, which is evidence of a SUMP culture shift and higher-level government support, and improvement, at decision-making level, that was necessary to achieve the observed changes.
The next sections discuss key actors, influences, changes and factors that contributed to the observed impacts and it also evaluates the influence of the processes and structures devised and implemented under Prosperity.
3.3.3 Prosperity Support from Ministries/National/Regional Authorities (HLG)
The NFPs were asked if “Ministries/National/Regional Authorities (HLG) had become more supportive of the National/Regional SUMP Programme over the past three years” and 81% agreed or strongly agreed with this statement.
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With respect to HLG taking a leading role, over half (56%) of the partner countries agreed or strongly agreed that “Ministries/National/Regional Authorities (HLG) have taken a leading role in the National/Regional SUMP Programme as a result of Prosperity activities”.
However, only 4 out of 14 partner countries said that Ministries/National Authorities (HLG) did not play a leading role. The reasons expressed by Croatia, Hungary, Portugal and Romania are provided in Box 1 below. The lack of support /taking a leading role was due to external factors in play or participation delegation to technical/non-decision-making staff rather than disinterest or failure to support the project as holistically in other countries of focus.
BOX 1 Croatia – One reason why the ministry could not take the lead in these activities was the fact that Croatia, as the youngest member of EU, had a hard transition period conducting obligations from the 2007 – 2014, planning for 2014 – 2020 period and conducting large- scale projects under development. The focus of the ministry at the start of the Prosperity project were strategic documents that were started before the Prosperity project. Hungary - Representatives of SUMP related departments of all relevant ministries participated at the Task Force meetings and supported the development of the National SUMP Roadmap. But the participants were technical staff that reported to the head of department that had no authority to undertake any task or decision. However, there are ongoing discussions to take a (leading) role in the future. Portugal - The representation of the Secretary of State for Mobility was delegated to IMT. This was partly due to the fact that in 2015, the publication of the new Legal Regime for Passengers Public Transport Services (RJSPTP). Since 2015 these authorities have been working on the reformulation of its public transport services, which must be tendered before the end of 2019. Romania - Ministries participated in the process but avoided taking a leading role mainly because of the high level of bureaucracy and lack of dedicated resources.
Where the HLG took a leading role in a partner country the PROSPERITY activities or measures were reported as influential / inspirational and the survey results are illustrated in
Figure 5 below.
The two most influential factors (almost 60% of countries of focus responses) were the National level exchange of experience and the NTF activities implemented during the Project timeframe.
Considering the high impact that the National Exchange of Experience and the NTF had in the majority of the partner countries, combined with the high levels of partner countries that reported successfully engaging with the HLG, it is evident that the PROSPERITY structures/activities were successful and achieved their intended goals despite external factors that hindered some goals.
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Figure 5: Partner National/Regional SUMP Programme status change 2016-2019
3.3.4 Actors that played a key role
The most influential or influential actors that played a key role in the PROSPERITY among the partner countries were the HLG, NTF and the NFP. Almost three quarters (72%) of the responses reported at least one of these actors as having a key role.
Figure 6: Partner National/Regional SUMP Programme status change 2016-2019
Prosperity Key Roles
Partner Cities 9% HLG 24%
Other 19%
NFP NTF 25% 23%
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In addition, the partner cities were also rated as influential with 9% of responses, however nearly a fifth (19%) of responses reported ‘other’ actors such as external experts, CIVINET Network, the National SUMP Commission (Lithuania) and a governor (Varna) who played a pivotal role in their respective country. This demonstrates the positive and complimentary nature of external factors that can influence the project’s success.
3.3.5 PROSPERITY activities that helped most to the production of the National/Regional Sump Programme development The activation of the NTF and activation of the HLG were the most frequently cites PROSPERITY activities that provided the most influence in the partner countries to assist in the prepare their National/regional SUMP Programmes. Box 2 illustrates some of the NTF attributes that contributed to its influence, the responses below were provided by the countries of focus when asked to consider how the NTF performed.
BOX 2 Belgium “The Task Force gave mainly inspiration for self-assessment and improvement of the own regional programmes” Cyprus “The structure of NTF was effective” Lithuania “Structure was optimal and quite successful” Czech Rep. “We involved 5 ministries, thanks to NTF meetings they became convinced about SUMP benefits”
Germany “the NTF is an important platform for further promoting the topic of SUMP in Germany. As different relevant stakeholders are participating, the NTF in Germany can strongly influence the further processes regarding sustainable mobility planning in Germany”
Spain “its formalization, as well as setting a clear goal and time-frame for the TF (updating the SUMP support programme within PROSPERITY) helped achieve the goal. The creation of working groups linked to the TF was of great help”
Croatia “The structure of the NTF was successful because it consisted of individuals and organisation that were very devoted to a much stronger implementation of sustainable mobility measures in Croatia”
Hungary “It triggered a better understanding and common thinking towards the Hungarian national SUMP programme. It was especially useful as SUMP-related responsibilities are dispersed to several ministries, and coordination has been weak before”
Poland “The greatest success of TF Group was to agree on the final version of the national SUMP guide prepared by NFP SMG, which was officially presented by the Deputy Minister of Infrastructure at the 3rd SUMP Promo event, in which participated about 140 representatives of local government, scientific and industry environments” Portugal “The NTF provided a space to discuss the major actions needed to promote SUM change”
Romania “The NTF proved to be very successful. It gathers various profiles and points of view and helped to create a comprehensive picture of the actual situation and improvement possibilities”
Slovenia “This is the most important contribution from the project. With the NTF we’ve broaden the group of people dealing with the national programme, opened the discussion and had regular interchange based on the frequent meetings. We found a good structure of participants, made it
flexible regarding the planned topics, and also found the way how to make it attractive to participants 33 / 44 to come (2-days meetings at a remote, though attractive location with some informal activities)”.
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
The consistently positive and constructive comments regarding the structure and performance of the NTF illustrates that ability of the Prosperity project to get ministries and national agencies to play a national leading role on SUMPs and to provide an effective mechanism and tool for ministries to take a lead role which has contributed to achieving the project objectives (OB 2 and OB3).
3.3.6 The main documents/guidelines used to produce the NSSPs The partner countries were asked to indicate which documents they used to inform the elaboration of their respective National/Regional Sump Programme development, the tools listed below were recommended as part of the Prosperity training and represent best practice.
Table 4: The main documents/guidelines used to produce the NSSPs Documents/Tools Frequency of use reported by partner countries (%) TEMS- EPOMM Modal Split Tool 0 CH4LLENGE KONsult Measure Option Generator 6 CH4LLENGE SUMP Roadmap for Starter Cities 25 EVIDENCE Database Research, Training Materials and Mobility 19 Management Measure ENDURANCE – National City Network 63 Gamification exercise "From Actions to Impacts" 0 Urban Transport Roadmaps Tool 31 BYPAD 13 EU SUMP Guidelines 94 National/regional SUMP Programme Content guidelines for partners 67 Sample SUMP- 94 National SUMP Programme for Slovenia News/Innovation briefs (e.g., 2019 sees the introduction of a new regulatory framework for Regional SUMPs in Flanders (BE) and Innovation brief: New 63 regulatory SUMP framework in Flanders.)
The table above shows that: • almost a fifth (19%) used the EVIDENCE Database Research, Training Materials and Mobility Management Measure • a quarter (25%) of the countries of focus used CH4LLENGE SUMP Roadmap for Starter Cities • almost a third (31%) used the Urban Transport Roadmaps Tool • nearly two thirds (63%) used the ENDURANCE – National City Network • nearly two thirds (63%) used the innovation briefs produced by Prosperity • over two thirds (67%) used the National/regional SUMP Programme Content guidelines for partners developed for Prosperity • nearly all countries (94%) used the EU SUMP Guidelines, and similarly, • nearly all countries (94%) used the Sample SUMP-National SUMP Programme for Slovenia produced for Prosperity.
The table above demonstrates the high quality of new guidance and new material produced during Prosperity which was used to produce the National/Regional Sump Programme.
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It also demonstrates that the countries of focus have utilised best practice in the preparation of their documents and the high proportion (94%) of countries that reported using the EU SUMP Guidelines indicates that the programmes are in line with EU SUMP guidelines which was one of the Project objectives (OB5).
3.3.7 Future of the National/Regional Programme Development There are nine of the 14 partner countries (Poland, Hungary, Germany, Romanian, the Czech Rep., Portugal, Slovenia and Belgium) that reported that they intend to maintain the NTF and to continue the work started during PROSPERITY. As discussed above 4 out of the 14 partner countries did not achieve optimal support from the HLG and as a result the HLG did not take a leading role. However, 3 of these countries indicated that they have plans to continue the work of the NTF and that the leading role may develop in time, e.g. in Hungary there are on-going discussions with the ministries about taking a leading role, so the door is open for change.
3.3.8 Changes of five main elements of NSSPs between 2017 and 2019 The following analysis shows changes regarding SUMP policies in countries involved in PROSPERITY. Project duration was short, so big changes were not expected. Even so, some changes took place as a part of long-term activities within countries. Some changes resulted directly from PROSPERITY and already took place.
Legislation related to SUMP
Table 5: Overview of laws and regulations related to SUMP
Country - region Situation in 2017 New elements in place in 2019 Legislative Supporting Compulsory elements in policies elements in place place Legislation, Adoption, Regional SUMP programmes, implementation, legislation Belgium - Flanders 4 Several documents and monitoring and funds evaluation, updates Adoption, No data provided Belgium - Brussels 4 Legislation Several implementation Legislation and No new elements Spain - Catalonia 4 Several Several programmes Legislation and No data provided Belgium - Walloon 3 Several Adoption only funds Some, some No data provided Sweden 3 Not specified Several recommended Legislation, No new elements Lithuania 3 programmes Several Some and documents Programmes No new elements Slovenia 3 Several Some and documents Legislation and Some, some No new elements Romania 2 Some programmes recommended Renewal of the Legislation and None, some Germany 2 Several "National Climate programmes recommended Protection Initiative"
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Country - region Situation in 2017 New elements in Legislative Supporting Compulsory place in 2019 elements in policies elements in place place Legislation, No new elements Hungary 2 programmes Some None and funds Legislation and No new elements Poland 2 Several None documents Ordinance to support Some on SUMPs which remain national level, Bulgaria 2 None stated None non-obligatory, some more on city activities on regional level level Programmes None, some No new elements Czech Republic 2 Some and documents recommended Programmes No new elements Portugal 1 Some None and documents Programmes No new elements Cyprus 1 None None only Croatia 1 Documents only Some None No new elements
(legend: 4 – Several elements of legislation in place, several compulsory elements in place; 3 – Several elements of legislation in place, some compulsory elements in place; 2 – Some legislation or programmes related to SUMPs, no compulsory elements in place; 1 – No legislation and programmes related to SUMPS, no compulsory elements in place)
All PROSPERITY countries developed NSSPs which will serve as a base for larger improvements on legislative elements and supporting policies. Some of these documents are undergoing a political acceptance steps (Romania, Portugal), other will be used as a foundation for development of further development steps (Hungary, Czech Republic) as Roadmaps. Changes which were a direct impact/result of project activities occurred in: • Germany (Renewal of the "National Climate Protection Initiative", and • Bulgaria (Ordinance to support SUMPs).
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Financial resources for SUMP preparation and implementation
Table 6: Overview of financial resources for SUMP preparation and implementation
Country - region Situation in 2017 New elements in place in 2019 Existing financial resources for SUMP Implementation funding L R N EU conditioned to SUMP adoption
Belgium - Brussels 3 yes Yes Partly Partly Belgium - Flanders 3 yes Yes Partly Partly Belgium - Walloon 3 yes Yes Partly no Germany 3 yes Yes Partly no Slovenia 3 yes yes yes Yes no Lithuania 3 yes yes Yes no Spain - Catalonia 2-3 yes Yes No Partly Portugal 2 yes some yes Partly no Hungary 2 yes yes Partly no Croatia 2 some yes Partly no Romania 2 yes some yes No Partly No data Sweden 2 yes Some No provided Bulgaria 2 some some yes No Partly Cyprus 2 some yes No no Czech Republic 1-2 some yes Partly Partly Poland 1-2 yes yes No no (legend: 1 – no funding (besides EU) available; 2 – some funding available, unsystematic; 3 – funding on several levels, systematic to some extent; 4 – funding on several levels, systematic; L – local level; R – regional level, N – national level, EU – European level)
There are some minor changes on financial resources between 2017 and 2019, but generally on EU level and in sometime cases on local level. Situation about funding conditioned to SUMP adoption is the same as in 2017. PROSPERITY helped to increase understanding and awareness regarding the role of the SUMPs, therefore it is expected that new funding will be available because of it.
3.3.9 Guidelines and methodology for SUMP development
Table 7: Overview of guidelines and methodology for SUMP development
Country - region Status of guidelines in 2017 Status of guidelines in 2019 Guidelines translated / based on / upgraded from EU SUMP guidelines Integration of EU guidelines with national No change Czech Republic best practices
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Country - region Status of guidelines in 2017 Status of guidelines in 2019 Integration of EU guidelines with national No change Hungary best practices Integration of EU guidelines with national No change Slovenia best practices National guidelines based on EU No change Lithuania guidelines Translated EU guidelines in use, but not Translated and adapted SUMP Bulgaria obligatory Guidelines printed within PROSPERITY General methodology inspired by EU No change Romania guidelines existing but not obligatory National SUMP guidelines developed Poland * No national guidelines available within PROSPERITY based on EU SUMP guidelines Guidelines developed before / independently from EU SUMP guidelines First guidelines developed in 1999 as a Guidelines are still being adapted to New Belgium - Flanders pilot for the EU SUMP guidelines Decree Belgium - Brussels Regional guidelines developed in 2013 No data provided Belgium - Walloon Regional guidelines developed in 2004 No data provided Spain - Catalonia Independently developed guidelines No change Sweden Independently developed guidelines No data provided Germany Independently developed guidelines No change Portugal National guidelines exist No change No national guidelines available No national guidelines available, EU No change Cyprus guidelines used when necessary Some supporting guidelines translated by Croatia No national guidelines available various stakeholders
* Poland developed their national SUMP Guidelines during PROSPERITY and therefore moved from list of countries without to the list of countries with translated / based on / upgraded from EU SUMP guidelines
Mostly there were no changes regarding the availability of guidelines in 2019. However, some countries plan to update their version of the guidelines within their NSSP. Changes which were a direct impact/result of project activities occurred in: • Bulgaria - prepared a translated and adapted SUMP guideline based on EU SUMP guidelines. • Poland - prepared a translated and adapted SUMP guideline based on EU SUMP guidelines.
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3.3.10 Monitoring and evaluation of SUMP development and implementation
Table 8: Elements of monitoring and evaluation (M&E) of SUMP New Situation in 2017 elements in Country - region Compulsory Compulsory Indicators M&E External place in monitoring evaluation for M&E scheme assessment 2019 Spain - Catalonia Yes Yes Yes Yes Yes No change Belgium - Flanders Yes Yes No Partly Yes No change No data Sweden Yes Yes Yes No No provided No data Belgium - Walloon No No Partly Yes No provided No data Belgium - Brussels No No No Yes Yes provided Survey since 2018 to Portugal No No Yes Partly No monitor national progress National assessment Slovenia Partly Partly Partly Partly Some scheme developed Yes, in No change Lithuania Yes No Partly Yes theory Yes, in Yes, in No change Hungary No No Some theory theory Cyprus Yes Yes No No No No change Romania No No No No Some No change Czech Republic No No No No Some No change Germany No No No No No No change Bulgaria No No No No No No change Poland No No No No No No change Croatia No No No No - No change (Some stands for “Only some documents or elements”; - stands for no answer).
In most countries there is no change comparing the 2017 and 2019 situation. However, NSSPs in several countries include development of compulsory monitoring and evaluation and external assessment: • Czech Republic, • Hungary, and • Romania. In addition to this development, the approach to monitoring and evaluation is currently under discussion in the Barcelona region as a direct result of PROSPERITY. The plan includes complementing current methodological guidelines with the elaboration of methodological notes and technical documents. In Slovenia a National assessment scheme for SUMP quality assessment was developed as a part of PROSPERITY. In Slovenia a National assessment scheme for SUMP quality assessment was developed as a part of PROSPERITY (see Annex 17).
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3.3.11 Information, education and knowledge exchange
Table 9: Existence of information channels
New Situation in 2017 elements in Information SUMP Research place in channels web site Newsletter Help desk programme Supervisors 2019 Belgium - Flanders Yes Yes Yes No Yes Partly Belgium - Walloon Yes Yes No No No Partly Belgium - Brussels Yes Yes No No No Partly Slovenia Yes Yes No No No Partly Czech Republic Yes Yes Partly No No Partly Sweden Yes No No Yes Yes - Lithuania Yes No No No Yes Partly Spain - Catalonia Yes No No No No No Poland Yes No No No No Partly Hungary No Yes No No No Partly Bulgaria Partly Partly No No No Partly Portugal Partly No No No No Partly Romania No No Partly No No Partly Germany Partly No No Yes No No Croatia Partly No No No No No Cyprus No No No No No No (- means no answer).
Several activates related to information, education and knowledge exchange took place as a part of PROSPERITY. Several countries/regions developed new websites or other web platforms (blog or Instagram) for promotion of the topic. Trainings and workshops were organised in several countries/regions. Annual national SUMP meetings and national events have been organised. Renovation of national SUMP web site, regular awareness raising events and regular National conference took place in Slovenia. National research programme, several projects on evaluation and participation and national guidelines have been developed in Czech Republic. An Instagram account on topic of SUMP has been created in Portugal, which is used also for knowledge exchange between cities working on SUMPs. A regular newsletter by NFP has been established in Romania. In Poland a SUMP Blog was established. In Hungary they organised a 4-day training and 3 National SUMP Promotion events and a study tour for decision makers as a result of PROSPERITY project.
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4 Conclusions This report, together with other outputs of PROSPERITY project, demonstrates the following with respect to NSSPs: • That an NSSP increases the scale of SUMP up-take across a country. • Carefully planned NSSPs can deliver many elements that will be beneficial to cities in developing and implementing their SUMPs. • Sectors and actors not previously involved in SUMP can get involved, so that cross-sector working happens and thus thisreduces implementation barriers. • EU money used for NSSPs in the PROSPERITY project levered the use of national level money as well. • In general, NSSPs are a good way to use EU funding to support sustainable mobility in cities across a member state, rather than targeting only those cities that are already in EU networks. • NSSPs raise the status and knowledge of SUMP across a member state.
• An NSSP can be delivered incrementally and then enhanced and modified as the level of development of SUMPs in the country develops. • Based on the compiled experience and data the most effective elements of an NSSP appear to be: o Finance linked to guidance, so that consistent SUMPs are developed, and similar types of measure are implemented. o Bespoke guidance and support, in person if possible, to municipalities on the development of their SUMPs and implementation of SUMP measures (although this can be labour intensive). This can include some form of assessment of the SUMPs. o Legislation as a way of catalysing cities into action, although the implementation of the legislation. o National platforms as a way of spreading best practice and building a support network for those engaged in SUMPs in the country. o National guidance. • The NTF approach utilised in the PROSPERITY project is an effective way of developing an NSSP. The partner countries analysis demonstrated that: • All countries developed a new, renewed or a roadmap towards an NSSP, • that the status of the programmes changed and progressed (in some cases to a formally adopted document by a ministry), • that HLG took a leading role and that the NTF, and • the other activities provided by PROSPERITY were effective and influential tools for achieving SUMP ambitions set out at the start of the project. The data collected and analysed illustrates that the NTF can be effective tools and make a positive impact even without HLG taking a leading role. It also provides information for future work in these countries for SUMP development because 71% of them intend to maintain the NTF structure and it highlighted the documents, tools and activities that were most influential.
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As the project duration was short, big steps in implementing NSSPs were not expected. Even so, some changes took place as a part of long-term activities within countries. Some changes resulted directly from PROSPERITY and already took place.
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5 ANNEXES
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5.1 Annex 1: National/Regional SUMP Programme Content Guidelines
National/Regional SUMP Programme Content Guidelines for Partners
Deliverable No.: /
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/Measure No.: WP3
Workpackage/ Measure Title:
Policy and SUMP programmes
Responsible Author(s):
Mojca Balant and Aljaž Plevnik (UIRS)
Responsible Co-Author(s):
/
Date: 08 January 2019
Status: Final
Dissemination level: Confidential
Content Guidlines for Partners - National/Regional SUMP Programme 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through: providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
Document History
Date Person Action Status Diss. Level 21.12.2018 Mojca Balant Draft document for quality check Draft 07.01.2019 Suzanne Meade Quality check Draft Final Project 08.01.2019 Mojca Balant Final review partners Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
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Table of Contents ABOUT THIS DOCUMENT ...... 4 TITLE PAGE ...... 5 INTRODUCTORY PAGES ...... 6 SUMP PROGRAMME CONTENT GUIDELINES ...... 7 1 INTRODUCTION ...... 7 2 ELEMENTS OF THE NATIONAL SUMP PROGRAMME ...... 9 3 ACTION PLAN ...... 12
List of Figures Figure 1: This is the image description ...... Error! Bookmark not defined.
List of Tables Table 1: Action plan 2019-2024 ...... 12
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
About this document
The aim of the document is to provide National Task Forces (NTFs) with support for setting- up their own National/Regional SUMP Programmes. It provides an example of the content and structure the programme document should contain based on the Slovenian SUMP Programme. Please also refer to the draft document “National SUMP Programme of Slovenia” that was issued to you in December 2018.
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Title page
Points to be addressed: The title page of your Country/Region SUMP Programme should include at least: • the title of the document, • the planning and implementation period, • the date of issue, and • CIVITAS PROSPERITY logo. See below the example from Slovenia.
National/Regional Sustainable Urban Mobility Planning Programme of Slovenia
2019 - 2029
January 2019
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
Introductory pages
Points to be addressed: Introductory pages should include: • table of contents and, if applicable, list of figures and/or tables, • abstract, • authors and other contributing experts.
Table of contents See examples for table of contents, list of figures and list of tables on page 3.
Abstract Add a few lines that summarise the key points of the document and state whether it is a first of its kind or an update.
Authors and other contributing experts List key authors who wrote and were actively involved in the preparation of the document. Who should be listed: Prosperity partners, representative(s) of the higher level of government and other members of the National Task Force.
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SUMP Programme content guidelines
Points to be addressed:
The core part of the document should consist of three parts: introduction, elements and action plan. All three are outlined in the following sections.
1 Introduction Points to be addressed:
The introduction chapter describes the document outline and key aims. It should provide a short description of the background, aim, vision, objectives, targets and impacts.
Note: The following structure, numbering and headings are for illustration only, please change or elaborate to suit your Country/Region SUMP Programme details.
Add introductory text about the programme/document (approximately 1 page) for example: • the wider framework and status of the sustainable urban mobility planning in your country or region, • the positive aspects and aims of sustainable urban mobility planning in general, • the role and purpose of the programme and any targets and intended impacts, and finally • provide a summary of the document structure.
Acronyms and abbreviations Add a list of abbreviations used in your text.
1.1 Programme Vision Add a few sentences describing your country / region SUMP vision.
1.2 Programme Objectives Provide a list of the SUMP Programme key objectives and a short description for each, some examples may include: • Implementing the National/Regional SUMP Programme • Expanding the SUM planning to the national level • Establishing a comprehensive approach • Intermunicipal collaboration • Monitoring and evaluation • Other, as required.
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1.3 Programme Targets Add a list of targets your SUMP Programme aims to achieve. As a guide it is recommended that that list should include a short list of approximately 10 key targets. Some examples may include the following: • The number of SUMPs to be introduced in the coming years, • Key activities, • New schemes, and • Support materials etc.
1.4 Expected Programme Impacts Add a list of the intended impacts of your SUMP Programme to be achieved within the operational time frame. As an example, the impacts could include the following: • Modal share changes, • Number of traffic accidents, • Emission standards, • Share of active modes, and • Extent of investment in sustainable mobility etc.
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2 Elements of the National SUMP Programme
Points to be addressed:
This chapter contains the main content, it should provide detailed description of all the activities you plan to implement as part of your National/Regional SUMP Programme. For clarity we suggest that you group your activities into “elements” using the following headings (but not limited to): • Legislation, • Financial resources, • Guidelines and methodology, • Monitoring and evaluation, and • Information, education, knowledge exchange. Each “element” should be accompanied with a description to include the following: a) The current status of the topic in your country/region as a starting point, and b) planned steps and activities to improve the situation. Be realistic but also ambitious since you are planning for the next 10 years. Please make reference to your current status as described at the beginning of Prosperity project and then build on your reported activities, state how they will be developed further and how you will plan and develop new ones. Please also refer to the questionnaires and interviews for your country/region that are part of D3.1 – see Annex 2 (page 106 onwards) on this link. http://sump- network.eu/fileadmin/user_upload/downloads/PROSPERITY_Del_3_1_Analysis_SUMP_Sup porting_Programmes.pdf Please list all of your grouped activities as ”elements” at the beginning of chapter 2 and describe each in more detail in following subsections as necessary. Separate “National” and “Regional” if needed.
The following example, from Slovenia (see Section 2.1 to 2.6 below), illustrates the format you should follow: The National SUMP Programme focuses on the following areas, which are further described below: • Coordination and development of the National SUMP Programme, • Legislation, • Financial resources and other incentives, • Methodology and guidelines, • Monitoring and evaluation, and • Information, education and knowledge exchange.
Note: The following structure, numbering and headings are for illustration only, please change and elaborate to suit your Country/Region SUMP Programme details.
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2.1 Coordination and Development of the National SUMP Programme This section should provide a description of the general aims and characteristics of your programme. The description should include the following information: • The scope of the programme (content and time frame), • Responsible parties/persons, • The programme coordination, • Key stakeholders, • Sectoral collaboration, • How the SUMP may be expanded to regional and national level, and • The support structures in place at municipal, regional, national and at international level for knowledge exchange.
2.2 Legislation This section should provide text that explains the background preparation work, decisions and actions that led to the formation of The Act on Sustainable Mobility or similar legal document. The text should include details about the purpose of the Act and a list of the key stakeholders that took part in its preparation.
2.3 Financial Resources and Other Incentives This section should provide details of the incentives used by your Country/Region for their SUMP preparation, for example: • Did you use existing and/or potential funding sources? • Did you focus on securing regular national resources? • Any other financial support? • Did you encourage networking and collaboration between municipalities? • Did collaboration between ministries take place (in order to tackle mobility related challenges together)?
2.4 Methodology and Guidelines This section should provide text that describes the methodology and guidelines that you used for your National/Regional SUM planning, for example: • Did you use the existing SUMP guidelines already available? • Did you prepare your own guidelines? • Did you regularly update existing or new national/regional SUMP guidelines to reflect new findings? • Do you have existing or planned topical (specific) guidelines? • Do you have or plan to develop guidelines for regional SUMPs? • How do your methods or guidelines emphasise the importance of knowledge exchange and education? • How have you linked section Information, Education, and Knowledge Exchange (where activities are described in more detail) to this section?
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2.5 Monitoring and Evaluation This section should provide details of your National/Regional quality assurance for your SUMPs as follows: • Provide text that describes your National/Regional monitoring and evaluation scheme. • Provide text that describes how you measure performance and what impact indicators have been used at local, regional and national levels.
Please note that this aspect of the SUMPs is one of the most underperforming activities and therefore it is acknowledged that the above may not yet be developed. If this is the case, please provide details in this section about the following: • Provide an explanation of the steps that are needed to improve monitoring and evaluation activities.
2.6 Information, Education, and Knowledge Exchange This section should provide information about the various activities that helped to actualise the elements of your National/Regional SUMP Programme and that also helped to establish an overall understanding of the SUMP concept. The national contact point for SUMP planning - the Slovenian Platform for Sustainable Mobility (SPSM), European Mobility Week initiative and planned network of regional SUMP planning coordinators all play and important role here. Please elaborate on this in the context of your Country/Region. Please provide a comprehensive list of the various kinds of planned activities for example: • National SUMP promotion events, • Training events, • Site visits, • Staff exchange, • Newsletters, and • Any other activities used etc.
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3 Action Plan
Points to be addressed:
This is the final chapter. • It should provide a summary of all planned activities and provide a clear plan for the programme’s implementation. • We suggest keeping the list of measures compact and realistic.
Please coordinate and decide upon the measures that will be implemented in the following years. Use the table below to record your particular activities and their planned implementation time frame. Where possible provide the following information for each measure: • name/content of the measure, • implementation deadline and • persons/organisation(s) responsible for its implementation.
Note: The following structure, numbering and headings are for illustration only, please change and elaborate to suit your Country/Region SUMP Programme details.
The planned activities may be a short-term plan (for approximately half of the programme’s scope) with priority measures or you may wish to provide a list of all measures planned to be implemented within the entire scope of the programme.
Name/content and short description of the measure Implementation Entities responsible for deadline implementation
Table 1: Action plan 2019-2024
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5.2 Annex 2: NSSP for Belgium – Brussels-Capital region
Regional SUMP Programme Brussels-Capital Region (Belgium)
Deliverable No.:
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/Measure No.: WP3
Workpackage/ Measure Title:
Policy and SUMP programmes
Responsible Author(s):
Patrick Auwerx (Mobiel 21)
Responsible Co-Author(s):
Evelien Bossuyt
Date: 7th of May 2019
Status: Final
Dissemination level: Confidential
Regional SUMP Programme Brussels-Capital Region, Belgium 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
Document History
Date Person Action Status Diss. Level Draft guidance document for Draft TC 21.12.2018 Mojca Balant quality check 07.01.2019 Suzanne Meade Quality check Draft EM Final Project 08.01.2019 Mojca Balant Final review partners Patrick Auwerx Regional SUMP Programme Draft Project 15.03.2019 Evelien Bossuyt Brussels-Capital Region (BE) partners Draft Project 28.03.2019 Aljaž Plevnik Review partners Evelien Bossuyt Draft Project 03.04.2019 Review according to comments Patrick Auwerx partners 30.04.2019 Suzanne Meade Final Quality check Final
Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
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Table of Contents
ABSTRACT ...... 5
AUTHORS AND OTHER CONTRIBUTING EXPERTS ...... 5 1 INTRODUCTION ...... 6
ACRONYMS AND ABBREVIATIONS ...... 6
1.1 PROGRAM VISION AND MISSION ...... 7
1.2 PROGRAMME OBJECTIVES ...... 7
1.3 PROGRAM TARGETS ...... 10
1.4 EXPECTED PROGRAMME IMPACTS ...... 13 2 ELEMENTS OF THE NATIONAL SUMP PROGRAMME ...... 14
2.1 COORDINATION AND DEVELOPMENT OF THE REGIONAL SUMP PROGRAMME ...... 14
2.2 LEGISLATION ...... 14
2.3 INSTITUTIONAL COOPERATION ...... 15
2.4 PARTICIPATION ...... 15
2.5 FINANCIAL RESOURCES AND OTHER INCENTIVES ...... 17
2.6 METHODOLOGY AND GUIDELINES OF THE REGIONAL SUMP...... 17
2.7 QUALITY ASSURANCE ...... 20
2.8 INFORMATION, EDUCATION, AND KNOWLEDGE EXCHANGE ...... 20 3 ACTION PLAN ...... 22
List of Figures Figure 1 Vision of the Good Move SUMP programme of Brussels-Capital Region ...... 7 Figure 2 Objectives of the programme ...... 8 Figure 3 Walking (left) and cycling (right) network to be implemented by 2025-2030 ...... 11 Figure 4 Target of the program for traffic reduction on local roads and main axes ...... 12 Figure 5 Stakeholder participation in Good Move ...... 16 Figure 6 Citizen participation in Good Move ...... 17 Figure 7 Planning process of the regional SUMP Good Move ...... 18
List of Tables Table 1 Modal shift goals for the regional SUMP of BCR ...... 11 Table 2 Timeline for evaluation and quality assurance ...... 20 Table 3 Action plan ...... 22
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Regional SUMP Programme Brussels-Capital Region, Belgium 2019
Regional Sustainable Urban Mobility Planning Programme of Brussels-Capital Region
2018 - 2028
GPDO approved by the Brussels Government on July 12th 2018 Good Move to be approved by the Brussels Government in 2019
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Abstract
This document provides a summary of the regional SUMP framework of the Brussels-Capital Region. The SUM planning of Brussels-Capital Region has two planning levels: The SUM planning at the level of the nineteen municipalities and the SUM planning at the level of the region. After two generations of regional SUMPs, the importance of the mobility policy and the changes in the region created the need for a more proactive approach than the approach of the first two generations of regional SUMPs (called “Iris” plans). To make the regional and the municipal mobility strategies and projects more consistent with one another, the Brussels- Capital Region approved an Ordinance on 26th July 2013 giving regulatory status to its new regional SUMP, called Good Move. This Ordinance specifies that L-SUMPs need to be in line with the regional SUMP. The regional SUMP therefore guides the nineteen municipalities to adhere to a specific set of goals, targets and even actions. In turn, the regional SUMP is established with strong involvement of the municipalities to create a shared vision and a dynamic partnership between the region and the municipalities. Finally, Brussels-Capital Region provides a set of practical guidelines on the L-SUMP planning process, defining the planning cycle of the L-SUMP that follows the EU guidelines.
Authors and other contributing experts
Evelien Bossuyt, Mobiel 21 Patrick Auwerx, Mobiel 21 (NFP Belgium in Prosperity) Bruno Van Loveren (Brussels Mobility)
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1 Introduction
Belgium is a federal state composed of several autonomous, but related, entities: The Federal State and the three regions. Competences in the field of transport are fragmented. Since the latest reform of state, the national level only has a few transport related competences left, such as traffic regulations, national railways, Belgian Daily Mobility Research (Beldam) and some of the related taxations. The Brussels-Capital Region is one of the three regions of Belgium. It consists of nineteen municipalities, including the city of Brussels. The Region covers an area of 161 km² and has 1,203,633 million inhabitants. The Brussels-Capital Region is now finalising its new regional urban mobility plan, called Good Move. The ambition of Good Move is to support and accompany the nineteen municipalities to implement a set of concerted and coherent actions in the context of their L-SUMPs. There is legislation in place which ensures that the L-SUMPs are in line with the objectives of the regional urban mobility plan. Brussels-Capital Region supports the municipalities L-SUMPs in three ways:
• At strategic level: Good Move specifies a set of strategic guidelines, indicators, targets and preferred courses of action for the nineteen municipalities of the region. Good Move has been developed in strong collaboration with the municipalities, creating a shared vision among the region and the municipalities. Legislation specifies that the L-SUMPs have to comply with the regional mobility plan and that they have to implement, at a local level, the guidelines, general strategies, as well as the measures and actions defined in the regional plan.
• At procedural level: The region has developed a set of guidelines on the different steps that need to be undertaken for the development of the L-SUMPs. These guidelines describe the process of the development of the L-SUMP but do not specify the targets and expected impacts (the latter is described in Good Move).
• At financial level the region provides financial resources for the installation and update of an L- SUMP.
All nineteen municipalities have an L-SUMP. However, since the regional SUMP is being updated, all L-SUMPs need to be updated according to the new regional SUMP. In the near future, a new regional support tool will be developed to further support the development of the L-SUMPs. The regional support tool will replace the current procedural guidelines.
Acronyms and abbreviations BCR: Brussels-Capital Region BM: Brussels Mobility, the regional public service for mobility in Brussels-Capital Region GDPO: Regional Plan for Sustainable Development of the Brussels-Capital Region for 2018-2040 (“Gewestelijk Plan voor Duurzame Ontwikkeling”) Good Move: Third generation SUMP-framework for Brussels-Capital Region, to be approved in 2019 Government: here meant ‘Government of the Brussels-Capital Region’ Logistics: the organisation of freight transport L-SUMP: Local SUMP for a municipality of the Brussels-Capital Region LT: long term MaaS: Mobility as a Service Ordinance: a legislative act adopted in the Brussels-Capital Region PT: Public Transport
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1.1 Program Vision and mission The program’s mission is to strive for a multipolar metropolis in which the complementarity of services and functions advance the concept of a “neighbourhood city“ or a “city of proximity“ and to improve the quality of life of its inhabitants. The mission of the Good Move SUMP programme of Brussels-Capital Region is to: • Improve the quality of life in the neighbourhoods by (a) reducing traffic and (b) offering public spaces of good quality, in order to contribute to the residential function of the Region. • Optimise the accessibility for the most important urban functions of the BCR (economic, tourist and commercial zones). • Encourage the development of a local, dense, mixed and multipolar city of proximity • Develop a strategy for densification with good accessibility of the public transport network
FIGURE 1 VISION OF THE GOOD MOVE SUMP PROGRAMME OF BRUSSELS-CAPITAL REGION
1.2 Programme Objectives The ambition of Good Move is to support and accompany the nineteen municipalities to implement a set of concerted and coherent actions in the context of their L-SUMPs. BCR co-finances and helps to build the L-SUMPS and ensures the coherence between the different L-SUMPS. The objectives of the Good Move program can be considered the guidelines for the objectives of the L- SUMPS of the nineteen municipalities of BCR. The objectives of Good Move consist of seven dimensions that cover all the urban issues of a growing metropolis to which a mobility policy must respond. These dimensions are in line with the ambitions of the Regional Plan for Sustainable Development (GDPO):
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1. Reduce the impact of mobility on the environment (GREEN) 2. Offer mobility that allows everyone to move efficiently and pleasantly (SOCIAL) 3. Reconcile mobility needs with good quality of life for the inhabitants (PLEASANT) 4. Promote mobility that has a positive impact on physical and mental health (HEALTHY) 5. Designing mobility for the socio-economic development of the region (PERFORMANT) 6. Ensure safe and secure mobility (SAFE) 7. To optimise resources for mobility (EFFICIENT) FIGURE 2 OBJECTIVES OF THE PROGRAMME
These seven dimensions are translated into the following objectives:
Green To reduce the impact of mobility on the environment, Good Move defines the following objectives: • Reduce the distance travelled by motorised vehicles by (a) reducing the number of car trips and (b) reducing the length of car trips. • Reduce the impact of motorised transport by changing the fleet of vehicles and phasing out diesel vehicles by 2030.
The reductions in car travel, as well as the anticipated speed reductions (see below), will focus on residential areas and areas with vulnerable buildings.
• Include noise-reducing measures and stormwater management systems in road design. • Take measures to bolster biodiversity by improving the permeability of the transport infrastructure to wildlife in particular.
Social To allow everyone to move efficiently and pleasantly, Good Move defines the following objectives: • Guarantee the autonomy of individuals in their movements by the principle of "universal accessibility" of public space, buildings, public transport and mobility provision in general, that is to say, designed to be used by any user, regardless of their physical or cognitive abilities and their financial resources. • Develop and implement tools to assess the impact of mobility projects on social inequality. • Reduce household spending on travel by (a) developing policies that limit the need to own and use a motorised vehicle, (b) promoting the use of low-cost mobility (walking, cycling) and (c) ensuring fair pricing of transport services according to the level of income. • Reduce travel distance by installing the city of proximity which guarantees access to the city’s functions and services by active modes of transport or public transport for all. • Increase the share of households in Brussels-Capital Region with access to a bike.
Pleasant To reconcile mobility needs of inhabitants with a good quality of life, Good Move defines the following objectives:
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• Significantly improve the quality of life in the neighbourhoods and thereby increasing the attractiveness of the region, offering services to citizens in a dense, mixed and multipolar city. • Create high-quality public spaces that induce a high sense of security (e.g., with lighting, lay-out, etc.), based on the principle of the city of proximity, privileging the natural routes of the active modes, especially for pedestrians, ensuring permeability of the neighbourhoods, reducing the amount of public space devoted to circulating traffic and parked vehicles. • Create and improve zones of acoustic comfort and protect the sound environment when it is satisfactory. Acoustic comfort zones are areas of the BCR territory that, inter alia, have an overall external noise level caused by traffic below 55dB(A) on half of the territory. • Create multi-functional public spaces that restore the ecosystem services of the water cycle in order to support the biodiversity and mitigate urban heat island effects, by installing a rain management system.
Healthy To promote mobility that has a positive impact on physical and mental health, Good Move defines the following objectives: • Increase the physical activity of the population through the promotion of non-motorised travel and public transport. • Reduce the negative impacts of travel-related stress and transportation-related noise by promoting active modes and public transport. • Improve air quality by reducing harmful emissions produced by transport.
Performant To design a mobility system that supports the socio-economic development of the region, Good Move defines the following objectives: • Ensure acceptable travel time to BCR’s main urban functions (economic, touristic and commercial zones) with public transport for the entire region, as well as from other important hubs (other metropolitans and national and international hubs). • Improve the performance of public transport by striving for a structural network and by intensifying the usage of existing infrastructure, particularly rail. • Assure a high-quality service of all public transport in terms of regularity and accessibility. • Increase the attractiveness of cycling by creating efficient and non-interrupted routes and by resolving problem areas (especially at large intersections). • Promote the use of walking with comfortable, pleasant and non-interrupted routes especially in connection with public transport hubs. • Preserve a smooth, but slower, accessibility for cars on a structuring network with access to the different services of the territory. • Implant services on, or near, transport hubs. • Increase accessibility to new forms of mobility. • Improve the efficiency of supply chains and urban distribution.
Safe To ensure a safe and secure mobility system, Good Move defines the following objectives: • Make road safety a regional issue. • Reduce the number of fatalities and injuries on roads in the Region in accordance with the objectives of the Regional Road Safety Action Plan. • Lower traffic speed on all roads and networks, by enforcement, infrastructure and awareness raising. • Continue to increase the traffic safety of existing infrastructure and integrate safety measures for all users in new infrastructural design. • Behaviour change by identifying dangerous behaviour and highlighting safe behaviour.
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• Change the trend of in the purchase of larger and wider vehicles. • Increase the sense of security in the public space and in public transport and reduce crime. • Guarantee the accessibility of the entire BCR territory for emergency services.
Efficient To optimise resources, Good Move defines the following objectives: • Provide the necessary space for the development of transport services (terminals and depots for PT, transport nodes, shared parking, logistics centre, etc.), preferably not on the public road. • Promote a concentration of services on transport nodes. • Optimise services at existing transport infrastructure (including railways). • Invest in projects that offer the best cost-effectiveness ratio. • Use the available space optimally. • Improve the combination and synergy between travel modes.
1.3 Program Targets The Good Move program defines different sets of targets for different time horizons (yearly, 2020, 2025, and 2030). Yearly targets Each year: • Reduce the energy demand for transport with 1.5% (currently 4.108 GWh / year). • Launch five projects to reduce car traffic and to improve pedestrian, cycling and transit networks. • Develop five innovative projects for sustainable urban logistics. • Involve fifteen companies and two municipalities in a project on “company delivery plans” (plans on the delivery and export of produced goods).
By 2020 – Update of 3 L-SUMPS • Make 800 shared cars available for 25,000 clients • Reduce the number of deaths from traffic accidents1 from 17 (2016) and 24 (2017) per year to 12. • Reduce the number of serious injuries from traffic accidents from 158 (2016) and 194 (2017) per year to 68. • Consult a panel of citizens twice a year. • Test five innovative concepts in a living lab. • Redevelop one main city axe (speed limitations, improve the conditions for the movement of pedestrians, cyclists and public transport, etc.). • Manage five intersections and two axes dynamically with smart cameras. • Develop the regulatory framework for MaaS (functional MaaS platform planned by 2021). • Install one information access point where citizens can obtain information on different services. • Increase accessibility of 120 PT stops. • Redesign one transit point according to a defined standard. • Develop five “Mobipoints” in which different mobility services are combined (shared vehicles, charging points, pick-up point for deliveries, etc.). • Develop ten public campaigns to encourage multimodality, respect for others or traffic safety. • 390 schools will have a transport plan.
1 within 30 days after the accident
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By 2025 – Update of all 19 L-SuMPS • Increase the share of households in Brussels region with at least one bike and / or access to a shared bike to 70%. • Increase the average speed of PT of 15.9 km/h to 17 km/h. • Reduce the total travel distance for logistics and urban distribution by 10%. • Reduce the global emission of CO2 eq. (from transport but also other sectors) to 2.970 kt / year (1990 it was 4.244 kt; in 2012 it was 3.672 kt, about ¼ of the emissions from transport). • Install a speed limit of 30 km/h for cars in 100% of the streets in neighbourhoods. • Consult a panel of citizens four times a year. • Test 30 innovative concepts in a living lab. • Redevelop eighteen main city axes (speed limitations, improve the conditions for the movement of pedestrians, cyclists and public transport, etc.). • Adapt 30% of the eight important walking routes according to guidelines on pedestrian road design and accessibility. • Implement 100% of the comfort routes for cyclists. • Manage twenty intersections and ten axes dynamically with smart cameras. • Install five information access points where citizens can obtain information on different services. • Increase accessibility of 420 PT stops. • Redesign five transit points according to a defined standard. • Develop fifty “Mobipoints” in which different mobility services are combined (shared vehicles, charging points, pick-up point for deliveries, etc.). • Develop fifteen public campaigns to encourage multimodality, respect for others or traffic safety. • 400 schools will have a transport plan.
FIGURE 3 WALKING (LEFT) AND CYCLING (RIGHT) NETWORK TO BE IMPLEMENTED BY 2025-2030
By 2030 • Reduce individual car use within BCR from 33% in 2018 to 24%. • Reduce individual car use towards BCR from 49% in 2018 to 37%.
TABLE 1 MODAL SHIFT GOALS FOR THE REGIONAL SUMP OF BCR
Individual car use 2018 in BCR Individual car use 2030 in BCR < 2 km 18% 14% 2 - 5 km 34% 26%
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5 - 10km 40% 28% 10 – 25 km 51% 42% > 25 km 34% 26% Total 33% 24%
• Increase the number of trips with PT in BCR by 11% and towards BCR by 11 to 28%. • Quadruple the number of bicycle trips within BCR and triple the number of bicycle trips towards BCR. • A reduction of 35% traffic on local roads and a reduction of 10% traffic on main axes and an increase of 18% traffic on the ring. The total amount of traffic reduces by 4%.
FIGURE 4 TARGET OF THE PROGRAM FOR TRAFFIC REDUCTION ON LOCAL ROADS AND MAIN AXES
• Increase the average speed of PT of 15.9 km/h to 18 km/h. • Reduce the number of car parking spaces below 20,000 (currently: 265,000 parking spaces). • Reduce the number of unregulated car parking spaces to 35,000. • Increase access to off-street parking for 20,000 places for residents. • Reduce the number of cars per inhabitant from 414 / 1000 inhabitants to 334 / inhabitants • Reduce NOx emissions to an average of less than 40 µg /m³ (four measurement points currently register the following values: 38 µg /m³, 48 µg /m³, 76 µg /m³, 21 µg /m³). • Limit concentration of PM10 to less than 35 days per year of more 50 µg /m³ (currently the average is 5 to 6 days per year of PM10 more than 50 µg /m³). • Limit concentration of PM2.5 to a year average of less than 25 µg /m³ (currently the average varies from 13 to 16 µg /m³). • Consult a panel of citizens ten times a year. • Test 100 innovative concepts in a living lab. • Redevelop 35 main city axes (speed limitations, improve the conditions for the movement of pedestrians, cyclists and public transport, etc.). • Adapt 60% of the important walking routes according to guidelines on pedestrian road design accessibility. • Manage fifty intersections and fifteen axes dynamically with smart cameras. • Install twenty information access points where citizens can obtain information on different services. • Increase accessibility of 700 PT stops. • Redesign fifteen transit points according to a defined standard.
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• Develop two hundred “Mobipoints” in which different mobility services are combined (shared vehicles, charging points, pick-up point for deliveries, etc.). • Reduce the Diesel cars in the car park to 0%. • Develop twenty public campaigns to encourage multimodality, respect for others or traffic safety. • 550 schools will have a transport plan.
1.4 Expected Programme Impacts The expected impacts have partly been described at the previous section on targets. We summarise the expected impact along the thematic lines of the Good Move project (see vision and mission): 1. Good neighbourhood: Large traffic-calmed zones, with a diameter of 1 to 2.5 km. 2. Good network: a multimodal specialisation of the roads, which integrates all modes of movement by establishing a priority network for each of these modes (steps, bicycles, public transport, motorised traffic and trucks). 3. Good service: Better integration of the multitude of (shared) mobility services and the development of a MaaS system. 4. Good choice: A reduction in the number of journeys (especially long-distance ones) and in car ownership. 5. Good partner: Better cooperation between the different institutions and the private sector (particularly for parking and mobility management projects) 6. Good knowledge: More insights in travel behaviour and trends.
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2 Elements of the National SUMP Programme 2.1 Coordination and Development of the Regional SUMP Programme The regional SUMP programme is developed by the BCR government and updated every ten years. The government implements the necessary measures to establish L-SUMPS (updated every twelve years) in line with the regional SUMP, such as: • provide a regional support tool for the implementation of the L-SUMPS; • co-finance (regional intervention of 50%) and co-build the L-SUMPS with the municipalities ensuring coherence with the neighbouring municipalities; • standardise and consolidate the regulations governing public and private operators (e.g., PT operators, parking operator, port operator) and guarantee their application; • establish and monitor contracts with regional operators; • manage the regional budgets allocated to the operators; • establish unambiguous and transparent decision-making processes for the administration, the regional operators, the Minister and the Government; • establish a MaaS framework project for the BCR, in consultation with the operators and partners concerned.
2.2 Legislation After two generations of regional SUMPs, changes in the region and the increasing importance of the mobility policy created the need today for a more proactive approach than the approach initiated with the first two generations of regional SUMPs (called “Iris” plans). To make regional and municipal mobility strategies and projects more consistent with one another, the Brussels-Capital Region approved an Ordinance on 26th July 2013 giving regulatory status to its new Regional SUMP. The ordinance of 2013 also defines the content of the regional and local SUMPS and specifies that all L-SUMPS need to be in line with the legislative parts of the regional SUMP. In addition, non-legislative parts of the regional SUMP need to be taken into account in the L-SUMP. Finally, the ordinance specifies that L-SUMPS will be updated every twelve years and that the regional SUMP is updated every ten years. The regional SUMP is part of the indicative strategic plans that are binding for all administrative entities that depend on the Region, such as the Regional Sustainable Development Plan (GPDO), the Noise Plan and the Air-Climate Energy Plan. Various legislation provides a framework for aspects of the mobility policy or the resulting actions: The Brussel’s spatial planning legislation forms the legal basis for the plans and resources for the implementation of the spatial planning organisation policy: • The Regional Zoning Plan (GBP) is at the same level as the regional SUMP; these must be consistent with each other; • In the Guidelines for Construction (RPA), the regulatory provisions of the others plans that conflict with it have been withdrawn; • The Regional Urban Planning Regulation.
The Brussel's Legislation of Air, Climate and Energy Management controls the plans and resources for the implementation of the policies for air quality, climate and energy. The Parking Ordinance provides the framework for the Regional Parking Policy Plan (GPBP) and the Municipal Parking Action Plans (GPAP).
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2.3 Institutional cooperation Good Move specifies for each of the objectives a set of partners that are involved in the implementation of the regional SUMPs. The top management and supporting role are carried out by the mobility department of the government of BCR. Partnerships with the following organisations are of importance to the SUMP programs: • The nineteen municipalities of Brussels. • Police zones. • PT providers. • Providers of shared transport. • Association for taxi services. • Flemish and Walloon region. • Flemish and Walloon municipalities. • Parking service operators. • Professional federations, such as the federation for coach and bus entrepreneurs. • Private and public real estate actors. • Operator of Brussels port estate. • Brussels regional informatics centre public interest agency, partner of public institutions in the BCR for IT services. • Other BCR governmental departments (environment, taxes, employment). • Perspective (regional expertise centre and initiator of the BCR development strategy). • Urban. Brussels (Urban Design and Cultural Heritage Conservation). • Beliris (a collaboration between the federal state and BCR.) • BECI: Chamber of Commerce of BCR. • Enterprises. • Schools. • Brulocalis: Association for Brussel’s cities and municipalities. • Innoviris: A regional institute for research and innovation. • Academic sector.
2.4 Participation Participation plays an important role in both the regional SUMP and in the municipal SUMPs. For the municipal SuMPs, the procedural guidelines of the BCR specify that the following actors must be consulted: • The managers and administrations of the regional public service for mobility, the regional public service for spatial and urban planning, public transport companies, Port Brussels, Citidev (the regional development agency), the Ministry of Transport and Infrastructure, etc., on their strategies and local objectives; • The private actors: small and medium-sized businesses, Chamber of Commerce, trade associations, Town managers; • Public services, educational institutions and associations: the schools through their participation councils, social services, senior citizens, environmental movements, municipal advisory boards; • The inhabitants of the municipality (it is important that all residents of the municipality are well represented); • Private transport companies, Net Brussel (the service for waste collection and processing), taxi companies, DBDMH (emergency services and fire department); • Adjacent municipalities.
Similarly, participation is an important aspect of the development of the Good Move regional SUMP program. Municipalities have been heavily involved in the development of the regional SUMP to create a shared vision and a dynamic partnership. Aldermen and mobility advisors were invited to be involved
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at all the stages of the elaboration. Hence Good Move is not just a regional SUMP but also a concerted action plan of the municipalities of the Region. From September 2016 to January 2017 Brussel’s government organised bilateral meetings, online surveys and workshops. In this way, almost two hundred representatives of different organisations were able to give their opinion during the exploratory phase of Good Move.
FIGURE 5 STAKEHOLDER PARTICIPATION IN GOOD MOVE Next to the involvement of stakeholders, Good Move organised direct citizen participation. In spring 2017 the platform Good Move by Citizens produced more than a hundred specific, original and inspiring proposals for mobility in the BCR. Thirty feasible, original and sustainable ideas were then selected and voted on by the general public. The Top 10 citizens’ ideas are taken into account in the draft Regional Mobility Plan. In addition, the ambition of Good Move is to ensure the involvement of citizens and civic associations in the implementation of the SUMP actions to increase their acceptability. Brussel’s government aims to develop two projects with citizen participation in 2020, five in 2025 and ten in 2030. To prepare for these projects with citizen participation, the following steps will be undertaken: • Define the stages of a project for which citizen participation is relevant; • Establish the modalities of participation and formalise them in a charter of citizen participation; and • Set up tools to ensure participation (IT platform, panels, discussion tables, structural meetings, tests and livings labs ...).
Moreover, BCR plans to implement one hundred living labs across the nineteen municipalities by 2030. Participatory processes will also be promoted by ensuring consistent communication and regular feedback on the implementation to general public (for more information, see Information and Knowledge section).
Finally, citizen panels and surveys will ensure the satisfaction of users moving in the BRC territory. The citizen panel will be consulted twice a year in 2020, four times a year in 2025 and ten times a year in 2030
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FIGURE 6 CITIZEN PARTICIPATION IN GOOD MOVE
2.5 Financial Resources and Other Incentives Good Move specifies that the L-SuMPS can be financed for 50% by the regional government. In addition, there are financial incentives for municipal investments that contribute to the objectives of the regional SUMP: An ordinance of 2018 specifies that financial resources for investments that contribute to the objectives of the regional SUMP are eligible for a higher percentage of funding.
2.6 Methodology and Guidelines of the Regional SUMP
General Vision The regional mobility plan is a strategic and guiding instrument for the implementation of the mobility policy and takes into account the directions indicated in the regional development plan (GDPO). Its aim is to aid the economic, social and environmental development in the territory of the BCR. The L-SUMP translates the regional mobility plan at the local level. The L-SUMP takes into account the regulatory parts of the regional mobility plan and is in line with the trends of the indicative parts of the regional mobility plan. The mission of the L-SUMP is to evade individual car use and promote multimodal travelling as well as walking, cycling and the use of public transport. This L-SUMP contains the objectives and / or obligations of the Regional Development Plan (GDPO), the Regional Zoning Plan, the regional mobility plan, the Noise plan, the Climate-Air-Energy plan and the Municipal Development plan as well the Regional Road Safety Action Plan and recommendations of a citizens participatory platform for Road Safety and all data or plans that have been realised or are being implemented.
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Structure The regional SUMP consists of a general and a specific part: • The general part of the regional mobility plan describes the strategy of the mobility policy of the BCR and the specific actions for its implementation. The general part of the regional mobility plan comprises a strategic and a regulatory component. o The strategic part comprises of an evaluation of the current mobility situation and the development of scenarios to meet the mobility needs for a period of ten years. o The regulatory component comprises of the quantified objectives, the instruments to obtain those objectives, and specific actions to implement the policy • The specific part of the regional mobility plan contains a plan for the design of the road network including a budget and timeline.
The municipal SUMP (L-SUMP) has a similar structure with a general and specific part with similar components. Planning process in detail The regional SUMP process differs from the L-SUMP planning process. We first discuss the planning process of the regional SUMP and then of the L-SUMP of the nineteen municipalities. The government has developed a new planning process for the most recent version of the regional SUMP to maximise the opportunities for participation. The planning process consists of six phases (see Figure 7). The plan is currently in Phase 3: There is a draft plan to be approved by the government (Phase 4) and later on to be submitted to a public survey (Phase 5). These phases roughly correspond to the European planning methods (SUMP guidelines). Phase 1 to 3 will be more discussed in more detail in the following sections.
FIGURE 7 PLANNING PROCESS OF THE REGIONAL SUMP GOOD MOVE
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1. Exploratory phase of Good Move Study and summarise Mobility in the BCR has been the subject of numerous studies and plans, all of which are resources for the development of a diagnosis. During the exploratory phase of Good Move, the consortium responsible for drawing up the future Regional Mobility Plan produced a summary of these various plans and reference studies in order to extract relevant information from them as input for shared diagnosis of mobility. Six inspiring cities In order to learn lessons from experiments carried out in other comparable agglomerations, the approach of six particularly innovative cities that have implemented a global mobility approach as part of an urban quality project was analysed: Barcelona, Bordeaux, Copenhagen, Geneva, Helsinki and Munich. Comparable in terms of size with Brussels, these cities are also major administrative centres and/or home to numerous companies and institutions. They were studied in order to identify what their mobility plans propose in terms of doing more, doing less, doing better, doing differently or doing anew and so on. Workshops and survey Between September 2016 and January 2017, Brussels Mobility organised bilateral meetings, online surveys and workshops led by the consultancy firms responsible for drawing up the new Regional Mobility Plan. The views of nearly 200 participants were heard during this exploratory phase of Good Move, based on the identification of positive projects and good practices. From the development of Molenbeek-Saint-Jean’s municipal square to the extension of the tram 94 line to the Woluwe valley via free-floating car-sharing and the Urban Distribution Centre, the participants identified innovations that they believed to be successful. They then formulated content-related and methodological recommendations for the future Regional Mobility Plan. These represent the foundations of Good Move. 2. General Orientations of Good Move With the results of the exploratory phase, diagnosis and numerous stakeholder consultations, it has been possible to define six focus areas for the future Regional Mobility Plan. These six strategic emphases will enable us to adopt a global, across-the-board and original approach to mobility. They served as the basis for reflection for the official consultation of the municipalities between April and June 2017 and the various workshops held from January 2017. • Good Neighbourhood: to create large neighbourhoods where life can be peaceful and quiet; • Good Network: to give the space dedicated to each mode of transport proper balance; • Good Service: to improve the quality of mobility services; • Good Choice: to help guide the choices for sustainable mobility; • Good Partner: to boost management, governance, transparency and citizen participation in mobility; and • Good Knowledge: to improve knowledge, data collection and use, monitoring, benchmarking and decision support methods.
3. Action plan of Good Move After a set of workshops with various mobility actors in Brussels, the action plan is developed. The strategic action plan breaks down each of the general orientations into a coherent set of actions, jointly developed with the various mobility actors. The L-SUMP planning process is divided into three phases: • Phase 1: inventory and research => SUMP cycle 1 until 3.1 + Milestone 1 • Phase 2: planning (using scenarios) => SUMP cycle 3.2 until 5.2 • Phase 3: action plan => SUMP cycle 6.1 until 10.2 + Milestone 2 and 3
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2.7 Quality assurance Monitoring the Brussels SUMP programme is coordinated by the regional government. It is the governments ambition to put in place the appropriate tools and processes to ensure the implementation and continuous and coherent adaptation of the SUMP program. To accomplish this goal, the government will implement the following measures: • develop dashboards with output indicators for monitoring the implementation of actions; • update the dashboards monthly and identify the measures to ensure the implementation of the shares; • define, monitor and measure the indicators in order to adapt and update the SUMP; • calculate and analyse the indicators; • share and disseminate data and indicators; and • develop evaluation reports and publish them once every 30 months.
The indicators will be drawn from public and private mobility data. The targets, with regard to evaluation and quality assurance, listed in the table below.
TABLE 2 TIMELINE FOR EVALUATION AND QUALITY ASSURANCE
2020 2025 2030 Annual report on the implementation of the action plan 1 6 10 Evaluation report 0 2 4 Dissemination of indicators Completed Proportion of indicators updated every 30 months 50% 75% 100% . 2.8 Information, Education, and Knowledge Exchange All information on Good Move is provided on the Good Move website. Visitors of the website can subscribe to a newsletter to be kept up to date on the most recent developments of Good Move. In addition to this communication channel BRC deploys several other activities for knowledge exchange: 1. The government proactively supports attraction poles (companies, schools and commercial, cultural and sportive centres) with their mobility management by: • Training and empowering mobility coordinators with fairs, campaigns, meetings, awards); • Leading collaborative networks of attraction poles; • Developing material and financial support for the support of attraction poles generators in the implementation of their action plans as part of school and business travel plans; • Mandate the implementation of a mobility plan for the activities; • Envisaging actions on a geographical area regrouping several attraction poles to create synergies and test desynchronization initiatives with large attraction poles; and • Organise conferences (“mobility salons”) for mobility managers of companies.
2. The government monitors the developments in the sector of mobility of goods and people and encourage experiments using new concepts, benefiting from research carried out in Belgium and abroad by other public also by the private and academic actors. They will do so by • Operationalising the financing and operation of an Innovation Hub in terms of mobility, • Fuel the Innovation Hub research.
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3. The government will communicate and create awareness on the objectives and actions of the SUMP, by: • Ensuring consistent communication and regular feedback on the implementation of actions and the achievement of the objectives of the plan both for the general public and the stakeholders; • Establish an annual communication plan defining and programme and the elements to be communicated (thematic, public-targets, messages and tools); • Organise training and conferences for professionals; • Inform stakeholders on the follow-up of the implementation and the pursuit of the objectives of the SUMP; • Organise communication campaigns aimed at the general public with the aim of informing about the follow-up of the implementation and pursuit of the objectives of the plan and value the actions implemented; and • Enhance and reinforcing an updated press portal with a centralised messages and elements to communicate the implementation of the mobility policy.
4. The government will set up living labs testing innovative configurations for the redesign of public space (with 100 living labs by 2030). The specific actions are: • Change the framework of the “Living Brussels” call for projects to make it accessible to citizens full-scale test projects concerning the sharing of space or the organisation of mobility at the micro-scale of a street or a small square; • Set up a support system for experts (technical, participation, communication) to realise the ideas, communicate them and take charge of the implementation; • Integrate transitional devices into the processes of some more permanent redevelopments; and • Monitor experiences (before and after analysis) to learn about the process and the possibility of upscaling the tested solutions.
5. The government will offer actors in charge of planning, design, implementation and management of public spaces in BCR facilitated access to knowledge, tools and good practices, enabling them to develop high quality public space projects, integrating accessibility issues, interactive use, residence, road safety, accessibility of emergency vehicles, environmental quality (noise, water, green) and deliveries. This ambition is translated into several specific measures: • Compiling a unique repository for the design of roads and public spaces based on the Guide “Brussels public spaces”, existing guidelines, environmental requirements and emergency vehicles, incorporating the criteria of quality public space, residence and interactive use functions; • Declaring these principles in the standard specifications of execution and maintenance of improvements to roads and public spaces; and • Disseminating the tools and organise in-service training of regional and municipal project designers. 6. The government will develop a tool will be developed for citizens and small businesses to calculate their costs of mobility, including for their deliveries by 2025.
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3 Action Plan
TABLE 3 ACTION PLAN
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Coordination and development of the Regional SUMP Programme Government approves Good Move 2019 Government All citizens will have the opportunity to comment on Good Move 2019-2020 BM Good Move is finalised based on the opinion of citizens and the 2020 BM ameliorated plan is approved Adoption of local SUMPs – 3 municipalities have an updated L-SuMP 2020 BM, Municipalities Adoption of local SUMPs – all 19 municipalities have an updated L-SuMP 2025 BM, Municipalities Legislation Ordinance giving regulatory status to Good Move In force Government Financial resources and other incentives Simplify the regional financial, technical and logistic support for L-SuMPs 2019-2030 BM Double the European support for mobility projects in BCR by systematically 2025 BM searched for relevant calls Methodology and guidelines Development of a regional support tool for the development of L-SUMPs 2019-2020 BM Monitoring and evaluation Development of indicators that can be calculated and communicated 2020 BM Annual report on implementation and actions 1 / year from 2020 BM Good Move is evaluated, deficiencies and weaknesses are overcome Every 30 months BM All indicators are updated every 30 months 2030 BM Information, education and knowledge exchange Brussels business mobility salon for mobility managers of companies In force BM Inform public and stakeholders on the results and actions of the regional Periodically BM SUMP Three conferences and trainings for professionals per year 2020 BM Five conferences and trainings for professionals per year 2025 BM
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.3 Annex 3: NSSP for Belgium – Flanders
Regional SUMP Programme Flanders (Belgium)
Deliverable No.:
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/Measure No.: WP3
Workpackage/ Measure Title:
Policy and SUMP programmes
Responsible Author(s):
Patrick Auwerx (Mobiel 21)
Responsible Co-Author(s):
Date: 7th of May 2019
Status: Final
Dissemination level: Confidential
Regional SUMP Programme Flanders, Belgium 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through: providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
Document History
Date Person Action Status Diss. Level Draft guidance document for Draft TC 21.12.2018 Mojca Balant quality check 07.01.2019 Suzanne Meade Quality check Draft EM Final Project 08.01.2019 Mojca Balant Final review partners Regional SUMP Programme Draft Project 28.02.2019 Patrick Auwerx Guidelines Flanders (BE) partners 10.03.2019 Aljaž Plevnik Content check Draft TC Latest modifications after content Draft EM 15.03.2019 Patrick Auwerx check 30.04.2019 Suzanne Meade Final Quality check Final EM
Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
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Table of Contents
ABSTRACT ...... 5
AUTHORS AND OTHER CONTRIBUTING EXPERTS ...... 5 1 INTRODUCTION ...... 6
ACRONYMS AND ABBREVIATIONS ...... 6
1.1 PROGRAM VISION AND MISSION ...... 7
1.2 PROGRAMME OBJECTIVES ...... 7
1.3 PROGRAM TARGETS (& TIME HORIZON) ...... 8
1.4 EXPECTED PROGRAMME IMPACTS ...... 8 2 ELEMENTS OF THE NATIONAL SUMP PROGRAMME ...... 10
2.1 COORDINATION AND DEVELOPMENT OF THE REGIONAL SUMP PROGRAMME ...... 10
2.2 LEGISLATION ...... 10
2.3 INSTITUTIONAL COOPERATION ...... 11
2.4 PARTICIPATION ...... 13
2.5 FINANCIAL RESOURCES AND OTHER INCENTIVES ...... 14
2.6 METHODOLOGY AND GUIDELINES OF THE REGIONAL SUMP...... 14
2.7 QUALITY ASSURANCE ...... 18
2.8 INFORMATION, EDUCATION, AND KNOWLEDGE EXCHANGE ...... 18 3 ACTION PLAN ...... 20
List of Tables Table 1 Summary of the planning process ...... 15 Table 2 Five pillars (action domains) of the flemish regional SUMP programme ...... 17 Table 3 Action plan ...... 20
List of Figures Figure 1 The 15 transport (SUMP) regions in Flanders ...... 12
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Regional Sustainable Urban Mobility Planning Programme of Flanders
2020 - 2030
Decree approved by the Flemish Government 21st December 2018 To be adopted by the Flemish Parliament Spring 2019
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Abstract
The document provides a summary of the new 2019 Decree (legislative framework) on Basic Accessibility1 and the Memorandum of understanding (comprehensive document) providing guidance and more explanation about the 15 new Transport Regions and Regional SUMPs to be developed by 2020. The Flemish mobility policy has been radically redrafted within this new regulatory framework. It will replace several (older) programmes, including the existing L-SUMPs Decree (Decree on Local Mobility Planning from 2007, updated in 2012 and 2017). The new Decree becomes the regulatory framework that will give substance to the concept of (basic) accessibility by providing a new layered public transport policy and, most importantly, become the backbone of the fifteen Regional SUMPs.
Authors and other contributing experts
Patrick Auwerx, Mobiel 21 (NFP Belgium in Prosperity) Dominique Ameele, head of SUMP division of the Department of Mobility and Public Works of the Flemish Governance The Flemish Quality chamber of the Department of Mobility and Public Works of the Flemish Governance The Sound Board of the Flemish Mobility Council (MORA)
1 The new Act/Decree has the title ‘Basic Accessibility’ but has evolved to an overall holistic approach on sustainable mobility in Flanders.
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1 Introduction Belgium is a federal state composed of several autonomous, but related entities: the Federal State and the three Regions. Competences in the field of transport are fragmented. Since the latest reform of state, the national level only has a few transport related competences left, such as traffic regulations, national railways, Belgian Daily Mobility Research (Beldam) and some of the related taxations. In all regions the municipalities and cities were responsible for the development of integrated local mobility plans (L-SUMPs). The regions provided a SUMP related framework guidance for that. The oldest guidance, most similar to SUMP, is the Flanders Decree of 2002, updated twice in 2007 and 2012. In 2018, 97% of the 308 municipalities in Flanders had an L-SUMP or even better: a 2nd or 3th generation SUMP. With these figures Flanders is situated on the top level of (L-) SUMP take up in EU. Cost inefficiency of the Public Transport organisation, lack of policy integration (horizontal and vertical), and the lasting competition of modes (not resulting in expected modal split targets) were among the biggest problems on the transport system starting from 2015, after a new Government was elected. Finally, several years of preparation, policy discussions, consultations and pilots resulted in a new overarching Flanders mobility policy to be launched in 2019.
Acronyms and abbreviations Basis accessibility: is the concept of making important social functions accessible on the basis of a demand-oriented system and with the optimum use of transport financial resources; Combi-modality: multi-modality in passenger transport Decree: name for a Flemish law or ‘Act’, approved by the government and parliament Government: here meant ‘Flemish Government’ KPI: Key Performance Indicator Logistics: the organisation of freight transport L-SUMP: local SUMP or local sustainable mobility plan on municipal/city level, as defined by Decree 2002 MaaS: Mobility as a Service Mobility Centre: Central Coordination body for future public/on demand transport MOW: Flemish Department of Mobility and Public Works Province: geographical & administrative entity (in between Flanders region and municipalities) with few ground bound policy competences, some in the field of mobility. PT: Public Transport SECAP: Sustainable Energy and Climate Action Plan SULP: Sustainable Urban Logistics Plan Synchro-modality: using different modes in freight transport, including seamless overloads Transport Region: coherent cluster of municipalities with a transport core and an area of influence (can be compared with ‘functional city’) VR: Flemish Government
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1.1 Program Vision and mission For almost twenty years the northern region of Belgium, Flanders, has provided leading guidance on local SUMP support. This year (2019) they introduced a new Decree to facilitate a new approach across fifteen transport regions. The new Decree is a regulatory framework that will give substance to the concept of (basic) accessibility by providing a new layered public transport policy and, most importantly, become the backbone of the fifteen Regional SUMPs. The regions include cities and municipalities within functional areas that will cooperate to provide user-oriented sustainable mobility in terms of planning, implementation and evaluation policy. At the same time, the new Decree improves, liaises with and integrates with other related horizontal and vertical policy programmes and strategies, in order to achieve one holistic mobility policy.
1.2 Programme Objectives All actors, including the Flemish Government agencies, departments and services, the provinces and municipalities and the private and public sector stakeholders act together and cooperate on the following objectives to: 1. Safeguard demand-oriented investments for the accessibility to the main societal functions, 2. Prepare transport networks for the future, 3. Develop a multimodal transport system using the STOP principle (hierarchy of modes –starting with walking, hereafter come cycling, public transport and sharing, and private car use only at last where possible, 4. Realise a safe, victimless transport system, 5. Entice, motivate and stimulate behavioural change, 6. Flanders will become an innovation leader, 7. Use integrated and regional approach to basic accessibility, and 8. Ensure each mode of transport flows smoothly.
In addition, this integrated mobility policy implements the European climate agreement and proposes concrete objectives and measures to realise greener and more sustainable Mobility and improved air quality. With regard to the first objective, to obtain basic accessibility for the main societal functions, the objectives are specified in article 5 § 1 of the Decree:
1. making important social functions accessible on the basis of a demand-oriented system and with the optimum use of transport financial resources; 2. to facilitate multi-mobility and synchro-modality (smooth overload in logistics); 3. develop an integrated transport network; 4. integrate and simplify the operating conditions for collectively offered transport; and 5. to create a shared responsibility for the various actors.
Basic accessibility presumes a sustainable spatial framework through an integrated approach to transport, infrastructure and spatial developments, in the area of planning, financing, investment, maintenance and operation.
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1.3 Program Targets (& time horizon) The new Decree will be incrementally introduced over 4 years, targeting various policy milestones: • 4 Pilot Regions tested working with Regional Transport Regions and develop vision on Regional SUMPs, 2016-2017, • These 4 Pilot regions demonstrated the elaboration of a holistic vision; including the desired public transport (and on-demand services) network, cycle networks, logistics networks, infrastructure and accompanying measures. • Evaluation, follow-up, parliamentary consultation round and policy adjustments, 2018. • Governance approval of the new Decree, 21st December 2018. • Stepwise further elaboration and procedural adjustments in expert sound board group of the Flemish Government, Department of Mobility, Winter/Spring 2018/2019. • 15 Transport Regions are responsible for the development of 15 Regional SUMPs by 2020. • Terms of Reference/ tender competition for the development of Regional SUMPs launched towards consultancies (consortia), January 2019. • Logistics, ITS and Mobility Management/MaaS were among the underexposed aspects in previous L-SUMPs in Flanders. They will receive more attention in the new Regional SUMPs. A (regional) SULP might become part of the Regional SUMP. • The link between the vision development on mobility, the infrastructure investments and - maintenance, quality of service and operation, spatial planning and transport in general should be strengthened.
1.4 Expected Programme Impacts Due to the new holistic mobility approach, the intended impacts of the Regional SUMP Programme will have to meet/be in line with the concrete targets of related (horizontal and vertical) planning contexts. The different objectives, targets and impacts are described in the respective policy documents: • The Flanders Mobility Plan (draft, approval tbc) provides the framework for the regional SUMPs • Vision 2050; overall LT Planning Strategy Flanders; https://www.vlaanderen.be/nl/vlaamse-regering/visie-2050 • The Flemish Cycling Policy Plan; http://www.mobielvlaanderen.be/docs/beleidsplannen/2016-04-28-fietsbeleidplan.pdf • The Traffic Safety Plan (Zero-vision by 2050); https://www.vlaamshuisvoorverkeersveiligheid.be/verkeersveiligheidsplan.php • Spatial Policy Plan Flanders (Strategic Vision approved 1st August 2018); • Flanders Climate Plan 2021-2030 (draft approved 20th July 2018); http://www.lne.be/vlaams-klimaatbeleidsplan • EC Directives and targets on e.g. greenhouse gases, air quality, … • Existing or to be developed SECAPs, SULPs…
In the first phase - ‘Inventory and Research’ - of the Regional SUMP planning (see 2.5.4), the study and compliance with related planning contexts is part of the work to be done.
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Important notes:
1. Actions already under implementation (e.g. in the existing L-SUMPs) will be given an ‘interim’ transition time to adapt to the regulatory framework conditions of new Decree. 2. Scale levels: vertical planning assumes that local-, transport regions- and Flemish level are being adjusted to each other. 3. Transport Regions can decide autonomously on own operational targets (e.g. action/measure based) as long as they are not conflicting with the overall targets.
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2 Elements of the National SUMP Programme 2.1 Coordination and Development of the Regional SUMP Programme
On July 20th, 2018, the Flemish Government approved the classification into fifteen transport regions and the MOW Department's assignment to start the design of the Regional Mobility plans. The department implements the necessary practical measures such as:
• the start of the Transport Regions and it’s Transport Region Councils; • defining the competences (and autonomy) of the Transport Regions; • directing and supporting the Transport Regions (overall management of 15 Transport Regions); • the scaling of the mobility (and related) policy into three – interrelated – levels: Local, Transport Regions and Flanders Region level; • the composition of the Transport Regions; • the elaboration of the Decree into working documents and guidance (as elaborated further in section 2.2. to 2.6.); • the launch of the ‘terms of reference/ tender competition for regional SUMPs towards consultancies • the foundation of a centrally run ‘Flanders Mobility Centre , it’s competences in tariff policy and defining operation conditions for transport companies and third parties in the layered transport system; • establishing the rules concerning the content, development and management of an indicator based mobility monitoring system. See also: Section 3.Action Plan
2.2 Legislation As discussed in the introduction, the new ‘Decree’ on Regional SUMPs should be seen in the context of the change towards a more ‘holistic’ sustainable mobility policy. • On the 18th of December 2015, the Flemish Government approved the concept memorandum "With basic accessibility towards an efficient and attractive transport model in Flanders that optimally meets the requirements” (VR 2015 1812 DOC.1446). With this decision the concept of basic accessibility was further specified. • In the concept memorandum "State of the art Basic accessibility" approved by the Flemish Government on October, 2017 (VR 2017 2710 DOC 1072) it is proposed to draw up a transport plan that is broader than just the aspects public transport and customized/on demand transport. • In 2016 three pilot Transport Region projects were introduced and evaluated. A fourth project following in 2017 in the Transport Region of Antwerp. The remaining Transport Regions started in the latter part of 2018 or will shortly commence in 2019. The evidence from these pilot projects provided advancing insights for modifications in the new Decree.
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The Decree has evolved into a 25-page long policy document and a more comprehensive 70-page ‘Memorandum’ was also drafted to provide further guidance and explanation. The documents were approved by the Flemish government on 21st of December 2018. Consultation with the CIVITAS Prosperity Belgian National Task Force took place to follow up on the incremental changes. First step workshops, with the Flemish quality chamber, were held to assess possible improvements. The CIVITAS Prosperity National Focal Point was also included in the final consultation process of a broad expert stakeholder sound board. This Sound Board is refining and detailing the new guidelines before the Flemish Parliament finally will adopt the new Decree in spring 2019. This new regulatory framework sets the Flanders region apart from other countries as a forerunner once more by moving the design of its future mobility from the local level to a functional city approach. 2019 will be an important year of ‘change’ with the first Regional SUMPs expected to be ready by 2020.
2.3 Institutional Cooperation The coordination and development of this new regulatory framework programme are based on the assumption that there is also a levelled – but nonetheless – cooperative and responsible mobility ‘control and management’ system in place. To summarise: 1. The top management and support role will be carried out by MOW (cfr.2.1) 2. The Transport Council in each of the 15 transport regions is responsible for the development of the Regional SUMP, and the cost-efficient completion of basic accessibility 3. Municipalities and Cities form the local level. Existing L-SUMPs still can be actualised, but are no longer mandatory. Certain policy domains – e.g. parking policy – remain a local competence, unless it implies a functional city approach on Transport Region scale.
2.3.1 Transport regions and councils The entire Flanders region, which consists of 308 municipalities, is classified into fifteen transport regions (see figure on next page). A corresponding transport region council is established for each transport region. The transport region council is a multidisciplinary policy area that is more than a consultative body with a ‘mandatory’ minimum composition of representation from: - Each municipality/city within the transport region, - The mobility department of the Flemish government (MOW) - The road and waterways administrations of the Flemish government, - The core public transport (PT) network operators (railway & bus/tram operator), - The Province (when the Transport Region is equal to Province geographical territory)
The MOW acts as the daily manager of the Transport Region, including the chairing of the council. A second - political chair - is elected among the represented municipalities and cities. The transport region is free to determine additional structural participation of citizens and other social stakeholder organisations within the transport region.
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FIGURE 1 THE 15 TRANSPORT (SUMP) REGIONS IN FLANDERS Tasks of the Transport Region: • prioritise, monitor and evaluate regional mobility programs and projects of strategic importance at the level of the transport region; • give advice to the regional authorities on the preparation of the Integrated Investment Program; • determine the additional PT- and customised transport networks2, give advice on the train network and the core network3; • determine the supra-local functional bicycle route networks, with the exception of bicycle highways, on which the council only issues advice; • monitor the cross-linking of transport and infrastructure networks and facilitate combo mobility and synchro-modality; • prioritise, monitor and evaluate road safety measures. Attention can be paid to, among other things, the active modes networks, school environments and the traffic- safe accessibility of schools and business locations, specially designed for pedestrians and cyclists; • prioritise, follow up and evaluate ‘traffic flow’ measures.
2 It is the Transport Region’s task to develop the Region’s layered multimodal transport strategy. The strategy includes development of nodes, MaaS and supporting policies (such as parking and media campaigns) etc. as part of its work remit. As such, each Transport Region has a lot of freedom. 3 The responsibility for the coordination and exploitation (including tariff policy) of the core PT network, which is the highest layer of the new regulatory framework, remains centralised the Flemish government through the ‘Mobility Centre’ (currently under development). The Mobility Centre has a strategic function and is composed of the Flemish Mobility Department (MOW), the Flemish Transport Operator (De Lijn) and representatives of the ‘multimodal and customised transport operators’ in each Transport Region
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Decisions in the Transport regions are supposed to be taken by consensus, after bilateral consultations of all actors, and approval of the draft Regional SUMPs by the different municipal councils within one Transport Region. When no consensus is reached on the Regional SUMP, the MOW will decide over, at least, the PT network.
If necessary, the transport regions consult each other on the regional mobility plan, the additional networks, customised transport and other mobility programs and projects that have an impact on the transport regions concerned.
The transport region can delegate the preparation of specific sub-tasks to “project steering committees “to work on tasks (e.g. on leverage projects/actions, or the implementation of specific measures).
2.3.2 Local level: municipalities and cities It will remain possible for local (municipal) councils to actualise and approve existing Local SUMPs (L-SUMPs) but they will no longer be mandatory (as in the former Decree on L- SUMPs). However, it will now be possible to form inter-municipal, or even inter-transport region, cooperation when there are shared interests within a Transport Region context. The proposals for the content of a regional SUMP will also indicate where the boundary between the regional and the local level may lie for a particular theme. Given the different size of the transport regions, this will depend strongly on each transport region.
Example: Local authorities have the full responsibility for parking policy. An integrated parking policy requires the involvement of multiple actors, both within and across the municipal boundaries, both in the public and in the private sphere. In the regional SUMP, statements about the supra- local component of parking policy, particularly for functional urban areas can appear.
2.4 Participation Beside institutional cooperation, the involvement of stakeholders and the public is a main mandatory element of the Decree. For the Regional SUMP this means:
• The SUMP Region Council is responsible for decisions on stakeholder analysis and defining the main lines of the participation trajectory: who – when – level of participation…. • Stakeholder analysis and conducting a participatory strategy is part of the preparation in the inventory phase, mainly done by consultants. • Targeted approach for each SUMP Region is possible • Possible stakeholders/ civil society actors are: schools, companies, user organisations, experts and representatives of civil society organisations (e.g. elderly, neighbourhood committees…) • Participatory ladder and existing guidelines on participation (developed by M21) remain guiding. • Higher attention for social inclusion groups • Per SUMP Regio, a “sound board group” will participate in decision making, both on the level of the Council as in the Project Steering groups.
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For the step-by-step introduction of the new holistic mobility policy, an overall ‘Steering Board’ at Flemish level will watch over the involvement of stakeholders and citizens in the planning, implementation and evaluation of the Mobility Policy. Under consideration is the appointment of a stakeholder manager to the MOW expert (quality assurance, see 2.7) group.
2.5 Financial Resources and Other Incentives The motivation for this new holistic Mobility policy is to provide a more ‘cost-efficient’ transport system. A more user-oriented and demand-oriented layered transport system is the opposite of the superseded supply-oriented system that was too costly and created adverse effects such as competition between modes (e.g. public transport with cycling). Advice from the Transport Regions will ensure a more integrated investment programme at both local, regional SUMP and Flanders level. For the Regional SUMPs, this means they have to work with predefined budget lines and prioritise actions. The Flemish government will also continue to provide specific financial incentives, such as grants, subsidies and cooperation agreements for infrastructure and non-infrastructural projects or measures implemented to support updates in L-SUMPs or under the new regulatory framework programme supporting Regional SUMPs. Defining budgets and resource allocation is part of the multi-annual action plans, the final phase in the Regional SUMP planning (see 2.6.4.) In the guiding documents it is mentioned that financing the Regional SUMP should take into account the “budgetary margins” that have been defined by the government.
2.6 Methodology and Guidelines of the Regional SUMP The Transport Region council is responsible for the planning and preparation, implementation, monitoring and evaluation and, where appropriate, review of a mandatory regional mobility plan.
2.6.1 General Vision A regional mobility plan shall satisfy the mission and the strategic regional objectives. It aims to bring coherence to the preparation, the determination and the implementation of decisions on passenger mobility and freight transport, with awareness of related policy areas. 2.6.2 Structure
The regional mobility plan consists of: 1. a strategic long-term vision (10 years with 30 years perspective) on the desired mobility development, 2. the short-term operational objectives, and 3. a multi-annual action plan.
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2.6.3 Elements The mobility plan is part of the planning process cycle, this means that: 1. It is substantiated by research, 2. It is developed or revised with public participation and consultation between, administrative levels, policy areas, services and civil society organisations and other related parties, 3. The targets and action plan implementation are monitored, 4. The evaluation is carried out during the first half of each governance period, 5. It may be completely or partially revised in accordance with the planning and approval procedures, where necessary based on interim evaluation results.
2.6.4 Planning process in detail
For almost 20 years, municipal or inter-municipal mobility plans (L-SUMPS) in Flanders have been drawn up step by step in 3 phases. In line with European planning methods SUMP guidelines, more attention is now being paid to the monitoring and evaluation of actions and objectives, to be distinguished as a fourth plan phase.
The planning process is divided into four phases:
• Phase 1: inventory and research => SUMP cycle 1 until 3.1 + Milestone 1 • Phase 2: planning (using scenarios) => SUMP cycle 3.2 until 5.2 • Phase 3: vision document: the regional mobility plan => SUMP cycle 6.1 until 9.3 + Milestone 2/3 • Phase 4: evaluation and monitoring => SUMP cycle 10.1 until 11.3
The table below summarises the planning process, its main actions, content, milestones and (if needed to understand) annexes.
TABLE 1 SUMMARY OF THE PLANNING PROCESS
Phase Actions Content Results/Milestone Annexes
Inventory 1. Planning context Status questions SWOT analysis Research Analysis Spatial, transport, Problem analysis Maps & Graphs societal, demographic Synthesis Defining additional research Modelling results developments Orientation report (MS) Reports Mobility needs Report of participation Existing policy docs. trajectory Stakeholders visions
2 Defining operational Mission Desired LT ‘sustainable Scenario evaluation report objectives mobility’ scenario Vision (LT) Reports Vision building Synthesis report (MS) Objectives Reports of participation Scenario trajectory Different scenario’s development (based on desired
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Evaluation of developments; societal, scenario’s economic, ecologic, innovation…)
Relationship with other policy documents
3 Defining main Introduction: the chosen Action plan Proposal(s) to change related strategies scenario policy plans/document Regional SUMP (policy Drafting Action plan Elaboration of chosen document) Relationships with integrated scenario (template) investment program Adaptation of SUMP Mandatory topics4 Reports of participation
trajectory Action plan (road map) 5
4. Monitoring Objectives Procedure and indicators to Separate evaluation reports be prepared in synthesis Assessment Targets Progress report (periodical report already. report after 3 years) Evaluation Chosen scenario Elaborated and Actions comprehensively described
Criteria (indicators) in Regional SUMP (policy document) Plan process
The Regional Mobility Plans are tested against the guidelines during the final ‘evaluation and monitoring’ phase of the Flanders Mobility Plan, in which five pillars (action domains) are being worked on to develop the achieve ambitions / goals. 1. Smart, sturdy, safe & environmentally friendly transport networks 2. Multimodal & integrated transport system 3. Mobility Behaviour change 4. Innovation 5. Cooperation
In the third Regional SUMP the ‘Action plan’ phase measures will be allocated to (one or more of) these five pillars, as is exemplified in the table below. The Action Plan should at least make a statement about these (mandatory) categories of measures: 1. Regional mobility programs and projects of strategic importance to the level of the transport region, possibly in the form of proposals for location policy and infrastructural and non-infrastructural measures, taking into account the specific needs of users.
4 Mandatory topics of the Action Plan: see chapter 3 5 The action plan is designed as a ‘road map’ with measures to be implemented, priorities, tasks, responsibilities, timing, budget…: see chapter 3
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2. the layered PT network (except for the core train network, this is a federal competence where the transport region only should give advice) 3. the functional supra-local functional cycling networks (non-recreational) 4. cross-linking the transport- and infrastructural networks to facilitate multimodal and synchro-modal optimisations. 5. Traffic safety measures, with specific attention to active modes, school vicinities and business areas. In the multi-annual action plan this table has to be completed with 5 more columns, defining: - Responsible actor(s) - Participation (of…) - Tasks - Timing (short term – midterm – long term) - Budget (split per source)
TABLE 2 FIVE PILLARS (ACTION DOMAINS) OF THE FLEMISH REGIONAL SUMP PROGRAMME
Pillar Possible measures Emphasising objectives, subthemes, … Priorities
1 Mode networks expansion STOP principle: respecting hierarchy of modes
Parking Categorising roads
Speed limits Traffic safety
Bicycle infrastructure Liveability
Cycle highways Cut through traffic
Regional logistics network Congestion
Redesign of roads
2 Nodes (mobility points) Cross-linking the networks
Corridors Disclosure, user quality, conditions (e.g. cycling sheds)
Sharing services STOP principle in hierarchy of nodes
Freight distribution centres Land use planning
MaaS
3 Mobility management Modal shift towards active modes
Road pricing Save and responsible traffic behaviour
Nudging Awareness raising
Parking management Segmentation
Enforcement (incl. e.g. ANPR, Co-creation initiatives Track control…) Citizen science
4. Data (open, gathering, …) User information (e.g. optimising cycling routes)
Dynamic Traffic management Smart payment
Smart enforcement
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ITS applications in passenger and Advancing vehicle technology freight Advancing fuel technology MaaS E-mobility conditions (e.g. loading infrastructure) Electric mobility Citizen science Vertical mobility (drones)
5. Combination of actions in pillars 1- Targeting the ‘societal pentagon’ : businesses, science, 4., e.g. civil society organisations, financers, public authorities
- Integrated cycling policy Multi- level and multi actors cooperation - MaaS take up Co-financing (e.g. crowd funding) - Heavy freight traffic - Citizen science & data gathering
2.7 Quality Assurance The Flemish Department of Mobility (MOW) is represented in all Regional Transport councils. The MOW experts verify the planning and implementation of the Regional SUMP. At a project (action plan implementation) level the quality assurance of the Regional Transport councils is delegated towards a Project Steering Committee. The Project Steering Committee composition can vary according to the nature of the project and will be involved in every project milestone phase. With explicitly adding a new, fourth phase in the planning process, “monitoring and evaluation” becomes more important in the new Decree. Furthermore, new rules concerning the content, development and management of a (KPI based) global mobility monitoring system will be established by the Flemish Government. The global monitoring system aims to collect, manage and test data on the ‘state of mobility’ so that performance against operational objectives and targets, included in the various mobility plans, can be it can be verified in an efficient and coherent manner.
2.8 Information, Education, and Knowledge Exchange All information, existing and upcoming, on the new Decree is clustered and made available at one portal website by the MOW (Dutch only) As the Decree, and especially the elaboration on implementation conditions; guiding documents on methodology, finances, task delimitation, is still being elaborated further, the website will be regularly updated. A special MOW steering board, consulted by some experts of the Flemish Quality Chamber, Prosperity Task Force and the Flemish Mobility Council (official advisory body) is taking care of the refinements. At this moment it is still uncertain what will be the role of the Flemish Quality Chamber, but for sure they will be the main actor in organising the MOW quality assurance and follow up on the Transport Regions and councils. How many staff/experts will be involved, is not known yet (previously it were 25 experts).
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Since the first Decree (2002) on L-SUMPs, the Flanders region has a long tradition of knowledge dissemination among experts, stakeholder and the public. The MOW continues that tradition via various channels. In this task, they are supported by different stakeholders, amongst them Prosperity NFP M21 and the NGO network on Sustainable Mobility. - Newsletters https://www.mobielvlaanderen.be/overheden/mobiliteitsbrief.php?id=195 - MOW website: https://www.mobielvlaanderen.be/overheden/index.php - Training- and knowledge exchange sessions - in cooperation with private/NGO partners ; e.g. joint https://www.duurzame-mobiliteit.be/studiedag- basisbereikbaarheid (with session by M21, NFP Prosperity) - Stakeholders initiatives; e.g. M21 newsletter - Existing educational institutes; high school traffic science, universities, Flemish Foundation on Traffic Science (VSV) It is also expected that a lot of consultations between all levels will be necessary before finishing the first Regional SUMPs, trial and error will be inevitable part of the process.
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3 Action Plan
TABLE 3 ACTION PLAN
Name/content and short description of the Implementation Entities responsible measure deadline for implementation
Further elaboration and refinements of the Decree 2019 Sound Board Group into working documents and guidance MOW
Clear the role of the Flanders Quality chamber in 2019 Sound Board Group quality assurance of Regional SUMPs MOW
Information and knowledge increase via website, 2019 Sound Board Group mobility letters, events etc... MOW
Approval of Decree by Flemish Parliament (including 2019 (?) Minister of Transport & approval of Flemish Sustainable Mobility Plan and Mobility Land Use Plan)
Development of 15 Regional SUMPs 2020 MOW – Transport Regions – Consultancy consortia
Implementation and evaluation process R-SUMPs 2020 – 2025 Transport Regions
Non- mandatory L-SUMPS alignment with R-SUMPs 2020-2025 Municipalities
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.4 Annex 4: NSSP for Belgium – Wallonia
Regional SUMP Programme Wallonia (Belgium)
Deliverable No.:
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/Measure No.: WP3
Workpackage/ Measure Title:
Policy and SUMP programmes
Responsible Author(s):
Patrick Auwerx (Mobiel 21)
Responsible Co-Author(s):
Evelien Bossuyt (Mobiel 21)
Date: 7th May 2019
Status: Final
Dissemination level: Confidential
Regional SUMP Programme Wallonia, Belgium 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
Document History
Date Person Action Status Diss. Level Draft guidance document for Draft TC 21.12.2018 Mojca Balant quality check 07.01.2019 Suzanne Meade Quality check Draft EM Final Project 08.01.2019 Mojca Balant Final review partners Regional SUMP Programme Draft Project 28.02.2019 Patrick Auwerx Wallonia (BE) partners Evelien Bossuyt Regional SUMP Programme Draft Project 14.04.2019 Patrick Auwerx Wallonia (BE) partners 30.04.2019 Suzanne Meade Final Quality Check Final
Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
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TABLE OF CONTENTS
ABSTRACT ...... 5
AUTHORS AND OTHER CONTRIBUTING EXPERTS ...... 5
ACRONYMS AND ABBREVIATIONS ...... 6 1 INTRODUCTION ...... 7
1.1 PROGRAMME VISION AND MISSION ...... 8
1.2 PROGRAMME OBJECTIVES ...... 8
1.3 PROGRAMME TARGETS ...... 8
1.4 EXPECTED PROGRAMME IMPACTS ...... 9 2 ELEMENTS OF THE REGIONAL SUMP PROGRAMME ...... 11
2.1 COORDINATION AND DEVELOPMENT OF THE REGIONAL SUMP PROGRAMME ...... 11
2.2 LEGISLATION ...... 11
2.3 INSTITUTIONAL COOPERATION ...... 11
2.4 PARTICIPATION ...... 13
2.5 FINANCIAL RESOURCES AND OTHER INCENTIVES ...... 14
2.6 METHODOLOGY AND GUIDELINES OF THE REGIONAL SUMP...... 14
2.7 QUALITY ASSURANCE ...... 15
2.8 INFORMATION, EDUCATION, AND KNOWLEDGE EXCHANGE ...... 19 3 ACTION PLAN ...... 20
List of Figures Figure 1 Uptake of L-SuMP (PCM) and SUMPs (plans supracommunaux) in Walloon Region ...... 8 Figure 2 Citizen participation before, during and after the implementation of the L-SuMP (figure taken from Cemathèque 2) ...... 13 Figure 3 Local mobility indicators for for the Walloon Region ...... 16
List of Tables Table 1 Person mobility modal shift objectives for Walloon Region ...... 9 Table 2 Freight modal shift objectives for Walloon Region ...... 9 Table 3 Action plan ...... 20
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Regional SUMP Programme Wallonia, Belgium 2019
Regional Sustainable Urban Mobility Planning Programme of Wallonia 2018 - 2030
Decree on mobility and local accessibility, approved by the Walloon Government on May 13th, 2004 Schéma de Développement du Territoire approved by the Walloon Government on July 12th, 2018 FAST programme approved by the Walloon Government on December 13th, 2018
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Abstract
This document provides a summary of the regional sustainable urban mobility planning programme of Wallonia. A framework integrating all guidelines and legislation is currently under construction. This report combines different documents: (a) the legislative framework on SUMP guidelines of the Walloon Government (2004), (b) the thematic publications of the Walloon government on SUMPs, called Cemathèques, and (c) the most recent strategic policy documents approved by the Walloon Government (2018). The vision, mission, targets and expected impacts of the SUMP programme are derived from the most recent strategic policy documents. Financial resources and methodology of the SUMP programme is based on the legislative framework and the thematic publications of the Walloon government.
Authors and other contributing experts
Patrick Auwerx, Mobiel 21 (NFP Belgium in Prosperity) Evelien Bossuyt, Mobiel 21
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Regional SUMP Programme Wallonia, Belgium 2019
Acronyms and abbreviations CCAT: municipal advisory committee for spatial planning and mobility CeM: Conseillers en Mobilité, Mobility advisor CLDR: Local Commission for Rural Development Decree: name for a Walloon law or ‘Act’, approved by the government and parliament Government: here meant ‘Walloon Government’ FAST programme: Vision of Walloon government for 2030, FAST stands for Fluidity, Accessibility, Security, Health and Modal shift. Logistics: the organisation of freight transport LT: long term MaaS: Mobility as a Service Province: geographical & administrative entity (in between Walloon region and municipalities) with few ground bound policy competences, some in the field of mobility. PT: Public Transport SAM: Schémas d’accessibilité multimodale. These documents describe the multimodal accessibility and interaction between urban and rural areas. They contain intermunicipal cooperation acts and routes for heavy (logistics) traffic. SDT : Schéma de Développement du Territoire, regional development scheme SPW: Service public de Wallonie, the public service for mobility and transport
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1 Introduction
Belgium is a federal state composed of several autonomous, but related, entities: The Federal State and the three Regions (Flanders, Wallonia, and Brussels). Competences in the field of transport are fragmented. Since the latest reform of state, the national level only has a few transport related competences left, such as traffic regulations, national railways, Belgian Daily Mobility Research (Beldam) and some of the related taxations. SUMP guidelines are a regional responsibility. The Walloon region has a well-established urban transport planning framework that incorporates SUM planning with support from the regional level. The SUM planning occurs at different levels: (a) The “Plan urbain de mobilité” or PUM is a SUMP at the level of the functional city. (b) The “Plan InterCommunal de mobilité” or PICM is a mobility plan of several municipalities combined. (c) The “Plan Communal de mobilité ” or PCM is a mobility plan at the level of one municipality (i.e., an L-SuMP). (d) Finally, the “Plan Provincial de Mobilité” or PPM is a mobility plan at the level of the province. The first SUMP guidelines were developed independently before the European guidelines in 2004. The original SUMP guidelines are not used currently. The Walloon region supports municipalities in the development of their SUMP in various ways: (a) SUMP legislation was developed in 2004. In the following years, a new mobility code book for the Walloon region will progressively integrate all existing legislation. This Mobility Code will inform the liaison and integration of other related horizontal and vertical policy programmes and strategies, in order to achieve one holistic mobility policy. (b) The government provides an extensive educational programme for mobility advisors called “CeM” (Conseiller en Mobilité) who support the development of the SUMP. (c) The government provides financial resources for the development of SUMPs. (d) The government provides regular publications to support the development of an SUMP with topics such as guidelines for municipal cycling planning, indicators for evaluation, and pitfalls when implementing an SUMP. (e) SUMP planning is supported by a strong regional vision on mobility with the FAST 2030 strategy that will be translated in a Regional Mobility Strategy. These strategic documents provide a common vision and mission for the municipalities and cities in the region. In addition, they generate specific objectives for the SUMPs of the municipalities and cities. In 2019, 186 of the 262 municipalities in Walloon area have an L-SuMP or SUMP (71%, Figure 1). Municipalities without a SUMP are typically rural municipalities. The first SUMP on the scale of a functional urban area (with legal framework) is the PUM of Liège. This SUMP covers 24 municipalities and 625,000 inhabitants. It was recently approved by the different city councils and now needs to be approved by the government. In addition, the Walloon region has another level of planning with the SAMs (Schémas d’accessibilité multimodale). This is a multimodal and supra-local approach, similar to a PUM, but in a simplified way. A SAM describes the multimodal accessibility and interaction between urban and rural areas and contains intermunicipal cooperation acts and routes for heavy (logistics) traffic connections with neighbourhood country France and other Belgian regions (Flanders – Brussels-Capital Region). There are 3 SAMs that cover approximately 100 municipalities and cities. The SAM “Wallonie Picarde”, covering 23 municipalities and it was officially approved by the government. Finally, a number of cross- border mobility plans also exit, each with their own methodology and they aim to improve cross-border mobility.
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FIGURE 1 UPTAKE OF L-SUMP (PCM) AND SUMPS (PLANS SUPRACOMMUNAUX) IN WALLOON REGION
1.1 Programme Vision and mission The FAST (Fluidité Accessibilité Sécurité Santé Transfert modal) 2030 programme is the global framework for mobility-related policy measures in the Walloon region. The FAST 2030 programme covers the first twelve years of the mobility strategy of the Regional Development Scheme (SDT) adopted by the Walloon government in 2018, with a horizon of 2050. The FAST programme communicates the vision and mission of the regional mobility policy. The regional government does not communicate a specific vision and mission for its SUMP programme. The FAST programme aims for positive impacts to the flow of traffic, the accessibility of services, traffic safety and public health. In addition, the programme contributes to the greenhouse gas emission targets defined in the Walloon climate decree of 2016 and the EU Effort sharing 2021-2030 between member states.
1.2 Programme Objectives The FAST 2030 programme defines the common regional objectives for sustainable mobility. All actors, including the Walloon Government agencies, departments and services, the provinces and municipalities and the private and public sector stakeholders act together and cooperate on the objectives of the FAST 2030 programme. The objectives for 2030 are to increase accessibility of services (for inhabitants of rural areas) and traffic safety (i.e., reduce the number of traffic accidents) and to reduce traffic congestion and GHG emissions from the transport sector. The SUMP programme does not communicate a specific objective regarding the number of municipalities that need to implement a SUMP. For municipalities in rural areas the government does not consider L-SuMPs (PCMs) to be a suitable policy measure.
1.3 Programme Targets To realise the objectives, Wallonia will develop a model of multimodality which will result in a modal shift in the mobility of people and goods. This model of multimodality contains the following targets to be achieved by 2030:
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• a progressive implementation of an integrated rail and bus PT system; • the realisation of regional express networks for PT; • to increase the speed and reliability of bus and tram services; • to promote car-pooling on car parks using platforms, tax incentives and dedicated car pool lanes and other car sharing arrangements; • to review the legislation concerning taxis and allow their use on a larger scale; • to promote the use of (e-)bikes and walking for the last mile; • to design better cycling and walking infrastructure in urban and peripheral areas; and • to build an express network for soft travel modes.
The Walloon region also aims to reduce the demand for transport by 2030, for instance by promoting telework and co-working spaces. In terms of the transportation of goods, the objective is to make Wallonia a successful and sustainable region in terms of transport and logistics by 2030, both for the companies on its territory as for those who wish to develop business on the territory. With a set of actions that will be specified in the regional mobility strategy, the Walloon region aims for a modal shift away from road transport towards more rail and water transport. In addition, the Walloon region is currently developing an ambitious new cycling plan. For cycling the SDT describes the ambition to create 1000 km cycling paths by 2030 and 2000 km by 2050. Finally, by 2030, the Walloon region aims to reduce GHG emissions by supporting the transition to reduce combustion engine based motorised transport .
1.4 Expected Programme Impacts The expected impact of the regional mobility policy, including the SUMP programme, is defined within a time frame horizon of 2030 (based on the FAST 2030 strategy) and 2050 (based on the regional development scheme). The impacts can be described in terms of modal shift and in terms of economic, social, and environmental impacts. The FAST programme aims for a modal shift in the travel behaviour of citizens (Error! Reference source not found.) and for a reduction on the demand for transport.
TABLE 1 PERSON MOBILITY MODAL SHIFT OBJECTIVES FOR WALLOON REGION % modal share (in km) 2017 FAST 2030 SDT 2050 Walking 3% 5% Cycling 1% 5% 10% Bus 4% 10% 50% Train 9% 15% Car 83% 60% 40% Car sharing: average load 1.3 1.8 3
For the transport of goods there are also clear modal shift targets by 2030. The targets are listed in Table 2.
TABLE 2 FREIGHT MODAL SHIFT OBJECTIVES FOR WALLOON REGION Modal share (in km) 2017 Modal share (in km) 2030 Rail 3% 7% Water 14% 18% Road 82% 75%
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Regarding the economic impact, the Walloon Region expects that investing in mobility and in reducing congestion will result in an increase in the GDP of Wallonia. At a social level, an increase in traffic safety should result in a reduction of the number of traffic accidents.
The expected environmental impact is described in the PACE 2030 vision. In the climate decree, it is stated that greenhouse gas emissions should be reduced by 30% in 2020 and by 80% to 95% in 2050. According to EU effort sharing, Belgium should reduce greenhouse gas emissions by 35% in 2030. The Walloon region decided to raise this target to 40%. For mobility, specific modal shift targets are mentioned in the FAST 2030 programme and in the regional development scheme (SDT).
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2 Elements of the Regional SUMP Programme
2.1 Coordination and Development of the Regional SUMP Programme The roles and different actors in the regional SUMP programme will be clarified in the Mobility Code that is currently being drafted. The FAST 2030 programme indicates that the coordination and development of the SUMP programme is the responsibility of the Walloon public service for mobility. The government body is the central interlocutor for mobility. It translates the political strategy into specific actions, coordinates its concrete application, ensures the continuity of actions and expertise, and ensures the coherence of the strategy in relation to other policy domains.
2.2 Legislation All decrees related to mobility will be reviewed gradually to be incorporated in the new Mobility Code. The legal basis of the SUMP guidelines is the Decree on mobility and local accessibility (2004). In addition, there is a separate legislation on the financing of urban mobility plans (2004). City councils must adopt an L-SuMP (PCM). In the case of a SUMP (PUM), most City councils (representing 2/3 of the population of urban area) have to adopt the PUM (with a final approval by the Walloon government). The other planning levels, such as the SAMs, provincial mobility plans and cross- border mobility plans have no mandatory legal status (by any decree) and are voluntary.
2.3 Institutional cooperation The development of a SUMP involves many actors. In most cases consultancies make the plans, under supervision of the institutional bodies called committees. The original SUMP guidelines specify the role of each actor and committee. We present each below with a summary of their role.
2.3.1 The municipal council The municipal council has the following responsibilities: • takes the initiative to draw up a mobility plan; • designates a project promotor; • adopts the draft plan and submits it to the public inquiry; and • adopts the plan.
2.3.2 The alderman in charge of mobility and the Mobility Advisor (CeM) The alderman in charge of mobility, as well as the municipal CeM, are the promoters of the project. Their role is the following: • they ensure the circulation of information within the various municipal services; • they work directly with the Directorate General of Transport; • they draft the pre-diagnosis and the specifications and proceed to the selection of the project author in collaboration with the Directorate General of Transport; • they are part of the technical committee and provide the secretariat; • they design and implement the participatory dynamics of the project; and • they are the interlocutors of the Advisory Committee.
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2.3.3 Technical Committee The technical committee is composed of different actors and allows for consultation and debate on the development of the mobility plan. Generally, it is composed of the following actors: • the alderman in charge of mobility, who is the chair of the technical committee; • the aldermen in charge of spatial planning; • a representative of each group of the municipal council; • the CeM; • the representatives of territorial planning and public works; • the local police; • one or two representatives of the CCAT (a municipal advisory committee for spatial planning and mobility) or the CLDR (Local Commission for Rural Development); • the concerned regional administrations (the PT operator, the DG of Transport, the DG of Roads, the DG of Local Authorities and the DG of the Spatial Planning); • (where appropriate) national railway operator SNCB; • the Belgian institute for traffic safety; and • the secretariat.
Each travel mode needs to be represented in the committee. The technical committee can be open, either occasionally or permanently, to other organisations that are interested or concerned with the development of the SUMP (e.g., associations, big generators of traffic etc.)
2.3.4 Working Groups Working groups can be created to carry out consultations on certain thematic or local issues. Their composition varies according to the objectives pursued. They may be of a temporary nature, or, on the alternatively, be formed from the beginning of the process and continue their work after the adoption of the plan.
2.3.5 The Advisory Committee The advisory committee is either the municipal advisory committee for spatial planning and mobility (CCAT) or, in absence of this committee, the Local Commission for Rural Development (CLDR). If the municipality has a specific commission dealing with travel or road safety, it is proposed to extend the CCAT (or CLDR) to the interested members of these committees for the development of the SUMP. The advisory committee is regularly informed about the progress of the SUMP. It may make suggestions if it deems it useful at any time. It is suggested to organise at least one thematic meeting for each of the first two phases of the development of the mobility plan (diagnosis and objectives) and to devote at least two or three meetings to collect advice on proposals and measures. In addition, the advisory commission must be formally consulted after the public inquiry. The municipality may invite the advisory committee to appoint one or two representatives to the technical committee of the design study of the SUMP.
2.3.6 The Monitoring Committee For each SUMP, a Regional Monitoring Committee is set up to assist municipalities in the preparation of municipal mobility plans and to give an opinion on draft plans. The members of the Monitoring Committee are part of the Technical Committee. The Committee is composed of representatives of the following organisations: • the DG of Highways and Roads;
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• the DG of Transport; • the DG of Local Authorities; • the DG of Spatial Planning; and • the PT provider called TEC.
2.4 Participation Participation is an important part of the development of the SUMPs. The Walloon government has developed a guide for citizen participation in the SUMPs. In the guide, citizen participation consists of three complementary components: Information, consultation and co- creation (see Figure 2). Informing citizens (pink triangle) is an important aspect of each SUMP. Guidelines suggest that citizens are informed throughout the development and implementation of the SUMPs. The guidelines are to provide information that is… • objective, complete and as accurate as possible; • neutral (avoid the "advertising" style); • diversified and creative to reach a broad audience of people • relevant to the real concerns of people; • understandable by the target audience (pay attention to specialist language); • careful not to use too expensive or sophisticated means; • carefully planned, not too early or too late; • supported (inform and re-inform) so as not to risk forgetting; and • enriched with concrete examples
The consultation of users (green triangle), or a targeted part of users, is an important part of a SUMP. It is an operation that enriches the diagnosis and supports the definition of the objectives. Consultation is carried out before the implementation but can be prolonged during the implementation. The guidelines specify how to avoid certain consultation pitfalls. Finally, participation also involves cooperation and cocreation (yellow triangle) between users and the government during the implementation of the SUMP. This is often continued after the implementation.
FIGURE 2 CITIZEN PARTICIPATION BEFORE, DURING AND AFTER THE IMPLEMENTATION OF THE L-SUMP (FIGURE TAKEN FROM CEMATHÈQUE 2)
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2.5 Financial Resources and Other Incentives The ministry for Transport and Mobility of the Walloon government provides financial resources for the development and for the revision of a SUMP. The financial resources can cover up to 75% of the costs for personnel costs of the municipality as well as for external consultants. The maximum amounts are set to: • € 200,000 for municipalities with less than 50,000 inhabitants • € 250,000 for municipalities with more than 50,000 inhabitants
If municipalities collaborate for a SUMP, the ministry will evaluate whether the collaboration is relevant. If the collaboration is considered appropriate, the maximum amount for financial support is multiplied by the number of municipalities. The financial resources allocated as follows: • 30% upon approval of the application; • 30% on the basis of supporting documents showing the purpose of the plan and the accounting documents for personnel costs; and • 40% after the approval of the municipal mobility plan by the municipal council.
Besides financial resources, another incentive for municipalities is the possibility to obtain technical assistance from the Directorate-General for Transport, to designate a project designer, obtain a model specification or draw up an agreement between the municipality and the project designer. In addition, once the SUMP is in place, there are additional funding opportunities for projects involving improving multi-modal travel, public transport, cycling, walking, carpooling or accessibility. The maximum amounts of these projects are set to: • € 150,000 for municipalities with less than 10,000 inhabitants • € 200,000 for municipalities with 10,000 to 50,000 inhabitants • € 250,000 for municipalities with more than 50,000 inhabitants These financial incentives are called impulse credits and they are conditional upon having an L-SuMP or SUMP1. Currently this is no longer the case and funding can be obtained in absence of a SUMP. Finally, large cities with more than 50,000 inhabitants (this is the case for eight Walloon cities: Namur, Liège, Verviers, Charleroi, Tournai, Mouscron, La Louvière and Mons) can receive a grant from the region for the commitment of a mobility advisor or CeM.
2.6 Methodology and Guidelines of the Regional SUMP The Decree on mobility and local accessibility (2004) describes the general vision, objectives, and methodology for the SUMPs. It describes the SUMP as a guidance document for mobility management, covering several domains of mobility, including parking and accessibility. The accompanying guidelines of 2004 are currently not in use anymore. Instead, cities and municipalities can rely a documentation library with publications that provide guidelines and best practices for the different elements of the SUM planning process. For instance, there is a document on the state of the art of the SUMPs describing the planning process in detail. The Decree of 2004 specifies two kinds of SUMPs: the PUM (at the level of an urban region) and the PCM (at the municipal level). We will discuss the methodology and structure of both documents.
The PUM or urban mobility plan contains at least: • a mobility diagnosis of the urban agglomeration, including a map of accessibility profiles for the different modes of transport and a presentation of major issues and dysfunctions;
1 The current minister decided not to apply this rule
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• the objectives to be achieved in terms of movements of persons and goods and in terms of accessibility, for each mode of transport, as well as the priorities to be ensured, by presenting projections at the medium and long term; • measures aimed at meeting the objectives at the level of the urban agglomeration which require coordination between the municipalities, particularly concerning road safety, the development of a structuring public transport network, the prioritisation and categorisation of the road network, the creation of a structuring cycling network and the improvement of the living environment; and • recommendations on spatial planning aimed at limiting the overall volume of trips and matching the mobility profiles of the new activities to be developed with accessibility profiles defined on the map.
The PCM or municipal mobility plan contains at least: • a mobility diagnosis of the municipal territory, highlighting the stakes and major dysfunctions; • the objectives to be achieved in terms of moving persons and goods and in terms of accessibility for each travel mode, as well as the priorities to be set; • measures and recommendations, with focus on o prioritising and categorising the road network, to attach appropriate signage and seek complementarity between modes of travel, both for the movement of persons and of goods; o measures to develop fewer polluting modes of transport; o measures to reduce the number and severity of road accidents; o measures to facilitate the movement of persons with reduced mobility; o measures to improve the quality of the living space, by improving the user-friendliness of public spaces and by reducing nuisances related to mobility; o measures to ensure optimal and coordinated investment planning; o recommendations on spatial planning aimed at limiting the overall volume of travel.
2.7 Quality assurance An annual assessment of the implementation of the SUMP is prescribed in the legislation of 2004. In the annual assessment, an annual activity report is produced with an overview of projects and actions that have been carried out. The evaluation report is transferred by the college of mayors and aldermen to the municipal council, the monitoring committee and the advisory committee or, in absence of an advisory committee, to the local commission for rural development. In turn, these parties can make suggestions on the SUMP. In 2014 the Walloon Region provided several indicators to facilitate the evaluation process of SUMPs. The indicators were communicated through a Cemathèque brochure at the website of the government. The indicators focus on different domains related to mobility (see Figure 3 and table). These indicators could be supplemented with environmental indicators, but these have not been elaborated yet by the region.
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FIGURE 3 LOCAL MOBILITY INDICATORS FOR FOR THE WALLOON REGION
INDICATORS UNDER THE AUTHORITY OF MUNICIPALITIES AND REGIONS Traffic flow • Number of vehicle equivalents2 on an axis per day • Number of vehicle equivalents on an axis at a certain point in the morning • Number of heavy freight vehicles on an axis at a certain point in the morning • Number of incoming-outgoing vehicle equivalents from the city center Traffic-calm neighbourhoods – Limiting traffic speed • Length of zones with a speed limitation of 30 km/h (Zones 30) • Length of residential and meeting areas • Percentile 85 speed on several axes in Zones 20 - 30 - 50 • Length of Zones 30 / Length of municipal network • Length of Zones 30 / Length of projected Zones 30 • Length of residential and meeting areas / Length of the municipal network • Surface areas with a speed limitation of 30 km/h / Total area of the neighbourhood Cycling – Number of cyclists • Number of cyclists on an axis at rush hour in the morning • Number of cyclists on an axis per day • Number of bicycles parked around an attraction pole Cycling – Infrastructure • Total length of cycling paths (including roads with a speed limitation of 30 km/h) • Number of limited one-way streets (i.e., one-way for cars, two-way for cyclists) • Number of limited one-way streets / Number of regular one-way streets • Length of the cycling network / Length of the projected cycling network • Length of shared roads for cyclists indicated by signs "F99 a, b, c" (see below)
2 The reference value is one regular car, a two wheeled vehicle is 0.5 vehicle equivalent, and a heavyweight vehicle or bus is 2 vehicle equivalents.
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Regional SUMP Programme Wallonia, Belgium 2019
• Length of separated cycle paths / All roads in different directions • Length of marked cycle paths / All roads in different directions • Length of suggested bike lanes / All roads in different directions • Number of advanced stop lines or “bike boxes” at traffic lights • Number of advanced stop lines or “bike boxes” at traffic lights / number of traffic lights • Number of bike parking sites • Number of bike parking spaces Walking – Number of pedestrians • Number of pedestrians on an axis at rush hour in the morning • Number of pedestrians on an axis per day • Number of pedestrians crossing at a pedestrian crossing Walking – Infrastructure • Number of accessible pedestrian crossings • Length of accessible routes • Length of accessible sidewalks / Length of the pedestrian network • Number of accessible pedestrian crossings • Number of accessible pedestrian crossings / Number of pedestrian crossings to develop • Number of illuminated pedestrian crossings • Length of pedestrian zones • Number of parking spaces reserved for disabled people • Number of public transport stops accessible to persons with reduced mobility • Number of pedestrian crossings equipped with acoustic traffic signals for blind pedestrians Public transport Train • Number of users visiting the station • Number of train journeys / day • Number of season tickets, number of season tickets combining train and bus Bus • Number of bus season tickets • Number of bus season tickets / number of inhabitants • Number of trips on a bus line per year • Number of bus kilometres / year • Number of bus lines crossing the municipality • Number of bus stops • Number of equipped bus stops • Number of equipped bus stops / total number of bus stops • Length of bus lanes dedicated to bus traffic / projected length of bus lanes • Number of crossroads with priority for the bus / total number of crossroads with projected priorities • Commercial speed of a bus line Road safety • Number of traffic accidents with bodily injury • Number of traffic victims • Number of cyclists among traffic victims • Number of pedestrians among traffic victims • Number of deadly traffic accidents • Number of traffic fatalities among cyclists
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Regional SUMP Programme Wallonia, Belgium 2019
• Number of traffic fatalities among pedestrians • Number of serious injuries from traffic accidents • Number of seriously injured cyclists from traffic accidents • Number of seriously injured pedestrians from traffic accidents • Number of minor injuries from traffic accidents • Number of light injured cyclists from traffic accidents • Number of light injured pedestrian from traffic accidents Parking • Number of regulated parking locations • Number of blue zone parking locations • Number of paid parking sites • Number of parking cards for residents issued • Number of municipal parking cards issued (i.e. parking cards for non-residential users) • Number of parking places in a strategic area • Number of regulated parking spaces / total perimeter considered • Parking occupancy rate in a zone • Number of paid parking tickets sold • Rotation rate in a zone Multimodality • Number of parking spaces in/near the train station • Number of bicycle parking spaces in/near the train station • Parking occupancy rate in/near the train station for cars • Parking occupancy rate in/near the train station for bicycles • Number of parking places for carpooling • Carpool parking occupancy rate • Number of park-and-ride parking areas • Number of parking spaces at the park-and-ride parking • Occupancy rate of the park-and-ride parking Mobility services • Carpooling service in the municipality - number of members • Carsharing - number of members • Carsharing - number of vehicles • Carsharing - number of rentals / years • Social Taxi - number of people transported / year • Local bus (Proxibus) - average number of persons transported / day • Local bus (Proxibus) - total number of people transported / year • Central Mobility Office (social taxi, carpool services, etc.) - number of requests processed • Carpooling - number of members • Carpooling - number of carpools parking • Carpool – carpool parking occupancy • Bicycle rental service - number of bicycles • Bicycle rental service - number of rentals / years • Bike repair service - number of repairs / years • Human resources allocated to the mobility policy Communication - Awareness raising - Education • Mobility Week - number of organised activities • Mobility Week - number of participants • Cycling education - number of classes concerned • Cycling education - number of participants that obtain a certificate • Municipal newspaper - number of published mobility articles • Website - number of visits to the mobility page
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Regional SUMP Programme Wallonia, Belgium 2019
2.8 Information, Education, and Knowledge Exchange The SUMP programme of the Walloon region has a unique educational programme for mobility advisors. The role of the mobility advisor (called CeM) is to be the link between the different actors involved in municipal mobility. These actors are, for example, the users of public space (citizens, residents and their associations, merchants etc.), politicians and technicians. Technicians are, despite the perfect mastering of their specialisation (e.g., road design, traffic light regulation), often not familiar with the interactions and the effects of their decisions on the areas covered by their colleagues from other services. The role of the mobility advisor is to identify malfunctions and inconsistencies in the mobility management system and to alert the parties that are involved about these inconsistencies. The CeM will organise meetings and exchange moments between the different parties and accompany them in the search for a consensus allowing for a common and innovative approach to mobility. The CeM is educated in all areas related to mobility: the legislation that is in force, the methodology for approaching various mobility problems, techniques available to solve them, public transport planning, regional planning, and the environmental impact of mobility. Importantly, there are not only CeM within the municipalities but also in all other public bodies related in mobility. The educational programme was developed by a specialised agency and has inspired the Brussels region to start with an educational programme of mobility advisors, called CeMa, in collaboration with the same agency as the one of the Walloon Region. After completing the training, the CeM receive a certificate. The knowledge of the CeM is kept up to date by organising four trainings each year that focus on new regulations, new concepts, specific themes or site visits. Finally, the CeM are supported with regular publications of the regional government: A monthly newsletter (Cemaphore), technical files (Cemathèque), methodological notes following trainings (CeM’Atelier). All information is available in the documentation centre of the regional Public Service for Mobility.
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Regional SUMP Programme Wallonia, Belgium 2019
3 Action Plan
The upcoming elections in May 2019 will strongly impact the action plan of the Walloon region. The Regional Mobility Strategy for the transport of persons and goods will be a gamechanger for the SUMP programme. This vision will be translated into concrete actions in the Regional Mobility Strategy (SRM). It will be ensured that this strategy is consistent with the strategies of territorial development (SDT), economic (Marshall Plan) and digital (Digital Wallonia). There are currently no plans to update the original SUMP guidelines of 2004.
TABLE 3 ACTION PLAN
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Coordination and development of the Regional SUMP Programme Approval of the Regional Mobility Strategy for transport of persons 2019 SPW Development of the Regional Mobility Strategy for transport of 2019-2025 SPW goods Legislation Development of the “mobility code” that integrates all legislation 2020-2025 SPW Development of a new regional cycling policy 2019-2020 SPW Methodology and guidelines First SUMP based on a functional city (Liège) approved and 2019 SPW published on website to inspire other cities Information, education and knowledge exchange SPW and Technical / Thematic publications Cemathèque Four times/year subcontractors Cemaphores newsletters Bi-monthly SPW Meeting of mobility experts each year SPW
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.5 Annex 5: NSSP for Bulgaria – Varna region
Regional Sustainable Urban Mobility Planning Programme of Bulgaria/Varna region 2019 - 2029
January 2019
Abstract: The Regional Sustainable Urban Mobility Planning Programme includes the activities that will be implemented by the Varna Regional Administration in collaboration with the SUMP NFP CSDCS and other stakeholders for strengthening the development of SUMPs at regional and local levels in Varna Region. The Programme briefly outlines the current transport problems faced by the citizens in urban and rural areas and defines the main SUM planning objectives to overcome these problems. The roles and activities of the main actors and stakeholders for a 10-year period (2019-29) are described, including activities of the Regional Administration, municipalities, National Focal Point (NFP), universities, professional organisations and other stakeholders that will be involved in the planning process. The present Programme was prepared in accordance with the EU documents and guidelines, experience from established SUMP countries, the experience of the NFP and the Bulgarian platform for sustainable mobility including nine Bulgarian municipalities with adopted Sustainable Urban Mobility Plans (SUMP) and the results of European projects on the topic implemented in Bulgaria.
The National government bodies (ministries and agencies) officially declared that the SUMP is a municipal task, and did not express any engagement to lead the process for development of a National SUMP Framework; therefore, the SUM planning will be established and become prevailing practice in Bulgaria at regional level first. The Varna Regional Governor Mr. S. Passev recognised that the introduction of the SUMP Framework is necessary and has become the SUMP Ambassador for Bulgaria.
Authors – working group of CSDCS members and staff of Varna Municipality:
Lucia Ilieva - CSDCS Mladen Ivanov – Varna Municipality
Co-authors – experts from the Varna Regional Administration: Stoyan Passev Daniela Stoycheva Silvia Stoilova
Expert support – other members of CSDCS:
Lachezar Rossenov Pepa Rizova Zdravka Yakimova
Table of Contents
INTRODUCTION 1
Programme Vision 3
Programme Objectives 3
Programme Targets 6
Expected Programme Impacts 6
ELEMENTS OF THE REGIONAL SUMP PROGRAMME 8
Coordination and Development of the Regional SUMP Programme 8
Legislation 11
Financial Resources and Other Incentives 13
Methodology and Guidelines 14
Monitoring and Evaluation 15
Information, Education, and Knowledge Exchange 17
ACTION PLAN UP TO 2024 20
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Introduction
Transportation planning and policies need to provide a response for users who require solutions to different mobility needs, inefficient transport infrastructures, growth of functional urban areas, traffic congestion and pollution effects.
The Eurobarometer survey investigated attitudes towards urban mobility. A strong majority of citizens consider congestion (76%), travelling costs (74%) and air pollution (81%) to be important problems within cities that influence transport and urban mobility. In addition, 71% of European commuters feel that public transport is less convenient than a private car, citing lack of connections and poor reliability as the main drawbacks. In Bulgaria, these proportions are even higher (over 90% according to CSDCS research carried out 2017-2018 in several cities). Existing transport planning and policies rely on increasing transport infrastructure to meet user demands that requires very high levels of public funding. This transport approach initially lowers congestion but is far from being the best long-term solution. An effective solution is one that initially lowers and eases congestion, offers better infrastructure and finally has the capacity to mitigate continued congestion generated by private transport. Even soft solutions, such as bus lines or parking regulations, requires assumptions based on previous demand studies, surveys or sample populations, that do not represent relevant costs and are also unable to guarantee that they predict transport demand accurately.
In Bulgaria there is an urgent need to plan for people and not for cars, e.g. to develop and implement modern SUMPs and SULPs for Bulgarian cities. In order to overcome the problems related to urban mobility, metropolitan regions need to rely on transport services that can optimise the use of current infrastructures while offering flexible services suited to final passengers’ needs. SUMP is the solution to bridge the gap between problems related to urban mobility and services offered by both public and private transport operators. Although nine Bulgarian cities have existing SUMPs, since 2015, only two of them are at implementation stage and two others are preparing their SUMPs. The expectations are that the sustainable mobility and transport planning results in a comprehensive transport system, creating more efficient use of transport infrastructure, lower mobility costs, less congestion, more effective investments, greater satisfaction and less pollution.
The purpose of this Regional SUMP Programme is to plan activities that can be used by the Varna Regional Administration to encourage and support the development of SUMPs at city and regional levels and to serve as a model for other regions in the country. The ultimate goal is to persuade the central Government of Bulgaria, represented by several Ministries (MRDPW, MTITC, MOEW, etc.), to introduce a national SUMP program and to take over its coordination and monitoring.
The Varna Regional SUMP Programme defines the roles and framework of operations for competent regional and local authorities, NGOs and businesses that will be involved in SUMP development and implementation. The framework was developed following a thorough analysis of the methods and practices that support SUMP at regional level from other European countries and outlines the necessary framework of cooperation.
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Acronyms and abbreviations:
BGN – Bulgarian lev (national currency) EMW – European Mobility Week EU – European Union FTS – flexible transport services IPUT – Integrated Plans for Urban Transport LA –Local Administration LG – Local Government MaaS – Mobility as a service MCE – Ministry of culture and education MPH – Ministry of Public Health MRDPW – Ministry of regional development and public works MOEW – Ministry of Environment and waters MTITC – Ministry of transport and Information and Communication Technologies MT – Ministry of Tourism NGO - Non-governmental organisation OP – Operational programme P&R – Park and Ride PT – public transport RA – Regional Administration RAP – Regional Action Plan SRTMP – Sustainable Regional Tourism and Mobility Plan SULP – Sustainable Urban Logistics Plan SUM planning – Sustainable urban mobility planning SUMP – Sustainable Urban Mobility Plan
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Programme Vision
The majority of today’s transport infrastructures in Bulgaria is the product of earlier systems designed for a society with rather different characteristics than exist today. Urban mobility is heavily reliant on the use of the conventionally fuelled private car. Many Bulgarian cities and towns suffer from chronic traffic congestion. The urban transport plans prioritise investment mainly in urban centres, which are more densely, populated leaving the peri- urban areas with inadequate transport infrastructure. Transport services generally provide radial routes linking peripheries to the metropolitan centres that do not meet the needs of citizens who need to travel within the functional urban areas, forcing people to commute using different modes of transport (if available), or ultimately use private transportation modes. The growth of urban areas and peri-urban zones requires flexible solutions for urban mobility. Urban sprawl tends to extend the functional urban area and incorporate fragmented peri-urban areas. The existing mobility approach to low density urban sprawl causes long commute times, increased infrastructure costs, increased levels of pollution and less viable public transport systems. On top of that, urban expansion encourages car use and car use encourages urban expansion. The traditional transport planning approach, inherited from the socialist era, is not useful anymore. Varna RA recognises the importance of adoption of SUM planning and is ready to serve as the pilot region to demonstrate its benefits. Our ambitious goal is to become the leading region in Bulgaria and to be an inspiration to the other regions in the country. It is our expectation that the central Government will ultimately embrace the SUMP idea and take over the SUMP guidance.
Programme Objectives
The Varna Regional SUMP Programme strives to achieve the following objectives:
IMPLEMENTING THE REGIONAL SUMP PROGRAMME
The Varna RA will implement the regional SUM planning framework and will be actively included in transport planning at the regional and local levels. Through close collaboration with the local governments from the 12 Varna municipalities and with other stakeholders (national and international SUMP experts, businesses, transport providers, trade and commerce chambers, academia, and citizens) it will encourage the development, implementation and updating of SUMPs in the Varna Region. The Varna RA will be assisted by the Bulgarian SUMP/ENDURANCE network by sharing best international practices and providing information and training for the cities.
The Regional SUMP programme will be updated in the middle of the programmed period, in 2024, and the expectation is that it will be transformed into a National programme by this time.
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EXPANDING THE SUM PLANNING TO THE REGIONAL LEVEL
The first SUMPs in Bulgaria were developed between 2013 and 2015, for the SEEMORE and BUMP (Funded by IEE Programme) projects implemented by CSDCS. As part of these two frameworks, experts from 10 municipalities were trained in SUMP development. This is how urban mobility planning was first established at local level. In 2017, through the TRANSDANUBE.pearls project (funded by the Danube Transnational Programme), CSDCS expanded the SUMP concept to regional level by developing a Sustainable Regional Tourism and Mobility Plan (SRTMP) for the Ruse region along the Danube. The SRTMP methodology was approved by the EC and reported to the SUMP Conference in Nicosia. The SRTMP is mainly applicable to regions with tourism potential and therefore it can be applied to Varna region and many other Bulgarian regions because they all have important tourism potential.
Following its approval, CSDCS presented the SRTMP methodology to the Ministry of Tourism and received the support from the Minister Mrs. N. Angelkova.
ESTABLISHING A COMPREHENSIVE APPROACH
Following the MRDPW official declaration, that the SUMP was a municipal task and that it would only receive informal support, without any engagement to lead the process of development of a National SUMP Framework, from the other three ministries concerned (MTITC, MOEW and MT), it was decided that SUM planning will be established first at regional level in Bulgaria. The Varna Regional Governor Mr. S. Passev recognised that the introduction of the SUMP Framework is necessary and has become the SUMP Ambassador for Bulgaria. The Varna region collaborates closely with the neighbouring regional of Dobrich and Shumen. The combined regions form the NUTS2 North-East Planning region of Bulgaria. The SUMP/SRTMP approach will be developed here initially which represents 1/6 of the territory of the country. Expansion to the South-East Planning region (Burgas, Yambol, Stara Zagora, and Sliven) and then the other four Bulgarian regions (according to the present territorial framework where Bulgaria has six planning regions) will follow.
Fig.1 Bulgarian NUTS2 planning regions (six) – until 2019
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In October 2018, the MRDPW proposed new administrative zoning boundaries in accordance with the EU requirements for planning and statistics. The zones will be reduced from six to four because of the decline in population (lower than 800 000) in some zones. The Ministry has proposed a bill that will be published for public discussion in the coming months. If the bill is approved, and the Law voted in, Varna will have the possibility to spread its best practice to the whole Black sea region including the former NE and SE regions (1/4 of the country).
Fig.2 Proposed changes of NUTS2 planning regions (four) – after 2019
INTER-MUNICIPAL COLLABORATION
The main scope of work will be the development of Varna SUMP and the transport links to the rural regions and resort areas. The other municipalities are mainly small towns where many mobility measures will be planned in the framework of their SUMPs. A SRTMP containing a new Regional transport scheme will be established with the collaboration of all municipalities and the links with Varna will be discussed and agreed with all regional stakeholders at municipal and regional levels. As such, the preparation and upgrading of the Varna regional SRTMP will include the municipalities who will learn to collaborate further by proposing and preparing their concrete measures.
MONITORING AND EVALUATION
The Varna Regional SUMP Programme will establish a Regional Monitoring and Evaluation System for all levels of transport and mobility planning, as well as a SUMP quality assessment system, both of which will be aligned with European monitoring and evaluation practices in this area.
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Programme Targets
The Varna Regional SUMP Programme will strive to reach the following targets:
• By 2021, all Varna municipalities will review and update their mobility measures that were approved and planned to be implemented within the framework of the Varna Regional Strategy and Regional Action Plan.
• By 2024, the following activities will be carried out annually:
o Permanent support for municipalities when preparing, updating and implementing SUMPs,
o Annual Regional Roundtable meetings on Sustainable Mobility conducted in one of the Varna municipalities,
o Presentations and discussions of SUM planning topics during the European Mobility Week (EMW), and
o Organise two study visits to Bulgarian or foreign regions on the implementation regional SUMP.
• By 2024, a Regional monitoring and evaluation scheme will be established. From 2020 onward, all municipalities with adopted SUMP will report on the monitoring and evaluation results (following the predefined set of indicators) every 1–2 years, all other municipalities every 5 years.
• By 2024, a SUMP quality assessment scheme will be established.
• By 2024, at least four sets of Topical Guidelines will be prepared for SUM planning topics, along with training courses and knowledge exchanges.
• By 2025, 75% of municipalities will have SUMPs (their own or as part of a SRTMP), while most of the other municipalities will be functioning in line with SUM planning principle
• All municipalities will update their SUMP every 5 years.
Expected Programme Impacts
SUM planning development in the Bulgarian region of Varna will have the following short-term impacts:
• By 2024, all cities and towns in Varna region will meet the current European emission standards for road transport.
• By 2024, the modal split at Varna regional level will change in favour of sustainable travel modes (10% more than in 2018).
• By 2024, the number of traffic accidents with deaths and serious injuries at the national level will decrease with 20% in relation to 2018.
• By 2024, the average share of active modes (walking and cycling) in Varna city and other towns will increase with 10% in relation to 2018.
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• By 2024, investment in transport infrastructure will be proportional with the goals of SUMPs on different levels.
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Elements of the Regional SUMP Programme
The Regional SUMP Programme focuses on the following areas, described below:
• Coordination and development of the Regional SUMP Programme • Legislation • Financial resources and other incentives • Methodology and guidelines • Monitoring and evaluation • Information, education and knowledge exchange The following sections discuss each of the areas listed above.
Coordination and Development of the Regional SUMP Programme
The Regional SUMP Programme is a 10-year programme that outlines the activities that will be undertaken by the Varna RA in collaboration with the National Mobility Coordinator and SUMP NFP (CSDCS) and all other relevant stakeholders to encourage and support the development of SUM planning at regional and local levels.
The Varna Regional SUMP Programme is based on the EU documents and guidelines, the experiences of countries with established SUMP traditions (i.e., Austria, Italy, Belgium, the Netherlands, Germany, France, Sweden and Slovenia) and the results of EU projects on the topic. The development of the Regional SUMP Programme is based on the latest mobility challenges that are seen as central to policy discussions among Varna policy makers in the pursuit of a more sustainable path. There are three main market drivers for this process:
• Forthcoming favourable mandatory regulations. Under the EU Directive for Intelligent Transport Systems (2010/40/EU), the European Commission is now executing the Intelligent Transport Systems (ITS) Action Plan, designed to accelerate the market penetration of ITS in road transport. Starting in 2020, the EC will require member states to implement and enforce regulations based on ITS best practices, which will accelerate the market penetration of ITS in road transport, including interfaces with other transport modes. • The future of mobility will rely upon on-demand services, in all their forms (i.e., car sharing, ride sharing, etc.) and that they are complementary to each other. • Commuters and leisure travellers increasingly expect innovative, inexpensive, door-to-door transportation solutions that can be managed entirely from their smartphones.
The Regional SUMP Programme will be updated after 5 years and renewed after 10 years if it is not already part of the national SUMP Framework by that time.
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Coordination
The implementing body of the coordination and development of the Regional SUMP Programme is the Sustainable Mobility and Transport Policy Task Force at the Varna RA led by the Governor Mr. S. Passev. The Task Force is led by the Varna RA in close collaboration with the Varna municipalities and CSDCS as a main consulting organisation. This body plans to meet at least twice a year to discuss the development and implementation of the Regional SUMP Programme. It should be noted that this Task Force is already established and is currently acting within the framework of the CIVITAS PROSPERITY Project consisting of a group of stakeholders from the administrations at the national, regional and municipal levels, transport experts, universities and NGOs. At this stage, ministerial representatives participate but only as observers. With the development of the SUMP programme at regional level the coordination group will gain more staff and authority. The composition of the Task Force may change according to the prevailing activities in a certain period of operation.
Key Stakeholders
The Varna Regional SUMP Programme defines the contents of SUM planning support, the roles, framework and manner of operation of the following relevant stakeholders:
• Municipalities, • Public administrations with responsibility for transport policy including city departments of transport, environment and land use planning, • Professional and business organisations that might be included in SUM planning on all levels, • Public transport operators fleeted with buses and/or minivans that suffer from low occupancy of transport services associated with high operating costs, • Private transport operators (bus operators, shuttles, taxis), • Private companies and Business Parks with lack of good transport options due to expanded facilities within a particular area that need transportation services for individuals, and • Tourism companies that have to deal with transportation of visitors.
Sectoral Collaboration
The interdisciplinary and cross-sectoral approach of SUM planning will be ensured by regularly including representatives of relevant sectors and by inviting the corresponding Ministries (this is in anticipation of the expectation that they will transform their behaviour from observing the process to active participation) as follows:
• Ministry of regional development and public works (MRDPW ) • Ministry of Health • Ministry of Environment and waters (MOEW) • Ministry of Tourism
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• Ministry of transport and Information and Communication Technologies (MTITC) • Varna Technical University • Economic University Sofia • Varna Free University • Varna Port Administration
Expanding SUM Planning to the Regional and National Level
With the coordination and development of the Regional SUMP Programme, SUM planning will be further developed by upgrading, supplementing and expanding the approach in all respects. In Bulgaria, the SUM planning has been developing at local level since 2013. The Programme’s ambition is to strengthen and expand the activities to regional level and to serve as a model for SUM planning at national level. The programme’s ultimate ambition is to involve the central Government in SUM planning thus establishing the National SUMP framework.
Support for Municipalities and Regions
Continuous updating of the SUM planning practices as well as the knowledge transfer between municipalities in Varna Region will be The Regional SUMP Programme’s main driver. Transferring practices from abroad to the region and exchange within the region will be facilitated by the NFP CSDCS with whom the Varna RA has signed an Agreement of Cooperation in 2017. CSDCS is maintained and resourced from the National SUMP/ENDURANCE network, it is a tool for permanent information and awareness raising about mobility issues and encompassing more than 200 subscribers (LA, RA, ministries, agencies, universities and high schools, experts and NGOs). Further details about the role and activities of the CSDCS are provided in the “Information, Education and Knowledge Exchange” section of this document.
International Knowledge Exchange
SUMP development in Bulgaria is mile stone achieved by participation in several EU-projects. In general, their impact was limited in terms of time and geographic regions and to some narrow target groups without general change in decision maker’s behaviour.
In 2010, the Bulgarian Government introduced the term “Urban Mobility” in the Strategy for Development of the Transport Sector till 2020 and decided to build more effective, rapid and ecological transport in the 7 largest Bulgarian cities through the Operational Program “Regional Development” (OPRD) under measure 1.5 “Systems for Sustainable Urban Transport” with 210 Mio BGN (100 Million Euro).
The first training on SUMP was carried out under the framework of the ELTIS PLUS EU project in 2010 delivered by POLIS and CSDCS. The projects EPOMM PLUS (2009-2013) and ENDURANCE (2012-2015) provided information about SUMP and assessed the interest of the Bulgarian cities to implement such plans. More than 30 Bulgarian cities declared their interest to apply this European instrument and the next step was the exchange of experience at international level and training of municipal experts under the framework of the BUMP-project (2013-2016).
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CSDCS was the Bulgarian partner in all three SUMP projects. Learning from best practice examples from abroad and good practice transfer in conjunction with EU initiatives, described above, and has been the main mechanism for SUM planning development in Bulgaria to date. The successful cooperation between Bulgarian and foreign organisations and municipalities continued with several INTERREG and the H2020 projects including the CIVITAS PROSPERITY. International exchange will continue to ensure the high quality of the Regional SUMP Programme.
Legislation
State level
The National legislation is one of the most crucial factors for the development of sustainable mobility policies in cities. According to the legal frame in Bulgaria, the central Government does not deal with the urban transport. The Ministry of Transport delivers the national transport policy through the Operational programme”Transport”. In May 2013 MTITC published the ”Integrated Transport Strategy of Bulgaria till 2030”” that focused mainly on infrastructure measures facilitating intercity transport connections as well as the TEN-T corridors in the country. Public transport in cities as well as SUMP, MaaS and FTS are not part of the MTITC Strategy or mentioned in the document text. The official opinion of the Ministries is that urban mobility is a municipal task and that it should be managed at city level.
Therefore, the legislation at state level cannot be an element of any Regional document (programme or plan). We anticipate that after the introduction of the SUMP programme at Regional level, in Varna NUTS2 Region, and its successful implementation that the MRDPW will see the demonstrated benefits and will decide to adopt a National SUMP programme in line with many other EU ministries.
Regional level
The RA (comprising several municipalities) is obliged to draw up the district transport schemes. They include the intercity lines between two or more municipalities. The traffic organisation and the specific requirements for traffic road systems and public transport of passengers are monitored by the regional government. Most of the mobility services, commonly used for mobility management, are not applicable at regional level due to a lack of specific regulations permitted by the national legal frame in Bulgaria. The SUMP as a planning document has been never mentioned in the regional transport and urban legislation.
At regional level, Bulgaria is divided into 6 Planning regions according to the EC requirements. The Regional Plan for Development for the North Eastern Region 2014 - 2020 (NUTS 2 region), where Varna is situated, is the most important regional document and constitutes the elements of a broad approach to strategic planning including social, economic and environmental spheres. It analyses the existing situation at the beginning of the planning period and defines conditions and development directions, including allocation of public purpose investments, for the region. The plan was adopted by the North East Regional Council and is approved by the MRDPW.
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As SUMPs are not included as terms and actions in the Bulgarian legislation, the review of the existing Regional Plan has shown that there was a lack of any mobility measures in the text. Even the notion of “mobility” was missing. The planned transport measures for North East Planning region concerned only infrastructure works. On the other hand the detailed verification of the transport offer of the pilot area (coastal municipalities developing tourism) showed that it is difficult to reach remote settlements and resort areas due to the lack of public transport despite the available infrastructure or is difficult due to the transport offer being significantly limited because it does not correspond to the actual needs of the tourists and the local population. The conclusion was that there was an urgent need to improve the accessibility and mobility both for visitors and locals in the target region and this must start with changes in the regional planning documents by introducing the SUMP concept. New documents were proposed by CSDCS and the changes were voted and approved by the Varna Regional Council in March 2018 at the Varna regional Assembly in Varna (Protocol 12/30.03.2018).
The next step, concerning legislation at regional level, was the approval of the new documents (concerning SUMP, mobility and FTS in the Regional Plan of North East region) by the corresponding North-East Regional council. They were proposed by the Varna Governor Mr. St. Passev and approved at the 2nd 2018 North East Assembly in Balchik on 26th June 2018 (Protocol 38/28.06.2018). The final approval of the changes to the Regional Programme for Development of the North-East Region by the MRDPW was made on the 18th July 2018(Letter of the Ministry N18-0415-59/17.07.2018). With this action, the Varna RA is now permitted to adopt and implement SUMP activities including the Regional SUMP Programme.
Local level
Transport schemes in urban areas are regulated by the Law of Automobile Transport. The municipal councils and mayors are responsible for policy and decision making related to the spatial and urban planning and development of the municipal territory. According to this law, each municipality must develop and adopt a specific Municipal urban spatial plan that includes a transport scheme. The basic document that the municipalities follow, for planning and design of the communication and transport systems of urban areas, is the Regulation no 2/29.06.2004 for Planning of Transport systems of Urban territories published by the MRDPW. The municipalities are obliged to develop the transport system of urban areas considering the street grid, transport modes organisation (i.e. the public transport, walking, parking, transport facilities such as the service and fuel stations and bus stations) and the facilities for traffic regulation and management. Each municipality is obliged to follow the principles of the Regulation by passing a specific municipal decision through the municipal council.
After an intensive campaign for the inclusion of SUMP into the Bulgarian legislation, led by CSDCS and some other organizations, by the end of 2017 the Regulation, discussed above, was updated (Regulation N RD-02-20-2 from 20.12.2017 г.) which introduced SUMP as a non-mandatory planning instrument for the first time. The legislation states that the SUMP may be developed following the decision of the LG when the development of a new urban transport system or updating of an existing system occurs.
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The role of this Regional SUMP programme for the Varna municipalities will be crucial because most of municipalities, situated in the coastal area, will be stimulated to develop a SUMP containing mobility measures for local citizens and tourists. This planning approach will increase the attractiveness of their destinations and will serve as a best practice example for many other municipalities in the country.
Financial Resources and Other Incentives
In Bulgaria, the financial resources are of crucial importance for implementing SUMPs. European resources have emerged as the main motivation to initial SUM planning in the first none cities. With the support of H2020 CIVITAS Projects, Ruse is implementing part of the measures of their SUMP and Varna is performing the initial SUMP planning.
Financial Incentives
Between 2007 and 2013, the OP “Regional development” led by MRDPW allocated resources for developing Integrated plans for urban transport (IPUT) for seven major Bulgarian cities. These plans focused on the implementation of infrastructure measures that also included some mobility initiatives but they were developed without considering public participation and therefore don’t follow SUMPs guideline and practice which has provoked and resulted in misunderstanding among local actors. Some municipalities (Sofia and Burgas) declared, after the implementation of their IPUT, that they have a SUMP and later they professed to have elaborated the second version of their SUMPs. In fact, Burgas completed its first SUMP in 2016 and Sofia is still elaborating its first SUMP that has to be ready in 2019.
During the planning period between 2014 and 2021 the MRDPW allocated in the OP “Regions in growth” resources for integrated transport plans for 37 medium sized cities in Bulgaria. Again, the focus was put on infrastructure elements but some cities used their resources to implement their SUMPs (e.g., Gabrovo, Kardjali, Srara Zagora). Further and more comprehensive systems of support for municipalities and regions should be achieved by deploying their own resources or through other financial support such as bank loans.
Other Forms of Incentives
A number of incentives and mechanisms will be implemented that will stimulate the interest in SUM planning in municipalities, regions and responsible bodies at the national level. Varna RA and CSDCS used to organise annual SUMP trainings inviting representatives of the EU SUMP Platform and the JASPERS team to promote the SUMP incentives in Bulgaria. The Varna RA will provide support for training and consultation to small municipalities to facilitate development of the regional transport planning.
When collaborating with other ministries (MOEW, MPH, MCE), SUMPs will be recommended as a tool for managing challenges indirectly related to mobility (e.g. poor air quality, relations between human health and movement, education in mobility in High schools and Universities, etc.).
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Methodology and Guidelines
To successfully develop SUMP programmes countries or regions need their own SUMP guidelines that are adapted to national legislation and the planning system. EU SUMP Guidelines offer a solid foundation for the development of such adapted guidelines, but questions related to the scale of cities, administrative division of responsibilities and the existing planning system need to be addressed in the process of adaptation. Additional specific guidelines for the planning and implementation of specific tasks or an approach to planning individual travel modes are a helpful tool for decision makers and experts. Some advanced countries have already developed a series of such documents that are updated regularly. An exchange of these documents could be helpful for Bulgaria to keep track of who recently started working on such topics more actively.
National SUMP Guidelines
As a first step, the SUMP Guidelines in Bulgaria were developed from a translation of the EU SUMP Guidelines (available since 2013) and served the municipalities developed their first SUMPs under the framework of the BUMP- project. The next step was the revision of the Bulgarian translation of the EU Guidelines by providing local best practices and adaptation to the national legislation, completed in March 2018. This document was disseminated via the Internet by the National SUMP network. A printed version of the new Guidelines were also distributed to the municipalities during the different mobility events (meetings, conferences, seminars and roundtable discussions). These Guidelines will be the main tool for Bulgarian municipalities to develop their SUMPs according to the Varna SUMP Programme.
National SUMP Guidelines for Regional SUMPs (SRTMP)
Introducing a regional SUM planning level and developing SRTMPs also requires guidelines on how to create a strategy at a higher spatial level. The SRTMP Guidelines introduce the concept and the benefits of SRTMP as a main planning paradigm for the regions with tourism potential (90% of Bulgarian regions). They describe and explain the essential steps and activities to develop and ultimately implement such a plan. SRTMP requires a long-term and sustainable vision for a region that takes account of wider societal costs and benefits with the aim of “cost internalisation”. SRTMPs are strategic plans designed to satisfy the mobility needs of local population and visitors. The concept of SRTMP builds upon existing transport and economic/tourism planning practices and takes due consideration of integration, participation, and evaluation principles. Compared to a SUMP, SRTMP focuses on the vertical (i.e., municipality, administrative region, planning region) and horizontal (i.e., transport and economic/tourism) integration. The creation and functioning of Mobility Information Centres are put in the core of SRTMP. The document includes all relevant information starting from the definition of the planning region, the identification of relevant stakeholders as well as guidance through the phase of goal setting and action planning and the importance of monitoring and impact evaluation. SRTMP Guidelines represent the planning methodology for expanding SUMPs at regional scope, especially dedicated to tourism regions (90% of the Bulgarian territory).
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Topical Guidelines
One of the Varna Regional SUMP Programme’s most ambitions undertakings will be to prepare a number of detailed guidelines on SUM planning topics. In addition to SRTMP, a SUMP Training Guidelines were prepared in 2017 for training needs. These documents will be constantly updated to facilitate the process for improving the qualification of the transport professionals.
For the needs of Varna region and for the other Bulgarian regions in the following years the plan is to prepare:
• Guidelines for bike rental, bike parking systems and carriage systems, • Guideline for Mobility Information Centres, • Guidelines for Flexible Transport Systems, and • Guidelines for Sustainable transnational mobility products in tourism.
Varna RA would like to exchange experience and adapt for Bulgaria the Guidelines on: • Parking management, • Monitoring and evaluation, and • Urban logistics.
All prepared guidelines and manuals will be elaborated / translated in Bulgarian and will contain links to the Guidelines for Preparing SUMP and SRTMP. They will be further supported by SUMP monitoring and evaluation, which is described in detail in the following sections.
Developing the SUM Planning Approach at the National Level
With the rapid SUM planning development at municipal level and in the near future, at regional level, the RA expects that the central Government will embrace the SUMP idea and will decide to establish a National framework over the next few years. Given that the introduction of SUMP into legislation took 5 years (2012-2017), the expectations are that by 2024, the decision to make SUMP a national policy will be taken by some national state body and the Varna SUMP Programme will serve as a model for this process.
Monitoring and Evaluation
To monitor the efficiency and success rate of the Regional SUMP Programme, a regional monitoring and evaluation scheme will be set up for SUM planning with indicators for regional and local level. A SUMP quality assessment scheme will also be developed. The purpose of these schemes will be to monitor the development and impacts of SUM planning, as well as to raise the quality of the SUMP preparation process along with the quality of the resulting documents and implemented activities.
The SUMP quality assessment scheme is being developed by CSDCS and Varna Municipality as part of the CIVITAS PROSPERITY project and is based on established European approaches in the field.
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Ensuring Quality SUMPs
The SUMP quality assessment scheme will monitor and evaluate the preparation process, as well as the contents of the document and its actual implementation. The scheme will provide collaborative and encouraging in nature with the basic goal of constantly improving SUMP quality. At regional level, regional consultants and experts will take over quality control.
Regional SUMP Programme Indicators
The status and development of SUM plans will be monitored by indicators at regional level. The indicators will be part monitored at the regional level and part by the municipalities of Varna region. The monitoring is divided into performance indicators, which illustrate the direct outcomes of the programme’s implementation and impact indicators, which measure the effects of SUM planning on all levels.
INDICATORS UNDER THE AUTHORITY OF THE VARNA REGIONAL ADMINISTRATION PERFORMANCE AT THE REGIONAL LEVEL • Number of municipalities with adopted SUMP
• Number of SUMPs that have been subject to quality assessment
• Number of municipalities with updated SUMP
• Number of issued Topical Guidelines
• Extent of regional investment in transport infrastructure for each travel mode
• Extent of municipal co-financing of SUMP measures (amount and source of funds)
• Extent of supporting activities: - Organisation of a National Conference on Sustainable Mobility - Coordinated discussion of at least one SUM planning topic during the EMW - Number of study visits - Number of disseminated materials of mobility and SUMP information via the network - Number of Training courses for municipal and other SUMP experts - Number of promotional events for mayors and for other cities and regions
IMPACT AT THE REGIONAL LEVEL • Modal split of Varna region population
• Motorisation rate in Varna region (number of vehicles/1000 inhabitants)
• Number of traffic accidents with deaths and serious injuries in Varna region (all; within settlements; within urban settlements)
• Improved transport network for serving remote settlements
• Decreased air pollution in the region
• Increased number of visitors in the region
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• Reduced unemployment (more people will be employed in the PT and mobility areas) and creation of new green jobs
•
INDICATORS UNDER THE AUTHORITY OF MUNICIPALITIES PERFORMANCE AT THE LOCAL LEVELS • Share of implemented measures from the SUMP action plan
• Length of new cycling connections
• Number of bicycle rental spots
• Extent of pedestrian zones and traffic calming zones
• Number of crosswalks and sidewalks adapted for persons with reduced mobility
• Number of tickets sold for PT
• Share of public parking surfaces with controlled parking (Blue zones)
• Share of annual local government budget investments in transport infrastructure according to each travel mode
IMPACT AT THE LOCAL LEVELS • Modal split of citizens
• Modal split of visitors
• Number of days with a daily excessive concentration of particulate matter and NO2
• Motorisation rate (number of vehicles /1000 inhabitants)
• Number of traffic accidents with deaths and serious injuries
• Number of cyclists along main corridors
• Income from the Blue zones
Information, Education, and Knowledge Exchange
Regular training activities, tailored to the local context, are essential for capacity building, improving the knowledge and understanding of cities and consultants involved in the SUMP preparation and implementation process. Information, education and knowledge exchange all play an important role in SUM planning and are essential for making informed planning decisions. These activities help raise awareness about the benefits of SUMPs, sustainable transport and enable capacity building at different levels (local, regional, national) and across different target groups (experts, consultants, civil servants, stakeholders, public). Since these activities are implemented in a variety of ways for different audiences, they are best delivered and coordinated under one umbrella to enable unanimous communication. It is also beneficial to have information, education and knowledge exchange implemented regularly and those current best practice examples with high levels of transferability (regarding each local context) are disseminated.
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Regarding the dissemination of information, the use of the following sources are convenient in Bulgaria: websites, newsletters, seminars, workshops, roundtables, guidelines and awareness raising events. Education usually includes training activities for both city administration and other stakeholders and representatives from NGOs, academia and businesses. Knowledge exchange is considered a sharing experience about best practices through platforms for transport and/or mobility, networks of cities and experts, conferences, study visits and initiatives like European Mobility Week. In Bulgaria, most of these activities are taken over by the SUMP NFP CSDCS. The NFP will continue to implement these activities together with the Varna RA.
Bulgarian Network for Sustainable Mobility
The Bulgarian Network for Sustainable Mobility is one of the best working in EU. It was established by CSDCS in under the framework of the EU Project EPOMM PLUS as an EPOMM National platform providing a support service for cities and municipalities in the area of mobility management and SUMP. The network developed further during the ENDURANCE project and CSDCS became the NFP on SUMP for Bulgaria.
The current network is includes more than 200 members working with the National Association of Bulgarian Municipalities, other regional associations of municipalities, regional administrations, universities, schools, state bodies and individual experts. It covers the entire country and is the only platform permanently providing mobility and SUMP information. Since it was established 7 years ago, the network is maintained by CSDCS resources alone and has become well established and well known among the stakeholders and it provides two-way communication with all members.
Information, Education, and Knowledge Exchange Activities
The Regional SUMP Programme plans to continue implementing information, education and knowledge exchange activities and plans to expand or upgrade them. Activities planned for the nest 5 years will include:
• Organisation of an annual National Conference on Sustainable Mobility, • Coordinated discussion of up to two SUM planning topic within each EMW, • Regular dissemination of mobility and SUMP information via the SUMP network, • Regular support for municipalities and regions in preparing, updating and implementing SUMPs, • An annual Exchange of experience facilitated through a study visit to/from a Bulgarian or foreign region, and • Series of events for municipalities and experts, including: o Networking events for Varna partners in EU projects on SUM planning for knowledge exchange and enabling synergies, o Events for informing and educating municipalities on SUMP and SRTMP, o Training courses for SUMP experts, especially after the Topical Guidelines have been developed, o Promotional events for mayors of Varna Municipalities, and o Promotional events for representatives of other Bulgarian regions.
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European Mobility Week
Over the past decade, European Mobility Week (EMW) has become a central national and European event on sustainable mobility largely celebrated in Varna region. The activities are organised at regional and local level in the Varna municipalities. The main actor is always the Varna RA and the Varna Municipal Transport Company. They organize annual meetings of municipal coordinators for EMW and plan the events that will take place for the EMW.
EMW offers an excellent communication framework for activities such as promoting SUM planning and SUMP in municipalities and among the general public and it will also be used for promotional and awareness raising purposes.
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Action Plan up to 2024
The Regional SUMP Programme Action Plan issues priority measures for each of the elements up to 2024, their implementation deadline and the responsible bodies.
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES
Coordination and development of the Regional SUMP Programme
Varna RA in Regional roundtable discussions on SUMP conducted in one of the Varna each year collaboration with municipalities CSDCS
Municipalities in Review/update mobility measures planned to be implemented in the 2022 collaboration with municipalities CSDCS
Municipalities with subcontractors in Develop SUMPs (or part of a SRTMP) for 75% of the municipalities 2022 - 2025 collaboration with CSDCS
Adoption of municipal SUMPs - 75% of municipalities with SUMP/SRTMP 2025 Municipal councils
Legislation
Update the Varna Regional Strategy by including SUMP, FTS and MaaS 2020 Varna RA and MRDPW
Financial resources and other incentives
Varna RA in collaboration with Establish a regional financial scheme for SUMP preparation and 2022 stakeholders from implementation other sectors and CSDCS
Methodology and guidelines
Preparation of two Topical Guidelines on SUM planning topics and CSDCS in collaboration 2021 connected training with RA Varna
Preparation of four Topical Guidelines on SUM planning topics and CSDCS in collaboration 2022 connected training with RA Varna
Updating of the National SUMP Guidelines according to the 2nd version of CSDCS in collaboration 2021 EU SUMP Guidelines with RA Varna
Monitoring and evaluation
Varna RA in Establish a SUMP quality assessment scheme 2024 collaboration with CSDCS
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IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES
Varna RA in Establish the national monitoring and evaluation scheme for all levels 2024 collaboration with CSDCS
Information, education and knowledge exchange
Varna RA in Organisation of a National Conference on Sustainable Mobility each year collaboration with CSDCS
Varna RA in collaboration with Coordinated discussion of up to two SUM planning topic within each EMW each year municipalities and CSDCS
Varna RA in A study visit to/from a Bulgarian or foreign region for exchange of collaboration with each year experience municipalities and CSDCS
Regular dissemination of mobility and SUMP information via the network monthly CSDCS
Varna RA in Training courses for SUMP experts, especially after the Topical Guidelines collaboration with have been developed each year municipalities and
CSDCS
Varna RA in Promotional events for the Varna Municipalities Mayors collaboration with Each year municipalities and CSDCS
Varna RA in Promotional events for representatives of other Bulgarian regions 2023 collaboration with
other RAs and CSDCS
Bulgaria – Varna Regional SUMP Programme | 22
The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of the European Union. The European Commission is not responsible for any use that may be made of the information contained therein.
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.6 Annex 6: NSSP for Croatia
Croatian National Sustainable Urban Mobility Planning Programme 2019–2029
March 2019
Abstract: The National Sustainable Urban Mobility Planning Programme (National SUMP Programme) is formalising the first steps of an institutional approach towards sustainable mobility planning in Croatia. In collaboration with the majority of the sustainable mobility professionals in Croatia, it shows the weaknesses and the possibilities to overcome those weaknesses in SUM planning in Croatia in order to increase the overall level of sustainability in urban transport planning. It relies heavily on good practice examples from similar European countries that have developed good practises and that are advanced in this matter and can be transferred to our national context. It focuses and recognises the current efforts and successes of organisations that have successfully dealt with sustainable urban mobility issues and tries to find ways to emulate them. The programme is very much focused on the main sustainable urban mobility planning weaknesses in Croatia, a lack of capacity of different stakeholders such as, the local municipality transport professionals, of professional in general, the capacity and motivation of political stakeholder and the lack of institutional support for educating sustainable urban transport professionals. It considers the existence of current EU guidelines on sustainable urban transport planning and the possibilities it provides to the interested stakeholders.
Authors
City of Koprivnica NFP staff:
Nebojša Kalanj Maja Ištvan Krapinec Zdravko Punčikar
University North Staff:
Predrag Brlek
Ivan Cvitković
Acronyms and abbreviations:
EMW – European Mobility Week ERDF – European Regional Development Fund EU – European Union ITI – Integrated Territorial Investments National SUMP Programme or Programme – National Sustainable Urban Mobility Planning Programme NTF for SUMP – National Task Force for SUMP SUM – planning Sustainable urban mobility planning SUMP – Sustainable Urban Mobility Plan
Table of Contents
INTRODUCTION ...... 1
Programme Vision ...... 2
Programme Objectives ...... 2 Implementing the national SUMP programme ...... 2 Expanding the SUM planning to the national level ...... 3 Establishing a comprehensive approach ...... 3 Intermunicipal collaboration ...... 3 Monitoring and evaluation ...... 3
Programme targets ...... 4
Expected programme impacts ...... 4
ELEMENTS OF THE NATIONAL SUMP PROGRAMME ...... 5
Coordination and development of the National SUMP Programme ...... 5 Coordination ...... 5 Key Stakeholders ...... 5 Sectoral Collaboration ...... 6 Municipal, regional, national and international knowledge exchange ...... 6
Legislation ...... 6
Financial Resources and Other Incentives ...... 7
Methodology and Guidelines ...... 8 National SUMP guidelines ...... 8
Monitoring and Evaluation ...... 9 Ensuring Quality SUMPs ...... 9 National SUMP Programme Indicators ...... 9
Information, Education, and Knowledge Exchange ...... 10 Civinet Slovenia Croatia SouthEast Europe ...... 11 Promotional activities ...... 11 Implementation of new study programmes in sustainable mobility ...... 12 Establishment of competence centres in Sustainable urban mobility planning ...... 12
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INTRODUCTION
SUM planning in Croatia has lagged behind other European countries for several reasons; the late entry of Croatia into the European union, the current workload of the ministry, the internal lack of capacity of the Croatian national institutions that were impacted by the economic crisis since 2010 which made the ministries and national institutions an unattractive employer due to the low wages that did not attract highly capable transport professions that could take over the initiative in sustainable urban mobility planning. Also, Croatia was in a relatively unfavourable situation, due to conducting measures in transport measures set for EU programming period 2007 – 2013 and the preparation for the new programming period from 2014 – 2020. The new programming period has a very hard impact on large scale infrastructure projects that occupy many of the efforts in transport planning in Croatia. This lack of capacity is also present at local levels, where the existing transport professionals in public authorities in Croatia are not acquainted with the current practises in sustainable mobility, and therefore cannot transfer that idea to their local political stakeholders responsible for decisions to make their transport planning more sustainable. The lack of expertise is also present in the consultancy sector, not at the levels present in the public sector, but there is a gap from the rest of the EU. On the other hand, there are organisations and individuals in Croatia that are dedicated to sustainable urban mobility and that deal with this on a daily basis, especial in the field of promoting these issues and trying to transfer the concept to the wider target group. Due to the reasons mentioned above, so far, there has been no institutional approach to promoting SUM planning. The local municipalities have been using EU guidelines on developing SUMPs and that has been relatively useful and successful so far. The reason for that is the fact that, due to the reasons above, the trust in EU institutions in terms of sustainable planning is much higher than in national organisations. This plan is trying to give encouragement to institutions that deal with the promotion of the SUM planning concept and also, providing necessary knowledge, resources and capacities to educational institutions to develop programs in sustainable urban mobility planning that would increase the capacity of transport professionals for SUM planning and to develop a deinstitutionalised system that would be self-sufficient and sustainable.
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Programme Vision
Sustainable urban mobility planning in Croatia has, unfortunately, not kept the pace of other EU countries and therefore Croatia is among the countries with a lot of space for improvement. Sustainable urban mobility planning is proving to be a necessity, keeping in mind the increased usage of motorised car transport in urban areas and the peak transport load in Croatian touristic centres during the summer months. One of the major obstacles in implementing and developing more sustainable urban planning documents is the evident lack of capacity of the local authorities in Croatia and the lack of domestic transport professionals that could increase the uptake capacity of Croatian urban areas for sustainable urban mobility solutions. Another important obstacle is the lack of clear funding programmes for sustainable mobility measures. The programme will contribute to better and safer transport environment in Croatian urban areas. It will improve the existing planning methodologies regarding sustainable mobility, encourage a larger number of Croatian cities to uptake some kind of sustainable mobility planning documents and in the end to uptake new measures, that will eventually lead to a greater number of pedestrian and cyclists, greater number of cycling and pedestrian paths, new pedestrian areas, newly established and improved public transport operations and other measures that will lead to greater sustainability in urban mobility of our cities.
Programme Objectives
The National SUMP Programme strives to achieve the following objectives:
Implementing the national SUMP programme The activities of different Croatian based stakeholders will support the national SUMP programme; NGOs, higher academic institutions, informal organisations that deal with sustainable mobility, Croatian cities and governmental organisations that have an interest in promoting sustainable mobility. Most of the activities will be a part of the regular activities of these stakeholders that act in different sectors, from academic activities through the activities of awareness raising. These will be the basis for the implementation of the plan, and in the end will serve the purpose of increasing the number of cities that will develop the 1st generation sustainable urban mobility plans and the implementation of the measure in the scope of the Plans. The time frame of the program is 5 years and it will be reviewed and updated after 2 and again after 5 years following the implementation period of the plan. If there is a need, the Plan will be updated before the given time frame.
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Expanding the SUM planning to the national level
The first steps in sustainable urban mobility planning was carried out by a few Croatian cities and municipalities that were the first to have a sustainable urban mobility plan. The first document of this type was developed 7 years before this Plan, but the transition to the national level was much more difficult than expected. The Plan has the intention to expand to the national level and therefore it is being set up to do so.
Establishing a comprehensive approach SUM planning will be shared as an established practice in Croatian cities and municipalities that will take part in the activities of the SUMP network. The recommendations of the programme will be shared to the respective national authorities, ranging from the Ministry of the Sea, Transport and Infrastructure, Ministry of Environmental Protection and Energy and the Ministry of Construction and Spatial Planning that are dealing specific sustainable mobility issues, each of them in the scope of responsibilities that they have.
Intermunicipal collaboration The content of the Program will be available to cities and municipalities in Croatia that will decide themselves on the approach that they will take when developing sustainable mobility documents, depending on their capacity and legal possibilities. Since there is no compulsory framework provided by the national authority, the autonomy of the local authorities is large. Municipalities will use existing best practise examples and form other cities that have developed such documents. The collaboration will be encouraged by existing networks (like CIVINET) and centres of competence (like SEE SUMP competence centre and CE SUMP competence centre).
Monitoring and evaluation As a part of the programme, stakeholders involved in the development of the Program will be available for the evaluation of documents developed by cities and municipalities. The programme will establish an informal network of experts that will be available for possible comments and guidance in the process of developing and implementing sustainable mobility measures.
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Programme targets
The National SUMP Programme will strive to reach the following targets: • By 2023, Integrated Territorial Investments (ITI)014 – 2020. selected areas will have developed sustainable mobility planning documents. ITI areas are areas defined by national legislation and present all urban areas above 50,000 inhabitants. • By 2023, national government institution will be actively involved in the further development and implementation of the Programme. • By 2023, at least 90 new sustainable mobility experts will be available on the labour market. • By 2023, the number of cities that have a sustainable urban planning document will be doubled in comparison with the base year. • By 2023, at least one annual national wide event that deals with sustainable urban mobility planning will be carried out. • By 2023, the number of cities involved in the SUMP network will be increased by 50%. • By 2023, at least two newly established competence centres in sustainable mobility. • By 2023, at least five municipalities will have a 2nd generation SUMP.
Expected programme impacts
SUM planning development in Croatia will have the following short-term impacts: • By 2023, all the 2014. – 2020. ITI areas will have some form of sustainable urban mobility documents. • By 2023, the modal split at the national level will change in favour of sustainable travel modes. • By 2023, investments in sustainable means of transport in urban areas will be doubled in comparison with the base year. • By 2023, at least one new higher educational institution will offer the possibility for educating sustainable mobility experts. By 2023, increased capacity of transport professional for the development of sustainable urban planning documents.
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ELEMENTS OF THE NATIONAL SUMP PROGRAMME
The National SUMP Programme focuses on the following areas, which are further described below: • Coordination and development of the National SUMP Programme; • Legislation; • Financial resources and other incentives; • Methodology and guidelines; • Monitoring and evaluation; • Information, education and knowledge exchange.
Coordination and development of the National SUMP Programme
The National SUMP Programme has been developed by the Croatian NFP and the members of the national task force within the scope of the PROSPERITY project. Further development and coordination of the Programme will be carried out by NFP and the members of the task force, with the expected support of national bodies, mainly from the Ministry of the Sea, Transport and Infrastructure and Ministry of Environmental Protection and Energy and the Ministry of Construction and Spatial Planning. The content of the programme is based on the experience of the NFP, NGO that area dealing with sustainable mobility issues for a number of years, the Croatian cities and municipalities that were collected during the PROSPERITY events and the work of the CIVINET network Slovenia-Croatia-Southeast Europe. It summarises all the necessary steps needed to enable a more successful implementation of sustainable mobility practices in our country. The programme will encourage those actors that required for those goals to be achieved.
Coordination The coordination will be done by the NFP and interested members of the national task force, especially those members that deal with sustainable mobility as their daily occupation, all with the support of the Ministry of the sea, transport and infrastructure. The goal is to develop a mechanism that will be self-sufficient and independent, and that will function regardless of external influence.
Key Stakeholders Key stakeholders in this programme are the NFP that was appointed during the PROSPERITY project, together with the National Task Force that was also established during the PROSPERITY project. But the most important stakeholders are the expert in sustainable mobility and higher
National SUMP Programme | 6 educational institutions that will strongly promote the uptake of new, sustainable mobility experts that will in the end serve as the backbone of the development and implementation of the new sustainable mobility documents in Croatian cities and municipalities. As a part of the current National Task Force, NGOs that deals with sustainability are also an important stakeholder. Also, different associations of cities and municipalities together with professional expert associations and the business sector, that has sustainable mobility services and products to offer.
Sectoral Collaboration As discussed above, a cross sectoral approach is a very important part of the implementation process. The combination of national authorities and public authorities (cities and municipalities), business sector (providers of sustainable mobility products and services), public and expert associations and NGOs and higher educational institutions will provide the best results in promoting this Programme and the results of the programme.
Municipal, regional, national and international knowledge exchange Knowledge exchange on municipal, regional and international level is a key factor in promoting urban sustainable mobility plans and sustainable mobility in general. The key role in this segment play NGOs and different public (municipal and business) associations. The CIVINET network Slovenia-Croatia-Southeast Europe network plays and important role in the promotion of the sustainable planning idea in the Slovenia, Croatia, Montenegro, Bosnia and Herzegovina, Serbia and Montenegro area. Much of its activities are in Croatia. Events that are carried out in Croatia have a relative high number of visitors and provide a solid base for the exchange process between different stakeholders. Also, international events, like the CIVINET meetings will be used for the international exchange of experience.
Legislation
Croatia has adopted several policy documents that deal with the promotion of sustainable means of transport. The most important document is the Transport strategy of the Republic of Croatia for the period 2017 – 2030. where sustainability is an important factor, but not through the promotion of sustainable urban mobility plans, more with the promotion of measures that define sustainable transport such as public transport, e-mobility and cycling. Other important documents (Strategies, policies etc…) that are supporting sustainable mobility are as follows: • Republic of Croatia sustainable development strategy, • Republic of Croatia energy strategy, and • Low carbon development strategy.
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The link between all of these strategies is that they promote single sustainability measures such as cycling, e-mobility, pedestrian traffic, public transport and similar but not the need for a single planning document that would incorporate all of these elements. At present there is no intention for the development of an Act on sustainable mobility that would serve as a basis for the further development of SUM planning documents.
Financial Resources and Other Incentives
Financial resources for the implementation of sustainable mobility measures and planning are present in several supporting schemes that include EU and national sources. These are important elements for encouraging sustainable mobility measures, especially in the context of promoting sustainable mobility and climate change adaptation and mitigation policies and planning. Availability of financing sustainable mobility measures and planning documents is the key for successful promotion these activities. Croatian cities and municipalities have several possibilities for financing these. EU funds have been available, mainly through the operational program “Competition and cohesion”, instruments of European territorial cooperation and direct EU funding programmes. A major instrument that Croatia has been using to support sustainable mobility is the Integrated Territorial Investments (ITI), funded mostly from the European Regional Development Fund (ERDF) mechanism where all of the ITI areas, cities over 50,000 inhabitants have given the possibility of developing sustainable planning documents and financing of sustainable mobility measures. In the next programming period 2021 – 2028 the number of ITI areas will increase, including cities with at least 35,000 inhabitants, therefore increasing the possibility of fund more cities in Croatia. European territorial cooperation is an important tool for cities and municipalities that wish to fund SUM planning documents or measures deriving from these documents. These include following programs; Cross boarder cooperation programme, Transnational cooperation programme and Transregional cooperation programme. Available programmes for cross boarder cooperation are: 1. INTERREG V-A Italy Croatia 2014-2020, 2. INTERREG V-A Hungary Croatia 2014-2020, 3. INTERREG V-A Slovenia Croatia 2014-2020, 4. INTERREG IPA Croatia Bosnia and Herzegovina Montenegro 2014-2020, 5. INTERREG IPA Croatia Serbia 2014-2020, Transregional cooperation programs: • ESPON, • INTERACT III
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• INTERREG VC • URBACT. Transnational cooperation programmes: • INTERREG V-B Mediteran 2014-2020, • INTERREG V-B Dunav 2014-2020, • INTERREG V-B ADRION 2014-2020, • INTERREG Central Europe 2014-2020. National sources of financing include the funding from the Croatian fund for energy efficiency and environmental protection where funds are available for funding mostly e-mobility measures. Regarding future funding, at present, there is no clear indications on the extent of the funds available in the next Multiannual Financial Framework (MFF) for 2021–2027.
Methodology and Guidelines
Croatian cities and municipalities that have developed some sustainable urban mobility plans that have been using the existing SUM planning methodologies and guidelines set by the EU. There are no national documents regarding guidance in SUM planning. Nevertheless, many of the subtopics that are an integral part of every SUM document have been covered by rulebooks that have been developed by the dedicated national authorities. The most important one is the rulebook on cycling infrastructure (National Gazette), developed in 2016, that provides the foundation for cycling infrastructure planning in Croatia. Many of the cities and municipalities in Croatia have successfully used this document for the implementation of sustainable mobility activities. Cities will go through a series of introductions that will help them to get more acquainted with this document.
National SUMP guidelines At this moment there are no national guidelines for SUM in development. The plan is to use the up-to-date EU guidelines that have been issued on the EU level. In order to make them more accessible, it is planned to translate the document and release it at national level.
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Monitoring and Evaluation
In order to monitor SUMP developments in Croatia there is a need for an easy, accessible, effective and sustainable monitoring and evaluation scheme. Since there is no plan to establish a centralised national monitoring an evaluation scheme, that would provide a sensible assistance for all interested parties, there is a need to develop an independent evaluation scheme and to set the performance and impact indicators as a basis to track potential progress. By increasing the capacity of expertise of local municipality staff, transport professionals, political stakeholders and dissemination of good practice SUM planning examples trough intense dissemination, evaluation of the SUMP will be deinstitutionalised and will happen spontaneously. Namely, if qualified personnel develop the documents and eventually implement sustainable mobility measures this will ensure that the document and the measures will be up to high quality standards.
Ensuring Quality SUMPs In order to ensure good and quality-based documents, all the measures that are mentioned in this document must be implemented with equal care and attention. This will be achieved by increasing capacity of transport professionals in order to deinstitutionalise the development of SUMPs and SUM planning overall. By doing this, the need for an institutionalised approach in ensuring quality, which is often expensive and staff consuming, is much lower and ensures the appropriate quality of the documents.
National SUMP Programme Indicators The national SUMP programme indicators are an effective tool for understanding the progress of the national SUMP programme. Indicators are focused on activities that represent the basics of SUM planning i.e. the direct impacts of the implementation of the measures that are a part of each SUMP. There are two levels on which the programme can be monitored, on the national level and on the local level. Since many of the measures that are a part of this programme are deriving from this programme, it is assumed that they are directly linked with this programme. The indicators are set on the national level and on the local level.
National SUMP Programme | 10
INDICATORS NATIONAL LEVEL
• Number of municipalities with 1st generation SUMP • Number of municipalities with 2nd generation SUMP • Amount of national funds for sustainable urban mobility measures • Changes in the transport behaviour in favour of sustainable modes of transport:
- Modal split - Number of vehicles per 1000 inhabitants - Number of traffic accidents within urban settlements - No of days with excessive air pollution in urban areas where measurements are conducted.
INDICATORS LOCAL LEVEL
• km of new cycling track in urban area • km of new pedestrian tracks in urban area • km of new combined pedestrian/cycling tracks in urban area • changes in areas of pedestrian zones in urban area • changes in parking spaces in urban area • changes in the number of passengers in public transport
Information, Education, and Knowledge Exchange
One of the key elements of the Croatian national SUMP program is the focus on increasing the capacity of Croatian local communities in order to be able to uptake advanced sustainable mobility topics. Through the course of the PROSPERITY project, the events that have been conducted within the scope of the project and the feedback of cities and municipalities, the lack of information, education and knowledge has proven to be a major obstacle in further implementation of SUM planning. The cities and municipalities do not have enough human resources that poses certain knowledge on sustainable mobility that is needed for a successful development of SUM planning document and the successful implementation of sustainable
National SUMP Programme | 11 mobility measures. Also, there is small number of Croatian speaking sustainable mobility experts that can provide to the Croatian cities a clear and complete information and support in SUM planning and sustainable mobility measures implementation. One of the reasons for the lack of experts is the lack of appropriate higher educational programmes in sustainable mobility that would put out on the labour market sustainable mobility experts, that would, acting as employees of cities and municipalities, public agencies or consulting business encourage the development SUM planning documents. The number of higher educational institutions that provide appropriate education should increase, this is going to offer the local consultancy business a large array of qualified workers and by that they are going to offer such services.
Civinet Slovenia Croatia SouthEast Europe The National SUMP Programme plans to continue to support the work of the CIVINET network that includes the largest number of cities and municipalities in Croatia involved in sustainable mobility and encourages the expansion of the network to other Croatian cities and municipalities. Through the network, several activities are being carried out in order to inform and encourage Croatian cities and municipalities in the field of SUM planning. The intention is to use the network to further these activities since it has the access to the largest number of end users.
Promotional activities The National SUMP Programme intends to promote the existing activities and channels to inform authorities about the promotion of the plan and SUM planning in general. Therefore, it will use several channels and tools in order to increase the awareness of the Croatian cities and municipalities. A major annual event that is held in Europe, and therefore in Croatia, is the European Mobility Week that is organised on a local level and is supported in Croatia by the Ministry of Environment and Energy that acts as a national contact point. European mobility week has always had good feedback from the Croatian cities, where many them participated at the event. All the major cities in Croatia participate including the largest city in Croatia, Zagreb. The activities that are promoted have the largest impact regarding the number of people reached during the week. Another major event is the European sustainable energy week. Many Croatian cities also use this channel in order to promote their achievements regarding energy efficiency and renewable energy topics. The Energy week, in certain topics, mainly, public transport and e mobility, overlaps with the European mobility week. A lot of the activities regarding the implementation of new technologies in public transport and the usage of electric mobility are presented in Croatian cities. Activities in the coming 5 years will include: • Support for the organisation of the European mobility week
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• Support for the organisation of the European energy week • Distribution of news through social media - Facebook - LinkedIn - Web sites • Annual organisation of a National Conference on Sustainable Mobility • Networking events of Croatian cities with other international cities • Educational training for Croatian cities • Lectures for transport professionals • Political stakeholders’ meetings
Implementation of new study programmes in sustainable mobility Based on the available data of the Agency for Science and Higher Education, among 116 institutions of higher education with the status of the institution: 8 public universities, two private universities, 67 colleges and art academies and 1 university centre in public universities, 3 private universities, 11 public universities, 21 private high schools and 3 public high school there is only one programme in Croatia that is directly focused on educating sustainable mobility experts. The study programme is in Koprivnica and is enrolling approximately 30 – 40 students a year. On the other hand, there are 40 study programmes in the engineering sciences, fields, to be exact, in the field of technology of traffic and transportation but only five of them are comparable with the mention study programme in Koprivnica: • Intelligent Transport Systems and Logistics; directions: Intelligent Transport Systems, Logistics, University of Zagreb, Faculty of Traffic Engineering (Zagreb) • Traffic; directions: Road, Rail, Water, Air, Post, Information and Communication, City University of Zagreb, Faculty of Traffic Engineering (Zagreb) • Logistics and Management in Maritime and Transport, University of Rijeka, Faculty of Maritime Studies (Rijeka) • Technology and Organisation of Transport University of Rijeka, Faculty of Maritime Studies (Rijeka) • Spatial Planning and Regional Development, University of Zagreb, Faculty of Natural Sciences (Zagreb) This leads to the conclusion that there is a lack of higher education institutions that offer sustainable mobility programmes.
Establishment of competence centres in Sustainable urban mobility planning Beside the formal education process, there is a need for establishing meeting places for stakeholders that deal with sustainable mobility. The overall aim of sustainable urban mobility planning competence centres is to assist cities in developing their SUMPs by giving them information and support, facilitating exchange of knowledge and experiences as well as
National SUMP Programme | 13 offering training opportunities. These types of institutions collect SUMP related cases from the rest of Europe and are provide them to the interested cities and municipalities. There is one competence centre is sustainable mobility planning established in Croatia. The competence centre is located at the afore mentioned university that runs the only sustainable urban mobility programme in Croatia. The people who act under the competence centre are employees of the University and the study programme which is backed up by students of the study programme. The competence centre organises sustainable mobility planning events and helps cities that want to develop a plan. This type of cooperation is a good example how the system work, combing formal education and practical application. Therefore, there is a need to establish more competence centres disperses regionally throughout Croatia. Regional spread is very important due to the unfavourable geographical layout of Croatia.
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.7 Annex 7: NSSP for Cyprus
National SUMP Programme of Cyprus
MARCH 28, 2019 STRATAGEM LTD 0 | P a g e 365 St. Andrew Street, 3035, Limassol, Cyprus
Abstract: The Sustainable Urban Mobility Planning Programme includes the activities to be implemented by the Ministry of Transport, Communication and Works of Cyprus, in collaboration with key stakeholders for encouraging and strengthening the development of SUMPs in all cities of Cyprus. The Programme outlines the current transport problems faced by the citizens and defines the main SUM planning objectives to be achieved for overcoming these problems. It also defines the roles for the activities of the relevant ministries, municipalities, universities, professional organizations and experts in SUMP planning who are involved in the development of SUMPs.
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Author – NFP of SUMP for Cyprus: Nicole Mavrovounioti, Project Manager – Stratagem Ltd
Co-authors – Working group at Ministry of Transport, Communications and Works of Cyprus: Michalis Lambrinos, Senior Executive Engineer Demetris Demetriou, Transport Planner Demetris Psyllides, Civil Engineer / Transport Planner
Expert support – Other members of the National Task Force for SUMP: Konstantinos Tringides, Planning Officer – Town Planning and Housing Department Stelios Stylianides, Urban Planner – Limassol Municipality Toulla Angelidou, Town Planner – Larnaca Municipality Neophytos Zavrides, Civil Engineer – Paphos Municipality
Acronyms and Abbreviations: EMW – European Mobility Week MTCW – Ministry of Transport, Communications and Works of Cyprus NFP – National Focal Point for SUMP of Cyprus NTF – National Task Force for SUMP PWD – Public Work Department of Cyprus SUM – Planning Sustainable Urban Mobility Planning SUMP – Sustainable Urban Mobility Plan SW – Sustainable Week
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Table of Contents
1. Introduction ...... 1
2. Vision ...... 2
3. Objectives ...... 2
4. Expected Outputs ...... 3
5. Coordination and Development of SUMP...... 3
6. Legislation and Financial Resources ...... 4
7. Methodology and Guidelines ...... 5
8. Monitoring and Evaluation ...... 5
9. Information, Education and Knowledge Exchange ...... 6
10. Action Plan up to 2024 ...... 8
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1. Introduction
The SUMP is based on the experience from well-established best practice, used by many European cities, to deal with the challenges of transport and mobility by successfully implementing the key principles of the approach. The SUMP is a strategic plan that aims to satisfy the mobility needs of people and business by balancing the three basic parameters of sustainability, which are economy, environment and society in order to enhance the quality of life. The SUM planning will result in a more efficiently utilised transport infrastructure, less traffic congestion, more effective investments, lower mobility costs, less air and noise pollution and its development will also help to increase the quality of the living environment for residents The introduction of SUMP in Cyprus will contribute to reaching goals in the field of transport, including the improvement of accessibility and traffic safety and the increasing use of environmentally friendly modes of transport resulting in a better quality of living environment and attractiveness to tourist through reduced greenhouse emissions, NOx ,noise and air pollution. The objective of the National SUMP Programme is to plan activities that can be used by the state or its Ministry of Infrastructure, though joint collaboration with key stakeholders and the NTF for SUMP and through coordination with other sectors, to encourage and support the establishment and development of SUMP at the regional and local levels.
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2. Vision
The vision for our country is to be an accessible, safe, functional and friendly country for its residents and visitors. To provide attractive, green and quiet neighbourhoods, numerous spacious and magnificent open public spaces, to facilitate economic growth, business, educational, recreational and cultural opportunities and to be an example of sustainable and smart mobility.
3. Objectives
Cyprus currently suffers from traffic congestion, air and noise pollution, road accidents and lack of use of sustainable transport such as public transport, electric vehicles, bicycles and walking. Our ultimate goal for Cyprus is the creation of a sustainable nation by 2030. To achieve this, we have to raise the awareness of SUMP through various activities within the framework of the CIVITAS PROSPERITY project and also to encourage and support the development of SUMP in all cities in Cyprus. It has to be mentioned that Nicosia, the capital of Cyprus, has formally adopted an Integrated Master Mobility Plan in 2010, Limassol SUMP preparation began in March 2017 and the Larnaca SUMP development began in July 2018. In addition to the three cities above, the MTCW plans to develop SUMPs for the urban areas of Paphos and the Famagusta district, as well as a National Sustainable Transport Plan for the whole country. The National SUM planning aims to consider the following fundamental points:
• Economic Efficiency: Improve the efficiency and cost-effectiveness of the transport network; • Environmental Sustainability: Minimize emissions, pollutants and noise associated with transport; • Accessibility: Ensure all citizens are offered transport options that enable access to key destinations and services; • Safety: Improve traffic safety and security within the transport system; and • Quality of Life: Contribute to the enhancement of the attractiveness and quality of the urban environment for the benefits of citizens, the economy and society as a whole.
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4. Expected Outputs
The SUM planning of Cyprus expects to achieve the following outputs by 2030:
• Reduce Road accidents by 50%. • Double Safety routes and pedestrian crossings. • Increase network of roads converted to ‘woonerf’ by 10%. • Increase conversion of network of transport systems to green urban roads by 10km. • Expand the network of public transport systems by creating at least 10 new routes. • Increase the cycling and walking networks by 5km. • Install at least 40 new bike-parking facilities. • Increase Park and Ride stations by 40%. • There will be a five-fold increase in public spaces made available for residents and visitors.
• Decrease CO, CO2, NOX and PM10 emissions by 50%. • There will be a tenfold increase in the use of shared vehicles and bicycles. • There will be a fivefold increase in the number of electric charge stations available.
5. Coordination and Development of SUMP
The implementing body for the coordination and development of the National SUMP Programme is the MTCW and the NTF members who will work in close collaboration; this structure is already established within CIVITAS PROSPERITY project. The NTF group members consists of stakeholders from the administrations at the national, regional and municipal levels, experts in SUM planning and traffic safety as well as non-governmental / professional organisations.
Key Stakeholders • The Public Works Department. • The Ministry of Transport, Communications and Works of Cyprus. • The Directorate General European Programmes, Coordination and Development. • The Department of Town Planning and Housing. • The Municipalities of Limassol, Nicosia, Larnaca and Paphos. • The Department of Environment. • The Planning Board. • The Cyprus Tourism Organization. • The Scientific and Technical Chamber of Cyprus. • The Cyprus University of Technology.
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• The District Engineer of Public Work Department. • The Road Transport Department. • The Cyprus Tourism Organization. • The Ministry of Health. • The Ministry of Education and Culture. The NFP is responsible for the promoting and supporting the establishment and development of SUMP at the regional and local level. The NFP organises regular NTF meetings for SUMP within the framework of CIVITAS PROSPERITY project. It has to be mentioned that after the project is concluded, the NTF for SUMP will remain as the central consulting body for the development and implementation of the National SUMP Programme and will meet at least twice a year. The continuous update of the SUM planning practices as well as the knowledge transfer between municipalities of Cyprus is the main driver of the National SUMP Programme. Transferring practices from abroad to Cyprus and exchange within Cyprus will be facilitated by the NFP, Stratagem Ltd. Further details about the NFP activities are provided in the chapter 9 -Information, Education and Knowledge Exchange.
6. Legislation and Financial Resources
The National legislation is one of the most critical factors for the development of sustainable mobility policies in cities. In Cyprus, transport planning is well established with a framework that incorporates SUMPs with the support from the national and regional levels. The urban mobility policy is regulated at the national governmental level with dedicated programmes, currently there are no major policies supporting SUMPs. The implementation and adoption of SUMPs is not mandatory however, the MTCW has decided to develop SUMPs in all urban areas in Cyprus. Moreover, it is expected that the outcomes of the SUMPs will be adopted by the City Councils concerned. In Cyprus, the financial resources are of significant importance for the implementation of the SUMPs. Although no formal incentives are provided, securing EU co-funding is much easier if a city has developed a SUMP. For the preparation of SUMPs, 15% of funds comes from governmental budget and 85% comes from EU budget.
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7. Methodology and Guidelines
The methodology and guidelines are the most crucial part for the SUM planning. The SUMPs follow the suggested ELTIS process and guidelines and the development of SUMP can be supported by existing planning guidelines for specific aspects of urban mobility (e.g. for walking, cycling). The SUMPs in Cyprus are developed by Consultants and selected through an open tender procedure and they are coordinated and supervised by a Steering Committee, which is chaired by experts on the Sustainable Mobility Section of the PWD.
8. Monitoring and Evaluation
The NFP is responsible for the promotion of SUMPs in each country. In total three NTF meetings were organised by the NFP in Limassol within the framework of the CIVITAS PROSPERITY project, where representatives from higher level government bodies, local authorities and stakeholders from all cities participated. During the meetings, the NFP promoted the benefits to be gained from implementing the SUMP and facilitated constructive dialogue between key stakeholders and discussed the ambitions, priorities, challenges and difficulties encountered during the implementation and preparation of SUMPs. Moreover, participants exchange experiences on how the national context is perceived at a city level and how the national level could further help cities to develop SUMPs. The following decisions were taken into consideration during the key stakeholders’ meetings:
• The monitoring and evaluation of SUMPs is compulsory and will be carried out by key stakeholders. • There is a need for an Integrated Mobility Plan for the whole country. • There is a need for a better promotion of the SUMP through marketing. • Enforcement and decision-making. • Encourage stakeholders and municipalities to change their mentality towards SUMP as much as possible. • Improve the application and development of SUMP.
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9. Information, Education and Knowledge Exchange
Information, education and knowledge exchange play a fundamental role in SUM planning. The goal is to inform the public about the principles and livability of SUMP which can contribute to a modal shift towards alternative sustainable modes of transportation. This can be achieved through several activities in order to promote alternative transportation means, change the car- oriented culture of Cypriots and encourage planning professionals to become more familiar with the sustainable mobility. The need to promote SUMPs is not fully understood and there is still a tendency to insist on the ‘traditional’ road-centric approaches to mobility planning. It seems that many consider a change in the Cypriot culture for urban mobility to be difficult (approximately 3% use buses, 1% use bicycles and more than 85% use private cars). Obviously, there is a profound need to change the culture, based on an innovative vision to be developed with the stakeholders. Last year the PWD, in collaboration with NFP, organised the 2019 annual conferences dedicated to Sustainable Urban Mobility and Intelligent Transport Systems which were highly successful. In addition, in 2016, a two-day workshop was organised for SUMPs in collaboration with JASPERS. Furthermore, national training activities were undertaken in Limassol during November 2017 that proved essential for improving the knowledge and understanding of cities and consultants involved in the SUMP preparation and implementation process. Knowledge exchange workshops were also organised to help raise awareness about the benefits of SUMPs and sustainable modes of transportation. In addition, several dissemination activities took place including promotional and informative materials provided on website, several seminars and awareness raising events and campaigns, active participation in conferences, study visits and initiatives such as EMW and SW. Most of these activities in Cyprus were facilitated by NFP. Moreover, the NFP is maintains the National ENDURANCE network that functions as a tool for the mobility issues for all cities in Cyprus. The ENDURANCE network aims to assist cities and regions to develop their SUMPs by facilitating networking, mutual learning and sharing of experience and best practice across countries. Moreover, the participation of the NFP at the European Conference on Sustainable Mobility was particularly important because it provided the opportunity for Cyprus to attend the most important activity for SUMP in Europe and we had the pleasure to hear and share experiences with other European cities about good practices from other similar projects. Over the last 12 months, two major public hearings were held to discuss the importance of SUMP, at least two meetings were held with the key stakeholders and lectures to promote it within the framework of the EMW. Finally, we also established a website where every citizen can express their opinion.
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The National SUMP Programme will continue to implement the existing information, education and knowledge exchange activities. The following activities are planned for the next five years:
• Organise an annual conference on Energy Efficiency and Sustainable Mobility; • Provide regular support for municipalities to prepare, updating and implement their SUMPs; • Organise five Public Consultation Events regarding SUMPs; • Organise events to inform and educate municipalities on SUMP; • Organise promotional events for the mayors of Cyprus municipalities; and • Organise exchange of experiences workshops of between NTF members twice a year.
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10. Action Plan up to 2024
The Actiton Plan for the National SUMP Programme provides details of the priority measures for each of the elements up to 2024, their implementation deadline and responsible bodies.
IMPLEMENTATION MEASURE RESPONSIBLE BODIES DEADLINE
Coordination and development of the National SUMP Programme 2 annual NTF for SUMP meetings Each year NFP in collaboration with MTCW Review and update of the National SUMP Programme 2024 MTCW in collaboration with NFP 1 annual Public Consultation Event Each year NFP in collaboration with PWD MTCW and municipalities with Adoption of municipal SUMPs 2024 subcontractors Legislation Update the Cyprus Regional Strategy by including SUMP and 2024 MTCW National Sustainable Transport Plan Methodology and Guidelines Preparation of the National SUMP Guidelines for Regional MTCW in collaboration with NTF 2022 SUMPs for the SUMP Monitoring and Evaluation Establish a SUMP quality assessment scheme 2023 NTF for the SUMP Information, Education and Knowledge Exchange Organisation of a National Conference on Sustainable Mobility Each year PWD in collaboration with NFP MTCW in collaboration with NFP Organisation of Energy Efficiency and Sustainable Mobility Each year and subcontractors 1 informative event for municipalities Each year NFP in collaboration with PWD 2 Workshops of exchange of experiences between NTF Each year NFP members 2 promotional events for mayors of Cyprus municipalities Each year NFP in collaboration with PWD
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.8 Annex 8: NSSP for Czech Republic
Czech National Sustainable Urban Mobility Planning Programme 2019–2029
April 2019
Abstract: The National Sustainable Urban Mobility Plan (SUMP) defines activities coordinated by the Ministry of Transport (MoT), which lead to a more widespread SUMP-based urban mobility planning. The aim is, in cooperation with other ministries and stakeholders, to achieve a greater expansion of the SUMP concept at the municipal level and to improve the quality of the plans themselves. The programme defines the roles of the parties involved in the SUMP, based on European and national documents, as well as the experience gained over recent years from the development of the first generation SUMPs in Czech cities, both by the Ministry of Transport and the Transport Research Centre, as a developer of a national SUMP methodology and expert partner of MoT in this topic. The SUMP support programme was developed under the CIVITAS PROSPERITY project which included 14 countries that developed and created new or improved existing national SUMP programmes.
Authors – Transport Research Centre (CDV) working group
Zbyněk Sperat Daniel Szabó
Co-authors – working group at the Ministry of Transportation: Vít Sosna
Vít Sedmidubský Renáta Slabá Anna Batulková
Expert support – other members of the National Task Force for SUMP (NTF for SUMP): Jiří Vlček, František Kubeš - Ministry of Regional Development Magdalena Brurešová, Jana Šestáková - Ministry of the Environment Miroslava Salavcová - Ministry of Education, Youth and Sports Martin Sláma, Ondřej Fries - Ministry of Health
Table of Contents
INTRODUCTION 1
Background - SUMP Status in the Czech Republic in 2019 3
SUMP PROGRAMME STRUCTURE 4
The Vision of SUMP Programme 2029 4
Objectives / Areas of Interest 4
Specific Goals, Measures and Indicators 5
IMPLEMENTATION OF SUMP PROGRAMME 10
Coordination and Development of the SUMP Programme 10
Legislation 11
Funding 12
Methodology and Supporting Sector Documents 13
Involvement of other ministries and regions 14
Monitoring and Evaluation 16
Awareness, Education and Knowledge Exchange 17
SUMP Programme | 1
Introduction
The principle of sustainable urban mobility planning is based on years of practical experience in many (especially Western European) cities. Their experience was applied during the development of the European SUMP methodology, which was later transformed into the Czech SUMP methodology - with the contribution of selected Czech cities and the Czech context. Due to traffic indicators, the transportation data from Czech cities and their catchment areas collected over the past 25 years, which showed that the trends of car ownership, traffic volumes on the road network, as well as economic changes in society, suburbanisation), many cities are aware of the urgency to act on issues concerning urban mobility and its sustainability. The demand for information on this "new" urban planning principle is considerable, supported by financial incentives for the development and implementation of the SUMP (see chapter on Funding). The new urban transport planning approach involves extending the existing planning methods for the principles of strategic and long-term vision-based planning to include deeper consideration of transport induction principles, as well as including processes to involvestakeholders and the public into the planning process, integrating many transport aspects and finallymonitoring and evaluation. SUMP provides cities with financial savings such as: efficient and coordinated investment in transport infrastructure, increased efforts to transfer the transport performance of individual car traffic to other modes of travel and increased environmental and cost-efficiency of the urban mobility system. This reduces infrastructure capacity requirements for car traffic, including parking infrastructure, and frees up the space for development of cycling, pedestrian and public transport infrastructure and public space. Other significant benefits of SUMPs are in the areas of urban environment, public health and social equity aspects of transport. Sustainable mobility planning aims to provide a comprehensive transport system, brings more efficient use of transport infrastructure, lower mobility costs, less congestion, more meaningful investment in transport and less environmental pollution. SUMP also represents an objective and demonstrable increase in the quality of life of citizens and an increase in opportunities towards more successful development at urban and regional level. The SUMP directly contributes to the fulfilment of national transport targets and indirectly to the fulfilment of objectives in other areas such as the environment and the reduction of health risks caused by a lack of active movement. The purpose of the SUMP Programme is to plan and implement activities that will bring demonstrable changes to sustainability of the transport system by expanding the deployment of SUMPs and improving their quality. Activities are planned mainly for the Ministry of Transportation, as well as for stakeholders and members of the National task Force (NTF), which represents non-transport sectors. The Programme introduces the vision of sustainable urban mobility planning for the Czech Republic, followed by objectives and measures for their implementation and a presentation of the individual tools and areas of interest of the Programme. The aim of the Programme is to strengthen the role of the SUM planning in Czech cities, to increase its quality and awareness of it and its benefits, and to apply this planning principle (primarily intended for cities) at higher levels. This SUMP Programme was developed using long-term theoretical and practical experience of the Transport Research Centre (CDV) in the topic of urban mobility and thanks to the intensive contact of the CDV’s team with Czech cities and knowledge of their problems and needs.
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Acronyms, abbreviations and terms:
CDV Transport Research Centre (CDV - Centrum dopravního výzkumu, v.v.i.) CIVINET ČR a SR CIVINET Czech and Slovak Republics (a network of cities and municipalities from the Czech and Slovak Republics supporting sustainable mobility) EMW European Mobility Week KPDMM Commission for the Assessment of Urban Mobility Documents at the Ministry of Transportation MoT Ministry of Transportation MMR Ministry of Regional Development MPO Ministry of Industry and Trade MPSV Ministry of Labour and Social Affairs MŠMT Ministry of Education, Youth and Sports MŽP Ministry of the Environment MZ Ministry of Health NTF National Task Force. Inter-ministerial group of selected ministries supplemented by CDV, CIVINET Czech and Slovak Republic and City of Hradec Králové as the CIVITAS PROSPERITY Project partner city School Mobility Plan Long-term plan for safe and active transport of children to/from school (on foot, by bike or by public transport) SFDI The State Fund for Transport Infrastructure SUMP Programme National Sustainable Urban Mobility Planning Supporting Program SUMF Sustainable Urban Mobility Framework; the Czech temporary strategic document on mobility, dealing with public transport and cycling. SUMF concept was established by the Czech MoT during the programme period 2014 – 2020 as a reduced version of SUMP because some cities were not able to elaborate complete SUMP in relatively short time. SUMF is the strategy of public and bicycle transport development which are two topics of funding programmes. SUMF does not contain nor scenario development nor vision development or public participation. Cities which chose for SUMF got the same access to funds as if they would have chosen for SUMP. SUMF will come to an end before a new programme period 2021 – 2027. SUMP Sustainable Urban Mobility Plan
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Background - the SUMP Status of the Czech Republic in 2019 As of March 2019, most Czech cities over 50,000 inhabitants have finished their first generation of either SUMP or SUMF. The main motivation for the elaboration of these documents is their link to subsidy programmes - Transportation Operational Programme and Integrated Regional Operational Programme (IROP). However, SUMP is also attractive for smaller towns (20-30 thousand inhabitants), for which SUMP/SUMF is not a requirement to secure subsidies. Quality of the SUMPs/SUMFs is assessed by the interministerial Commission for the Assessment of Urban Mobility Documents (KPDMM), which controls the compliance of the submitted documents with the conditions of subsidy programmes. The technical quality of documents and their orientation towards sustainability is assessed only in a limited way since there is no methodology for evaluating mobility plans in the Czech Republic yet. The Czech methodology for the elaboration of SUMPs was prepared by the CDV and certified by the MoT at the beginning of 2016. With respect to intensive development of the first generation of SUMPs and experience, gained in the process, update of the methodology is necessary. This is among other things supported by the fact that the European SUMP methodology (prepared in 2012) is currently being updated and its update be completed by the end of 2019. Cities develop SUMP/SUMF to a limited extent by themselves (hiring external co-ordinators or process managers), but using external contractors is a more common approach. The most common source for the Plan’s elaboration is city’s budget. Subsidy programmes of the Ministry of Labour and Social Affairs and the Ministry of the Environment (see the chapter on financing) are occasionally used. The SUMP is not embedded in the law as of March 2019.
The quality of SUMP/SUMF documents varies considerably, in many cases misunderstanding of the SUMP idea and the urban sustainability principle by cities and / or contractors can be traced. This is due to several factors, including the lack of training for city authorities responsible for preparing the SUMP, the lack of knowledge of external contractors on the SUMP, and poor SUMP tender documentation. Often the cities themselves are preparing tender/technical documentation, without consulting experts.
Regions are not actively involved in SUMP (in terms of process management, coordination and, where appropriate, consulting), except for the EIA process. They are only invited to comment (provide opinion statement) on the SUMP as road authorities or regional transport coordinators.
All the above forms the basis for designing the SUMP Programme. The SUMP context is discussed in more detail below.
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SUMP Programme Structure
The structure of the SUMP Programme is based on the structure of the general strategic document. It defines the Vision and its time horizon, set strategic objectives, specific objectives, measures and their indicators. The year of performance and the indicator responsible manager complete these.
The Vision of SUMP Programme 2029
The quality of life in cities will increase, the importance of sustainable transport modes will be enhanced, the negative health and environmental impacts of transport will be reduced. The purpose of urban transport planning is to improve the quality of life of the population, not to address the traffic flows and parking of vehicles. By 2029 it is envisioned that the Czech Republic will rank among the most advanced countries in the area of urban mobility planning.
Objectives / Areas of Interest The following section outlines the programme objectives and are of interest:
a. Use the principle of sustainable mobility planning as a common planning tool The principles of sustainable mobility planning will become a common planning tool at all levels: the EU, the Czech, regional, urban and plans that generate significant traffic or significantly influencing traffic. b. Strengthening the importance of sustainable modes of transport Citizens will be encouraged to gradually change their travel behaviour in favor of sustainable modes of transport. The health benefits of active mobility, reduction of the environmental impacts of private car transport and to ensure sustainable urban development are the primary goals of support. c. Achieving SUMP quality and wide SUMP adoption by cities The high-quality process of preparation, elaboration and implementation of SUMP in all cities is a prerequisite for fulfilling the SUMP vision. d. Ensuring SUMP funding and its legislative framework Ensuring (co)financing of SUMPs elaboration and implementation can support the extension of sustainable mobility planning principles among municipalities. The development of legislative framework is a stabilising element for SUMP in the Czech Republic planning system in the medium / long planning horizon.
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Specific Goals, Measures and Indicators This section defines the specific goals, measures and indicators for each of the objectives listed above in the folloing table. Objective: a. The principle of sustainable mobility planning as a common planning tool
Implem Default Target Respon- Specific Goal Measure Indicator Unit entation value value sibility deadline
Bring the principles of sustainable SUMP Programme implemented to the Czech Documents take the SUMP a.1 mobility planning - N Y MoT 2020 Transportation Policy for years 2021 – 2027 Programme into account into transport strategy documents
contin 2 annual NTF meetings - Y Y MoT NTF coordinates the Ongoing activities of the NTF in cooperation with uously a.2 SUMP theme at other commissions and groups dealing with urban Revision and update of the SUMP national level mobility - N Y MoT 2024 Programme
Review of the need for regional - Y Y MoT 2021 Analysis of the possibilities of implementing mobility plans (in 2 years period) regional mobility plans and mobility plans for Setting up the specific territories; possible use of the territorial Opinion / guidance on the need for coordination process concept of functional urban areas mobility plans for institutions and - N Y MoT 2020 a.3 for regions and specific territories cities Defining the relationship between MoT and regions and the role of regions in ensuring Guidelines for regions - N Y MoT 2021 coordination of SUMPs (especially SUMP of small towns up to 40,000 inhabitants), incl. establishing
SUMP Programme | 6 and defining the competences of regional mobility coordinators
Objective: b. Strengthening the importance of sustainable modes of transport
Implem Default Target Respon- Specific Goal Measure Indicator Unit entation value value sibility deadline
? +5 % Increasing the total for (will be MoT share of trips by Fulfilling the other objectives and goals of the Modal split in the Czech sustaina b.1 % known assisted 2029 sustainable modes SUMP Programme Republic ble in by CDV of transport autumn transpor 2019) t modes
MoT Educational events such as Continuous educational activities for municipal number/ assisted contin conference, excursion and 3 4 and regional stakeholders year by other uously seminar partners Ensuring Awareness-raising activities on urban mobility Cities participated in the continuous number 30 90 MŽP 2024 education and for the general public European Mobility Week b.2 training on The SUMP Programme is The Objectives of the SUMP Programme are MMR, sustainable urban reflected in the strategic reflected in strategic documents of MMR, MŠMT - N Y MŠMT, 2029 mobility and its documents of MMR, MŠMT and MŽP MŽP impacts and MŽP
Cities and regions with Training programme for SUMP coordinators positions of urban mobility number 5 30 MoT 2024 coordinator assisted
SUMP Programme | 7
Implem Default Target Respon- Specific Goal Measure Indicator Unit entation value value sibility deadline by other partners
Monitoring of the children´s travel to schools as Elementary schools part of traffic education, creating school mobility monitoring the way children MoT/CD % X 100 2029 plans (led by the mobility coordinator of the city go to school V / region)
The SUMP programme is Strategic documents of MZ take into account the reflected in the strategic - N Y MZ 2029 Linking an active objectives of the SUMP Programme documents of the Ministry b.3 lifestyle with active of Health mobility Health promotion programme linked to the use 0-3 (27 of walking, cycling and public transport for daily Supported proposals number 15 MZ 2024 in total) travel
SUMP Programme | 8
Objective: c. Achieving SUMP quality and wide SUMP adoption by cities
Impleme Default Target Respon- Specific Goal Measure Indicator Unit ntation value value sibility deadline Cities over 40.000 with num 13 26 MoT 2024 Fulfilling the other objectives and goals of the completed SUMP ber SUMP Programme Cities up to 40.000 with num Increasing the - 34 MoT 2026 completed SUMP ber c.1 number of cities planning for SUMP Updating the SUMP methodology in line with the European methodology update; it will include MoT/CD Czech SUMP guidelines update - N Y 2020 the SUMP methodology for small cities (under V 40,000 inhabitants)
Development of methodology and system for Quality checked SUMPs MoT/CD % 0 100 2022 SUMP quality assessment V
Creation of a national SUMP monitoring and SUMP monitoring and evaluation system (in the future linked to evaluation system at national - N Y MoT 2021 financial support for SUMP) level Quality assurance throughout the Creating a publicly accessible interactive city c.2 whole SUMP database with basic urban mobility data that will Cities database - N Y MoT 2020 process allow comparison among cities Create a complete set of sectoral methodologies and guidelines for selected SUMP topics Sectoral methodologies and num (covering at least: mobility management, 0 4 MoT 2021 SUMP guidelines ber parking management, institutional and school mobility plans)
SUMP Programme | 9 Objective: d. Ensuring SUMP funding and its legislative framework
Implemen Default Target Respon- Specific Goal Measure Indicator Unit tation value value sibility deadline Interconnection of grant funds for the Subsidy schemes linked to num implementation of SUMP (grant programmes of 2 3 MoT 2021 Creating a financial SUMP ber support system for MoT, MMR, MŽP) d.1 SUMP elaboration Establishing a co-financing system for SUMP Share of SUMPs elaborated and implementation elaboration considering the quality and with the support of external % ? 50 MoT 2027 implementation level of previous SUMPs sources
Analysis of the possibilities of SUMP legislative Legislative SUMP continuou d.2 framework taking into account foreign Analytical report 1x in 2 years - N Y MoT framework sly approaches
SUMP Programme | 10
Implementation of the SUMP Programme
Coordination and Development of the SUMP Programme The SUMP Programme is a 10-year programme that proposes activities to support the implementation of sustainable mobility planning at both the urban and regional (or national) levels. The SUMP Programme is guaranteed by the Ministry of Transportation, which will coordinate its implementation, even though the main focus of SUMP lies on the active attitude and motivation of cities. The Ministry of Transport has entered this process from the position of a coordinating and supporting institution that creates the conditions for supporting the SUMP. In addition to the MoT, other ministries and stakeholders will be involved in the implementation of the Programme. The SUMP Programme defines the content of the support and the role, framework and way of involving ministries, regions, cities, professional organisations and other institutions at different levels. The SUMP Programme will be evaluated and updated in 2024 and a a new Programme is planned for 2029.
The Programme is based on the EU strategic documents and guidelines, on the experience of countries with a longer SUMP planning tradition, on knowledgethe Ministry of Transportation knowledge, the Transport Research Center and the cities themselves, as well as the lessons learned from European and other national projects on this topic.
Key Stakeholders and Inter-ministerial Cooperation The NTF at the Ministry of Transportation is the coordinator of the SUMP Programme. The NTF was created within the CIVITAS PROSPERITY project and its role is to steer the creation and implementation of the SUMP Programme. The composition of the NFT members is as follows:
• Ministry of Transportation, • Ministry of the Environment, • Ministry of Regional Development, • Ministry of Health, • Ministry of Education, Youth and Sports, • Transport Research Centre (CDV - Centrum dopravního výzkumu, v.v.i.), • CIVINET Czech and Slovak Republics, and • the City of Hradec Králové – CIVITAS PROSPERITY partner city.
An integrated and cross-sectoral approach to the SUMP and its principles will be ensured through the ministries involved.
Members of the NTF participated in the creation of the SUMP Programme in the form of consultations and meetings held within the CIVITAS PROSPERITY project. Even after this project, the NTF will remain the main coordinating and consulting unit for the future development and implementation of the SUMP with a set schedule of regular meetings. The composition of the Group may vary depending on actual needs and activities.
Support for Municipalities and Regions An important task of the SUMP Programme is to ensure that there is continuous and up-to-date overview of planning processes and SUMPs among the individual Czech cities and to facilitate cities to share information, experience and
SUMP Programme | 11 examples of good practice with each other. The national coordinator and facilitator of these activities will be the MoT and CDV (as a contact point for the SUMP in the Czech Republic) through the CIVINET network. International Knowledge Exchange Foreign examples of good practice and European initiatives, that support the transfer of SUMP to Central and Eastern Europe, play an important role in terms of the development of SUMP topic in the Czech Republic. It is necessary to continue international sharing of experience because it is a very effective and among Czech cities it is a popular way of obtaining information and for good practice transfer. At the same time, international exchange ensures the higher-level SUMP Promo Programme’s quality through the long-term involvement of selected NTF members in EU projects, platforms, and SUMP initiatives. CIVINET Czech and the Slovak Republic, a network of cities, municipalities and regions, is already active in this respect since its inception. Thanks to a membership of European CIVINETs, Czech and Slovak CIVINET will remain active, retaining strategic approach to knowledge and projects on a European level. Thanks to its experience, it can implement the knowledge of elaboration of the Czech SUMPs for the preparation of and update to the Czech SUMP methodology. Through CIVINET, CDV will ensure an international exchange of experience and links to foreign knowledge, conferences and seminars on the SUMP at European level. The international exchange of knowledge and the professional view of the SUMP in the Czech Republic will continue to be strengthened.
Legislation Currently, the SUMP is not legally defined in the Czech planning process. Discussions on this topic have been held between 2012 and 2013 when the Czech professionals became more familiar with the SUMP concept. Although the SUMP a legally requirement, cities are strongly motivated to adopt it, especially due to the funding for implementation provided by the Operational Programme Transport (MoT) and the Integrated Operational Programme (MMR). As a result, in early 2019, most cities over 40,000 inhabitants have elaborated and approved a SUMP, or at least SUMF.
The current opinion of MoT on the legislative framework The current situation, when SUMP is required to receive subsidies for transport measures cities are not forced to have a SUMP by legislation. At the beginning of 2019 this situation was satisfactory as far as the MoT is concerned because the SUMP is still a relatively new concept and sometimes unsettled topic in the Czech Republic, when it is necessary to evaluate the first generation of SUMP, update the methodology for SUMP processing and set up quality and binding evaluation to other subsidy funds (e.g. SFDI). The issue of funding the SUMP and its enforcement process is not resolved and the decision concerning its transformation into a legally mandatory planning tool is not decided As part of the preparation of the SUMP Programme, the possibility of legislative incorporation of the SUMP into the Building Act was proposed, namely to the Department of Spatial Planning, Department of Conceptual and Methodological MMR. The discussion showed that the SUMP, as a strategy document (only) per segment – transport, does not meet the requirements to become a spatial planning tool. One of the reasons is that not all transport measures proposed in the SUMP are projected into the land use plan, many of the measures are at organisational, procedural, financial, etc., i.e. non-territorial level (soft measures). Therefore, the opinion that the SUMP is not suitable for inclusion SUMP in the system of land-use planning documents stands, i.e. let SUMP be a basis, but not a spatial planning tool.
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Long term horizon
It is necessary to further discuss the issue of legislative framework and legalise it in the appropriate form of SUMP in order to play a significant and stable role in the future and to fulfil the ambitions set out in this SUMP Programme. Experience from countries where SUMP is established has shown that the SUMP framework is a natural and beneficial developmental part of SUMP. Even though the classic city strategic plan is not defined by legislation today, in the case of SUMP, this definition will be more urgent in the future if it is linked to specific expertise, work of urban mobility coordinators, funding and SUMP quality check. In the long term the SUMP legislative framework can be the basis for further development of sustainable urban mobility planning which defines an organisational framework, minimum SUMP standards in terms of monitoring, evaluating and the quality check of plans as such. It can also be the basis for integrating this planning with other sectors, especially the environment. In addition, the law can provide a basis for stable SUMP funding from national sources and a reduction in dependence on EU resources.
The prospective process of preparation - whether the law is new (including assessing the possible impact and consequences of its introduction) or using any existing legal support - will be conducted by the Ministry of Transport in cooperation with the NTF. Cooperation with other sectors will be part of the process. The SUMP programme proposes regularly updated analysis of legislative options.
Funding One of the objectives of the SUMP Programme is to secure funding for the elaboration and implementation of the SUMP for the current first generation and the next generations. The purpose of the SUMP's systematic financial support is to reduce cities' dependence on insecure external resources, ideally to achieve a higher and more consistent level of SUMP quality and to encourage cities to implement the actions set out in the SUMP and their action plans, based on the established methodology and minimum standards for SUMPs and its specific parts.
Current state of SUMP funding Currently, most SUMPs (in terms of their elaboration, not implementation) are funded from the city's own resources. To a limited extent SUMPs are financed from external sources; either from the subsidy programmes of the Ministry of Environment (National Programme Environment, according to Call No. 9/2017, the contribution can reach up to CZK 1 million) or MPSV (Operational Programme Employment), or from other non-state grant programmes. The possibility of obtaining subsidies for the acquisition of SUMP is a great motivation for cities to elaborate them, and the only motivation for some cities. Some cities apply for the SUMP subsidy even when their priority is to obtain only a specific analysis or partial document (a transport model, sectoral strategies, etc.), and therefore lack the motivation to develop and implement the rest of the SUMP fully. Another great motivation for SUMP / SUMF, especially for larger cities, is the need for an approved SUMP / SUMF required to obtain funds from the Operational Programme Transport (OPD) (exclusively for road infrastructure projects) and the Integrated Regional Operational Programme (IROP) (road, cycling and pedestrian infrastructure, construction and modernisation of transfer terminals, support for low emission vehicles, telematic infrastructure, etc.). This implies a deeper focus of the plans on infrastructure projects than on efforts to change the mobility paradigm, as highlighted in the Partnership for Urban Mobility Action Plan (2018). The question is how many cities would have elaborated SUMPs if the grant programmes were not in place, for their elaboration.
SUMP Programme | 13
Outlook for SUMP funding The main benefits of SUMP implementation are for the cities themselves, so in the future, they should fund the elaboration of mobility plans primarily from their own budgets with the possibility of a limited share of subsidies. The importance of SUMP for the city will continue to increase andcompared to the cost of infrastructure measures the elaboration of a SUMP plan is not a significant cost item in the city´s budget. SUMP recommends revising subsidy programmes that will allow cities to receive SUMP co-financing. These subsidy programmes should (if applicants are cities that already have first generation SUMPs approved) take into account the quality of the previous SUMP and, where appropriate, its level of fulfillment. In the future it should not be possible to purchase the entire SUMP from grants without the cities own contribution. In terms of financing the implementation of SUMPs, cities are already strongly motivated to elaborate SUMPs due to the possibility of getting subsidies for the implementation of infrastructure transport measures. It is desirable to extend this principle and to link SUMP with other subsidy programmes, e.g., MoE or SFDI. Compared to the current situation, it is anticipated that in the future the support and funding of SUMPs and their implementation should be more focused on the essence of SUMPs and soft measures to stimulate sustainable mobility and increase urban skills in communication and public participation.
Methodology and Supporting Sector Documents
Czech Guidelines for SUMP Elaboration The methodology for the elaboration of SUMPs in the Czech Republic was prepared by the Transport Research Centre (CDV) in 2016 and certified by the Ministry of Transportation. The methodology is based on the European Guidelines for Developing and Implementing and the Sustainable Urban Mobility Plan, Rupprecht Consult, 2014. The areas of sustainable mobility and transport and urban planning are developing dynamically, where updated and new transport development strategies are being developed at national and European level. The methodology for the elaboration of sustainable mobility plans should be regularly updated in the light of current developments and knowledge respecting the fact that an updated European methodology will be introduced in the second half of 2019. The Czech methodology update will be prepared in the second half of 2019, be primarily based on the experience of experts and municipalities with the preparation of the first generation of SUMPs in the Czech Republic, on the EU guidelines update and on the basis of good practice transfer from other countries. Therefore, the updated methodology will also include examples of good practice from Czech cities that have already finished their first SUMP.
Thematic and Cross-sector Methodological Materials The methodological support for SUMP will also include methodological material and manuals for municipal and public administrations dealing with specific sustainable urban mobility or related topics. For example, the methodological supporting documents include: • Guidelines for Public Participation in Urban Planning; • Methodology of Activity-Travel Survey; • Public Space Creation Manual; • Methodology for SMART City Concept; • Transport Modelling Guidelines
SUMP Programme | 14
Furthermore, the SUMP Programme proposes an update of the strategies for the involved ministries (see below) and to create a list of missing thematic methodological materials and manuals (parking policy and management for cities, mobility management, institutional and school mobility plans, etc.).
Involvement of other ministries and regions The aim of the involvement of selected ministries is to identify and, if possible, influence factors that affect or are affected by urban mobility (e.g., the impact of active travel on the health of the population). The SUMP therefore recommends updating the strategies of the ministries involved in order to identify areas related to the topic of sustainable urban mobility or to support municipalities in the development and implementation of SUMPs. The aim is that subsidy funds for activities related to transport (within the subsidy programmes of the MoT, MMR, MŽP or MZ) are conditioned by the existence of the SUMP and / or the demonstration of its quality and fulfilment. Strategic documents of MŽP should consider the principles of transport sustainability and support not only the renewal of the fleet for environmentally friendly vehicles, but also, where possible, greater use of sustainable modes of transport. The list of sectoral strategies is listed below which are relevant to the current SUMP Programme, i.e. Spring 2019. Ministry for Regional Development The Ministry for Regional Development deals with the area of transport within the framework of the Regional Development Strategy of the Czech Republic 2014–2020 (SRR) and the related two-year action plans. Under Measure 1.3 - Support of the integration of transport systems, the SRR is directly linked to the implementation of SUMP or SUMF; another relevant measure of the SRR is Measure 1.4 - Extension and improvement of infrastructure. The primary financial source for implementing projects under these measures is the operational programme IROP. Another important activity of the MRD is the Urban Mobility Partnership (PUM) Programme and the follow-up action plan. Many of the outputs of this Action Plan are synergic or directly related to the sustainable urban transport and the Czech SUMP Methodology. Ministry of Environment The Ministry of the Environment touches on the area of sustainable urban mobility especially in the area of air and noise pollution, and thus in thematic strategic documents, the National Emission Reduction Programme of the Czech Republic (NPSE, 2015); (PZKO). The main tools for achieving these transport related goals are the renewal of the fleet and the transition to higher emission standards for vehicles and the establishment of transport-regulative measures for removing polluting traffic from densely populated areas (low emission zones, bypass construction, etc.). Another thematic strategic document is the Strategy for Adaptation to Climate Change in the Czech Republic (2015). In addition to climate change mitigation, urban and transport systems adaptation are also an important issue that will be addressed. The connection of SUMP to an urban adaptation strategic and action documents is a way to promote possible future cooperation. Another important document, co-created by the Ministry of the Environment, is the National Clean Mobility Action Plan up to 2020, which, among other things, sets emission limits for cars. Ministry of Health The Ministry of Health (MZ) includes the topic of mobility in the Health 2020 Strategy and Action Plans (a tool to implement WHO 2020 in the Czech Republic, 2014), especially in AP 1: Support for physical activity for the period 2015-2020, SO 2: Active mobility, which aims to help to implement measures of the National Cycling Strategy 2013–
SUMP Programme | 15
2020. The update of the MoT strategy will therefore be based, inter alia, on updated National Cycling Strategy for the following programming period 2021–2027. The Ministry of Health processes noise maps based on which the Ministry of Transport prepares action plans to reduce traffic noise. These Action Plans can be one of the data sources for developing sustainable transport plans. The aim of the SUMP Programme in this area is to link healthy lifestyles with mobility through an updated MZ strategies. The Ministry of Education, Youth and Sports The Ministry of Education, Youth and Sports currently focuses on transport in the areas of traffic safety and accident prevention, in the National Strategy for the Prevention of Risk Behavior of Children and Youth for the Period 2013– 2018. The main area in which the National Strategy can meet the SUMP Programme is the way of children´s travel to school. Creating the conditions for a safe road to school is not within the competence of the MŠMT or the schools themselves, but it is one of the key points of the sustainable urban mobility plan. The Ministry of Education, Youth and Sports, although it does not have the financial or professional capacity to provide these activities itself, can express support for specific programmes aimed at supporting the active travel of children to schools (and monitoring the mode of transport on their way to schools) and creating conditions for improving children's safety in transport (e.g. school mobility plans). There is a need for coordination and guidance from transport experts in the regions and cities. Many schools are already monitoring and solving travel to school for children on a long-term basis. It is very beneficial both for the Ministry of Education, Youth and Sports and for the implementation of the SUMP Programme to extend this monitoring to other schools. An important issue that needs more attention is education and training aboutthe wider impacts that different modes oftraveling to / from school on quality of life in the city can have, this can be delivered through co-operation of school founders with the professional capacities within cities and regions. The above-mentioned levels of the relationship between transport and education should be reflected in the updates to the MŠMT curricular documents. Ministry of Industry and Trade
In cooperation with the Ministry of Transport and the Ministry of the Environment, the Ministry of Industry and Trade prepared an interdepartmental document on the National Action Plan for Clean Mobility (2015), which is updated every three years.
Role of regions FromMarch 2019 onward, the MoT does not perceive the need to promote the introduction of regional mobility plans. More attention needs to be paid to mobility plans for selected locations (industrial zones, areas and structures generating traffic; protected areas), some of which will be provided by regions in the future. The regions will further coordinate SUMPs and provide expert assistance to cities through the existing Regional Public Transport Coordinators, whose current public transport agenda will be extended to include SUMP. This will create the position of Regional Mobility Coordinator.
The Regional Mobility Coordinator will facilitate communication between the MoT and (especially smaller) cities that do not have their own mobility coordinators and will provide them with professional assistance. Their activities will include, inter alia, implementing the SUMP Programme at local / regional level, coordinating activities and intentions in their area of interest towards sustainability, and providing information on urban mobility within the region.
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Monitoring and Evaluation
Monitoring and evaluation in the SUMP process can be divided into two areas: • SUMP preparation and elaboration, and • SUMP implementation. The SUMP Programme proposes several measures whose implementation will lead to a systematic data collection to provide an overview of the state of SUMP preparation in individual cities as well as their quality and work towards monitoring the actual shift of Czech cities towards sustainability.
SUMP preparation and elaboration Currently, the SUMP / SUMF monitoring and partial quality check is carried out by the KPDMM established at the MoT. Its aim is to evaluate submitted documents in terms of meeting the conditions of the subsidy programmes - the Operational Programme Transportation and IROP - Integrated Regional Operational Programme, which are under the responsibility of the Ministry of Transport and the Ministry of Regional Development. The content (technical) page is marginally solved. Nevertheless, it is the first SUMP evaluation activity in the Czech Republic, and it is desirable to follow it during the creation of a detailed methodology for evaluation and continuous improvement of SUMP quality. During the preparation of the guidelines for evaluation, the foreign guidelines elaborated on this topic will be used. Following the updated SUMP guidelines, the SUMP quality assessment methodology will be prepared. Subsequently, a SUMP quality evaluation system will be created, which will be linked to the financial support for the elaboration of next generation SUMPs. The SUMP quality check methodology should be tested on SUMPs in selected cities of different sizes and should be transformed in the future so that independent evaluation can take place at both national and regional levels through future Regional Mobility Coordinators.
SUMP Implementation It is difficult to monitor and assess the impact of SUMPs due to its complexity, where it is unclear to what extent, for example, changes in the use of individual modes of transport are due to SUMP and to what extent they are triggered by other factors. Indicators are set within the SUMP programme, their monitoring will provide, for example, information on the change of the modal split as the main and within the EU the most widespread indicator of sustainable mobility. In order to ensure the compatibility of indicators (especially those monitored at city level), it is necessary to ensure that they are all monitored based on a common methodology.
SUMP Database One of the proposed measures of the SUMP Programme it the creation of a publicly accessible interactive city database with basic urban mobility data, which will enable comparisons among cities. The database will allow cities to compare their status and the progress of mobility planning with other cities. It will include data such as the SUMP status and the progress of its implementation, the modal split, its current and expected development, the modal split of children´s ways to schools, etc. The indicator database should be publicly accessible, comparable to other countries and universally applicable.
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Awareness, Education and Knowledge Exchange The complete fulfilment of the SUMP Programme requires changes in existing practice at many levels. Implementation of the Programme will take place only when each part of the SUMP Programme is adopted by each respective ministry, applied by experts and consultants, city and regional officials will project them into their planning practice, urban mobility principles will be adopted by teachers, trainers and academics and passed on to students and even when the citizens will begin to reflect upon the context and complex effects of their traffic behaviour. For this reason, awareness, education and knowledge exchange is an important component of the SUMP Programme targeting all stakeholders and the general public with the need to enact the principles of urban transport sustainability and weigh their benefits. All this is necessary for the transport system to be comprehensively adapted to everyone and at the same time everyone can profit from it. The aim of campaigns and activities for the general public will be to provide basic information on urban mobility and its context, SUMP, transport induction, the role of the public in transport planning and its involvement.
Awareness, education and knowledge exchange will be planned and ensured through the activities of the interdepartmental NTF. The implementation of activities will be carried out, among others, by CDV through CIVINET Czech and Slovak Republics.
CIVINET Czech and Slovak Republics CIVINET Czech and Slovak Republics was established in 2014 as part of the CIVITAS Capital project, as one of the CIVINET national networks offering its members (especially local governments) support in their efforts and activities in the field of sustainable urban mobility, especially in the area of SUMP. Since its establishment, CIVINET has been well-known among Czech stakeholders through expert conferences, seminars and SUMP related excursions. CIVINET and its parent organisation CDV are the Czech contact points for the SUMP in European projects. National SUMP Programme plans to update and extend existing awareness, education and knowledge exchange activities.
Activities during the next 5 years will include (most of them are already provided by CIVINET):
• Annual national conference on sustainable urban mobility, • Linking the SUMP topic to the European Mobility Week, discussing at least one SUMP sub-topic within the EMW every year, • 4 electronic newsletters per year, • Regular support for cities (and regions) with their elaboration, updating and implementation of SUMPs, • At least one year's excursion for city representatives and officials to cities in the Czech or Slovak Republics or abroad, • 2 times a year a seminar for cities and regions, eventually experts, which will include: o Mediation of knowledge exchange o Informing on international projects and disseminating their outputs o Ongoing training activities for urban mobility coordinators • Customised training events in selected topics for specific cities/regions, • Training courses for SUMP experts on the (updated) SUMP methodology, • Courses for university students focusing on transport and transportation planning, • Following the municipal and regional elections, information campaigns and seminars for politicians on urban mobility will take place,
SUMP Programme | 18
• The general public will be informed about urban mobility issues and contexts through the established communication strategy, and • Local authorities will be able to use expert platforms (supported by CDV, CIVINET) to advise on the development of urban mobility strategies.
European Mobility Week The European Mobility Week (EMW) has become an important event in urban mobility at European level and in the Czech Republic. Most of the activities are organised at local level, some of them may be extended to regional or national level in the future. It is an internationally recognised activity that is attractive to the media. It has been organised in the Czech Republic for a couple of years with increasing interest. Due to its considerable potential, EMW is an important promotional and educational tool of the SUMP Programme.
Given the established media framework, EMW can appropriately promote the SUMP theme in cities, regions and the general public. The EMW's activities will be used to meet the objectives of the SUMP Programme in the area of education and awareness, especially to the general public.
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.9 Annex 9: NSSP for Germany
National/Regional SUMP Programme Content Guide- lines for Partners
Deliverable No.: /
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/Measure No.: WP3
Workpackage/ Measure Title:
Policy and SUMP programmes
Responsible Author(s):
Dr.-Ing. Wulf-Holger Arndt, Fabian Drews
Responsible Co-Author(s):
/ Date: 21st May 2019
Status: Draft
Dissemination level: Confidential
Content Guidlines for Partners - National/Regional SUMP Programme 2019
About CIVITAS PROSPERTITY Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs). The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer ex- change programmes and tailor-made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected] www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
Document History
Date Person Action Status Diss. Level Dr.-Ing. Wulf-Holger Draft PC 13/03/2019 Draft document for quality check Arndt Aljaž Plevnik, Andraž Draft TC 28/3/19 Quality check Hudoklin 17/8/2019 Suzanne Meade Final QA review Final PC
Status: Draft, Final, Approved, and Submitted (to European Commission). Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordi- nator, EM=Evaluation Manager.
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
National Sustainable Urban Mobility Planning Support Programme of Germany
2019-2022
May 2019
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
Abstract: The National Sustainable Urban Mobility Planning Support Programme (National SUMP Support Programme) is leading the way towards more up to date SUMPs in place in German municipalities and consequently towards a more sustainable mobility. The programme is be- ing developed by the German Institute of Urban Affairs (Difu), as the National Focal Point (NFP) for the PROSPERITY project in Germany, as well as the Federal Ministry of Transport and Digital Infrastructure, the Federal Ministry for the Environment, Nature Conservation and Nuclear Safety, the Federal Ministry of the Interior, Building and Community and other im- portant stakeholders. It defines the future actions regarding support for SUMPs in Germany and sets out the framework for the further promotion of sustainable mobility concepts. The National SUMP Support Programme is based on the years of experience of transport plan- ning in German municipalities as well as on the experiences of municipalities with SUMPs or related strategies in other EU countries. Within the PROSPERITY project, Difu conducted a survey about transport planning in German municipalities and several challenges and barri- ers regarding the preparation of a SUMP were identified. The National SUMP Support Pro- gramme tries to tackle these barriers and to help to simplify the preparation and implementa- tion of SUMPs in German municipalities. Therefore, different approaches for supporting SUMPs are being discussed and developed now. These approaches will contribute to a fur- ther spreading of SUMPs in Germany and will accelerate the integrated approach of SUM planning.
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
Authors: working group at the German Institute of Urban Affairs: Dr.-Ing. Wulf-Holger Arndt Fabian Drews
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
Table of Contents
1 INTRODUCTION ...... 9
PROGRAMME VISION ...... 10
PROGRAMME OBJECTIVES ...... 10
PROGRAMME TARGETS ...... 11
EXPECTED PROGRAMME IMPACTS ...... 12
ALTERNATIVE WAYS TO IMPLEMENT A NATIONAL SUMP SUPPORT PROGRAMME ...... 12 2 ELEMENTS OF THE NATIONAL SUMP SUPPORT PROGRAMME ...... 12
COORDINATION AND DEVELOPMENT OF THE NATIONAL SUMP SUPPORT PROGRAMME ...... 12
LEGISLATION ...... 14
FINANCIAL RESOURCES AND OTHER INCENTIVES ...... 14
METHODOLOGY AND GUIDELINES ...... 15
MONITORING AND EVALUATION ...... 16
INFORMATION, EDUCATION, AND KNOWLEDGE EXCHANGE ...... 16 3 ACTION PLAN ...... 18 APPENDIX ...... 20
MEMBER LIST OF NATIONAL TASK FORCE SUMP D ...... 20
GUIDELINES FOR SUSTAINABLE URBAN MOBILITY PLANNING IN GERMANY ...... 20
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Content Guidlines for Partners - National/Regional SUMP Programme 2019
List of Tables
TABLE 1: LIST OF SEMINARS ORGANISED BY DIFU ...... 16
TABLE 2: ACTION PLAN 2019-2022 ...... 18
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Acronyms and abbreviations BIM – Federal Ministry of the Interior, Building and Community BMU – Federal Ministry for the Environment, Nature Conservation and Nuclear Safety BMVI – Federal Ministry of Transport and Digital Infrastructure Difu – German Institute of Urban Affairs DST – Association of German Cities DStGB – German Association of Towns and Municipalities ExWoSt – Experimental Housing and Urban Development Programme FGSV – Research Society for Road and Transportation FZ NUM – Centre for Sustainable Urban Mobility GVP – Transport Master Plan MiD – Survey on Mobility in Germany NFP – National Focal Point NKI – National Climate Protection Initiative of the Ministry of Environment NTF – National Task Force SrV – System of Representative Mobility Surveys SUMP – Sustainable Urban Mobility Plan VEP – Urban Mobility Plan
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1 Introduction
Sustainable urban mobility planning (SUM planning) is a planning approach based on the experiences of transport planning in different European, as well as German municipalities, that can add new facets to the process of transport planning in German municipalities. Transport planning has a long tradition in all types of German municipalities, many of them have up to date transport plans in place. During the 1960s and 1970s a change to the Ger- man transport planning system took place and the former ‘Generalverkehrsplanung’ (GVP, Transport Master Plan) was extended to evolve into a more integrated planning system known as the ‘Verkehrsentwicklungsplan’ (VEP, Urban Mobility Plan). In comparison to the GVP, the VEP has a stronger emphasis on active mobility (cycling and walking) as well as topics related to parking space management, the design of public space and public participa- tion. Since their introduction, VEPs are the appropriate and prevalent way of solving transport related problems in German municipalities. A well-prepared German VEP is equiva- lent to a Sustainable Urban Mobility Plan (SUMP) because it contains most of the SUMP aspects and processes. However, existing Urban Mobility Plans in German municipalities vary in terms of quality and content because there are no legal provisions regarding the structure of a German Urban Mobility Plan. Furthermore, there are several different sectoral plans for air pollution, noise, climate or transport which are stand alone and are not integrated. This has led to less than satisfactory results and impacts for measures and actions contained in German Urban Mo- bility Plan which has consequently negatively impacted the whole plan. Therefore, the National SUMP Support Programme can be helpful in the German context. It can act as means to unify the different sectoral plans as well as popular aspects such as efforts to reduce congestion, created less pollution and provide more environmentally friendly transport infrastructure. SUM planning, with its integrated, coordinated comprehensive ap- proach, offers the possibility to solve different transport related problems in an integrated manner. It is based on transport planning experience from different European countries, a SUMP expands the existing planning methods of a country and considers the principle of strategic thinking, inclusion, cooperation and evaluation. The SUMP approach can contribute to achieving national and international goals in the field of climate protection and can also increase the quality of life in Germany. In addition, a nationwide SUMP Support Programme can also be used to ensure the quality and impact of transport plans in Germany using a binding (legal) framework. The German Institute of Urban Affairs (Difu), acting as the Nation- al Focal Point (NFP) for SUMPs (as part of PROSPERITY project) in Germany and the or- ganiser of the National Task Force SUMP D (NTF), is responsible for developing a National SUMP Support Programme for Germany. This programme starts with the German SUMP vision, the Support Programme objectives and the Support Programme targets. The following section presents the elements contained in the National SUMP Support Programme in more detail.
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Programme Vision
As discussed, VEPs are the common way to organise mobility in German municipalities and these VEPs vary in terms of their quality and content. The SUMP Support Programme can be a chance to set a binding framework for the preparation and establishment of transport plans in Germany and thus lead to the development of high-quality plans. The SUM planning principal promote the implementation of more efficiently organised mobility in Germany and consequently this will improve German quality of life. The purpose of a National SUMP Support Programme in Germany is to encourage munici- palities to develop a SUMP, to ensure the that the SUMP has high quality content and to make it easier for municipalities to secure funding for the preparation and implementation of the plan. These measures will lead to further dissemination of high-quality mobility plans in Germany.
Programme Objectives
The National SUMP Support Programme aims to achieve the following objectives: Implementation of the National/Regional SUMP Support Programme The National SUMP Support Programme for Germany will be prepared by NTF and the pro- gramme then be will be implemented. The NTF consists of different mobility related stake- holders1 and brings relevant decision makers together. The SUMP Support Programme in Germany will be a National level programme, but the implementation will be carried out by the municipalities because the federal state has no legal competences in the field of mobility planning at municipal level due to German federal structure. Expanding the SUM Planning concept at the National Level As discussed above, transport planning takes place at the municipal level in Germany. Therefore, the National SUMP Support Programme should focus on the needs and wishes of the municipalities and the national level should recognise them and try to improve transport planning in German municipalities. In this regard, an important national level task is to accel- erate the SUMP Support Programme by committing to the ideas of SUMP. In addition, the NTF will seek to establish integrated transportation planning with SUMPs as a formal planning task for the municipalities. SUMPs currently have an informal status within the German planning system but other areas such as noise mitigation and clean air plans are legally binding. Establishing a comprehensive approach The SUMP Support Programme will contain all the important aspects and principles of SUM planning and will guide the German municipalities in the preparation of a mobility concept. In addition, the SUMP Support Programme can promote coordinated work towards mobility planning in German municipalities and thus foster integrated transport planning solution. Ul- timately only one mobility concept will be needed for solving transport related problems in German municipalities and the coexistence of different mobility related sectoral plans will become superfluous. The Research Society for Road and Transportation (FGSV) offers dif- ferent guidelines on ways to combine different transport related topics when it comes to mo- bility planning (See chapter “Methodology and Guidelines” for more details).
1 See member list of NTF Germany in appendix.
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Intermunicipal Collaboration Mobility related problems do not stop at administrative borders and therefore intermunicipal collaboration during the preparation and implementation of a SUMP can produce a superior plan. An intermunicipal or regional approach can solve some transport problems such as congestion or provide more efficient commuter offer. Collaboration between administrative bodies from municipalities will be an important aspect in the National SUMP Support Pro- gramme. Monitoring and Evaluation Monitoring and evaluation are integral parts of a SUMP because they assure the quality and consequently the positive impact of the plan. A comprehensive monitoring and evaluation scheme are recommended for the successful implementation of SUMPs. Therefore, Difu, the state of Hesse and the PROSPERITY partner city Kassel are currently developing a method- ology for the evaluation of action plans within the PROSPERITY project. This methodology will enable the municipalities to establish a short-term action plan and to set priorities for measure selection and implementation.
Programme Targets
Within the PROSPERITY project Difu conducted a survey on transport planning in German municipalities. This survey helped to provide an understanding about the needs of the munic- ipalities regarding mobility planning and the preparation and implementation of mobility con- cepts. The survey was used to inform the following targets that the National SUMP Support Programme aims to pursue: • By 2019, the creation of a National SUMP network for the exchange of information, experiences and knowledge (“National Network for Sustainable Urban Mobility”). • By 2019, the access to funding programmes for implementation of SUMP measures will be simplified for municipalities by the “National Climate Protection Initiative”. • By 2019, the elaboration of a quick evaluation scheme for short-term action plans. • By 2020, provide a web-platform as a knowledge base of best practices in SUM plan- ning will be established for German municipalities. • By 2021, the number of German municipalities with SUMPs in place will be increased from 65% to 75%. • By 2021, establish a support scheme for small and medium-sized municipalities to assist with the preparation and implementation of the plan. • By 2021, establish supportive schemes for the participation of different stakeholders, especially for small and medium-sized municipalities. • By 2021, improved access to transport related data for municipalities regardless of their size. • By 2021, funding for development of a SUMP will be made easier, for small and me- dium-sized municipalities. • By 2022, the German SUMP guidelines will be revised with a focus on regional SUMPs.
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Expected Programme Impacts
It is expected that the National SUMP Support Programme will have the following impacts: • By 2019, institutionalised and regular exchange of experiences and knowledge be- tween municipalities regarding the preparation and implementation of SUMPs. • By 2021, more German municipalities will meet the current European emission standards for road transport. • By 2021, the modal split in German municipalities will change in favour of sustainable travel modes. • By 2021, improvement and simplification of the process of SUM planning for small- and medium-sized German municipalities. • By 2021, more German municipalities will have up to date SUMPs. • By 2022, increased investment in sustainable mobility at national level. • By 2022, a legally binding framework for the preparation and implementation of SUMPs will exist.
Alternative ways to implement a National SUMP Support Programme
Aside from the implementation of a legal framework for SUMPs in Germany, there are other possibilities to accelerate the process of SUMP preparation and implementation. These op- portunities should therefore be considered as a further step towards the dissemination of SUMPs in German municipalities. The alternatives considered are as follows: • political level (e.g. guidance, recommendations for the process of SUMP preparation and implementation), • financial support for the preparation and implementation of SUMPs, • adjustment to existing support programmes for other transport related topics, and • cooperative support programme of the Federal State and States. 2 Elements of the National SUMP Support Pro- gramme
The National SUMP Support Programme focuses on the following areas, which are de- scribed in more detail below: • Coordination and development of the National SUMP Support Programme • Legislation • Financial resources and other incentives • Methodology and guidelines • Monitoring and evaluation • Information, education and knowledge exchange
Coordination and Development of the National SUMP Support Pro- gramme
The National SUMP Support Programme defines the contents of and the structure for a SUMP in Germany. The programme will make it easier for municipalities to gain support for the preparation and implementation of a SUMP as well as for financial support for the whole
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process of SUM planning. It will also ease the complex collaboration with relevant stakehold- ers and will provide a guide to purposeful cooperation. The National SUMP Support Pro- gramme will set out the framework for mobility planning throughout Germany and the actual preparation and implementation of SUMPs is remain the responsibility of the municipalities. Difu, together with other relevant stakeholders is currently preparing the National SUMP Support Programme in the NTF within the PROSPERITY project. Coordination As the NFP for Germany, within the PROSPERITY project, Difu is currently coordinating and organising the whole process for the preparation and promotion of the National SUMP Sup- port Programme, due to their expert knowledge which is required during this phase. Together with relevant stakeholders, for example three federal ministries2, various proposals are under discussion now. After the plan has been prepared, the process of elaborating a National SUMP Support Programme will be taken over by the relevant ministries who will also carry out the coordinating role and will then deal with the different political bodies. Key stakeholders As discussed Difu is currently coordinating the process of elaborating a National SUMP Sup- port Programme and is also responsible for the organisation of the NTF. The NTF was ar- ranged within the PROSPERITY project and consists of important stakeholders from different ministries, administrative bodies from different levels (municipal, regional, national), associa- tions as well as experts from research institutes and universities3. Members of the NTF meet on regular basis and discuss the progress regarding the National SUMP Support Programme and they try to advance the whole process. Different experiences from other countries and from Germany are taken into consideration as well as possible improvements for the mobility planning process in German municipalities. Collaboration of the NTF beyond the duration of the PROSPERITY project is sought by all members, as the NTF is crucial for the progress of the preparation and implementation of a National SUMP Support Programme. Sectoral collaboration The interdisciplinary and cross-sectoral approach of SUM planning is reflected in the NTF structure. The various stakeholders come from different contexts and backgrounds. Thus, a comprehensive view on different topics is achieved and the best possible solutions can be reached. Representatives from the following ministries and institutions are members of the NTF: • Federal Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU) • Federal Ministry of Transport and Digital Infrastructure (BMVI) • Federal Ministry of the Interior, Building and Community (BMI) • Association of German Cities (DST) • German Association of Towns and Municipalities (DStGB) • AGORA Verkehrswende • Centre Sustainable Urban Mobility of the state Hesse • Federal State of Hesse, EU Expert Group on Urban Mobility • Federal State of Lower Saxony • Two planning consultants • Two universities
2 See member list of NTF Germany in appendix. 3 See member list of NTF Germany in appendix.
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• German Institute of Urban Affairs (Difu) New members can be added to the NTF if it is required, so that current topics can always be discussed in a comprehensive way. The above listed ministries and institutes are the core members of the NTF for Germany.
Expanding SUM Planning to the Regional and National Level The National SUMP Support Programme will set out the general direction of mobility plan- ning in Germany for the municipalities and the states. It will give guidance regarding the preparation and implementation of SUMPs and will also provide advice regarding funding. As discussed, mobility planning is the responsibility of municipalities in Germany and the federal state of Germany does not have any competences in mobility planning on the municipal lev- el. But municipalities could also foster regional mobility planning by collaborating with other municipalities or even regions. Thus, the National SUMP Support Programme is not limited to the municipality level.
Legislation
As discussed above, many German municipalities have transport plans in place, but they vary in terms of quality and content. Over the last few decades, there has been frequent dis- cussion have taken place between different experts in the field of mobility planning about the need for a legal binding framework to support mobility plans in Germany. So far, there is no legal framework in place. Experiences from other countries or regions in the European Union, that already have a legal framework for mobility planning, demonstrate that it can be an important step in the devel- opment and stability of SUM planning. A legal framework for SUMPs in Germany could also strengthen cross-sectoral integration of SUM planning. A legal framework for SUM planning in Germany is therefore desirable. Now, different possible solutions and proposals for a legal framework are being discussed by the NTF. Different potentials, challenges and barriers for the process of developing a frame- work must be identified and discussed. The following four options are possible ways to im- plement a legal framework for SUMPs: • Federal law on emissions, • Climate protection law, • Building code, and • Road traffic law.
Financial Resources and Other Incentives
There are many ways of getting financial support for the preparation and implementation of SUMPs for German municipalities, e.g. EU funds or other national and regional funds. How- ever, currently there is no actual funding scheme for sustainable mobility planning in Germa- ny because most German funding schemes only cover single measures or parts of a plan or the process of developing a SUMP. For example, the Urban Development Funding Pro- gramme or the Experimental Housing and Urban Development Programme (ExWoSt) can be used for financing mobility related measures. The survey conducted by Difu within the PROSPERITY project showed that low financial resources are a problem which many municipalities are confronted with during the preparing
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or implementation of a SUMP. Therefore, one of the most important aspects of the National SUMP Support Programme is to secure access to financial resources. The results of this survey also led directly to adjustments made to the “National Climate Pro- tection Initiative” (NKI) in 2018. The adjustments made it easier German municipalities to access funding for mobility concepts and mobility related measures since January 2019. Members of the Difu, as the NFP for PROSPERITY in Germany, were immediately integrat- ed in the process of adjustment and supported the push for easier access to funding for mo- bility concepts and measures. From now on, the funding for additional staff as well as climate protection concepts is merged into one focal point of support. This focal point of support is intended for the creation of a Climate Protection Concept with a focus on sustainable mobility by a so-called Climate Protection Manager. The concept should be developed within two years and afterwards the implementation phase will be initiated within another two years. This adjusted programme is the only funding programme in Germany where not only the im- plementation of the SUMP is financially supported but also the development of the concept. Furthermore, a federal financial support programme for the preparation of mobility plans is currently being discussed within the NTF.
Methodology and Guidelines
In the EU, SUM planning methodology and guidelines are common and constantly updated and extended. These guidelines are useful for German municipalities, as they show exam- ples from different European cities as well as regions and offer best practice examples. National SUMP Guidelines In addition to EU guidelines, there are existing German guidelines for SUM planning. These guidelines give information on how to prepare and implement a SUMP and are very popular among German municipalities. For example, the Research Society for Road and Transporta- tion (FGSV) offers guidelines on different topics and thus helps German municipalities to develop a successful plan. These guidelines are regularly being updated and new guidelines on different topics are being added. For example, there is a guideline with “Recommenda- tions for Transport Planning Processes 2018” as well as “Notes for Mobility Planning 2013”4. Topical Guidelines Furthermore, within the PROSPERITY project, Difu developed a brochure about integrating Shared Mobility into SUMPs. The brochure focuses on the different principles and stages of the SUM planning process and provides recommendations at which stage shared mobility can be integrated into this process. It is published in German and English and contains best practice examples from Germany as well as from other European countries. Therefore, the brochure will be helpful for German and for other European municipalities. Publications about National Support Programmes in the EU Within the PROSPERITY project, Difu developed a publication about different National Sup- port Programmes for SUMP in various EU countries. The purpose of this publication was to show the diverse attempts to support and accelerate the process of SUM planning in EU member states. It provides German municipalities and ministries with insights into SUM planning in other countries and therefore helps to promote SUMPs in Germany with providing examples from municipalities and regions across the EU.
4 See appendix for a list of guidelines for Sustainable Urban Mobility Planning in Germany
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Monitoring and Evaluation
Monitoring and evaluation are important aspects of SUM planning, as they guarantee good- quality plans, which will have a positive impact. In Germany there are different monitoring and evaluation schemes in place. But, like the funding scheme and due to the federal structure of Germany, a nationwide monitoring and evaluation scheme for SUMPs does not exist. In general, the quality assessment, and the monitoring and evaluation, of SUMPs are state tasks in Germany. In Hesse and North Rhine- Westphalia there are state-wide monitoring and evaluation schemes in place. The Network for Sustainable Mobility can also be a point of contact for German municipalities when it comes to the quality assessment of SUMPs in Germany. As discussed, FGSV elaborated a guideline for the “Evaluation in Mobility Concept Plan- ning”5 which provides important assistance to the German municipalities for planning the evaluation scheme for their SUMPs. This guideline helps to assure the quality of the whole planning process and consequently of the SUMP. As discussed, the Difu is currently developing a quick evaluation scheme for short term ac- tion plans, in cooperation with the state of Hesse and the PROSPERITY partner city Kassel, to facilitate SUMP evaluation, which is informed, in part, on the survey results collected. These results were also used to improve the process of preparing and implementing SUMPs in Germany. Finally, there are regular nationwide surveys on mobility within the municipalities that provides important and rare data on mobility in German municipalities (e.g. SrV, MiD). This data sources can also be used by the municipalities for the monitoring and evaluation of the impact of their plans.
Information, Education, and Knowledge Exchange
The information, education, and knowledge exchange regarding SUMPs happens on differ- ent platforms. Difu, as the NFP, plays an important role in this process. Within the PROS- PERITY project, there are different National Events and Coaching Events, which take place on a regular basis. The NTF also helps to promote different topics around SUMPs and there are many other workshops on the topic of sustainable mobility planning taking place in Germany. Seminars Difu organises seminars on different transport related topics on a regular basis. These semi- nars are meant for employees of different municipalities and give insights into recent trends regarding transport planning. Therefore, these seminars support municipalities when it comes to the preparation and implementation of a SUMP. A selection of the seminars from 2018 and 2019 is shown in the table.
TABLE 1: LIST OF SEMINARS ORGANISED BY DIFU
Topic Date Location Transport turn in cities and surrounding areas 5th to 6th February 2018 Berlin New bus systems in city and country 17th to 18th May 2018 Berlin
5 See appendix for a list of guidelines for Sustainable Urban Mobility Planning in Germany
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Topic Date Location Strengthening public transport as a contribution 29th May 2018 Berlin to clean air and climate protection Public transport offensive in cities and surround- 11th -12th November 2018 Berlin ing areas Strategic knowledge in municipal mobility plan- 5th - 6th November 2018 Cologne ning: Optimisation of collaboration with external planning stakeholders Best practice in implementing mobility plans 7th November 2018. Kassel Clean air in municipalities 15th November 2018 Berlin New mobility concepts – Technical hype vs. prac- 7th - 8th Berlin ticality December 2018 Safe walking and cycling 11th December 2018 Berlin Public transport and digitisation 31st January and 1st February Berlin 2019 New bicycle sharing schemes 21st - 22nd March 2019 Berlin Participation in municipal transport projects 1st - 2nd April 2019 Berlin Automated driving in cities – Chance for traffic or 10th April 2019 Berlin collapse? Strategic knowledge in mobility planning: Collab- 13th - 14th May 2019 Cologne oration in the municipality and with municipal transport politics Establishing mobility plans in Germany 4th June 2019 Berlin Coping with commercial transport – Solutions for 21st - 22nd October 2019 Berlin inner-city neighborhood logistics Municipal infrastructure – Funding today and to- 4th - 5th November 2019 Berlin morrow Dispute parking – Parking space politics as a 14th -15th November 2019 Berlin strategic instrument Mobility of a changing society – Consequences 25th - 26th November 2019 Berlin for transport planning
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3 Action Plan
TABLE 2: ACTION PLAN 2019-2022
Name/content and short Implementation Entities responsible for implementation description of the measure deadline
Coordination and development of the National SUMP Programme Difu in collaboration with Federal Ministry Meetings of the NTF (6 in Each year of the Interior, Building and Community, total and more to come after Federal Ministry for the Environment, Na- the end of PROSPERITY) ture Conservation and Nuclear Safety, Federal Ministry of Transport and Digital Infrastructure as well as other relevant stakeholders
Legislation
Legal binding framework 2022 Difu in collaboration with NTF
Financial resources and other incentives
Establishment of a Financial 2019 Difu in collaboration with Federal Ministry Support Programme for Cli- for the Environment, Nature Conservation mate protection (National and Nuclear Safety Climate Protection Initiative)
Activation scheme 2020 Difu in collaboration with NTF
Financial Support Pro- 2021 Difu in collaboration with NTF gramme SUMP
Monitoring and evaluation
Quick evaluation scheme 2019 Difu in collaboration with the German partner city Kassel
Information, education and knowledge exchange
National events Each year Difu
Seminars and webinars Each year Difu
Establishment of a “Network 2019 Federal Ministry of Transport and Digital for Sustainable Urban Mobili- Infrastructure ty”
Publication about different 2019 Difu National Support Pro- grammes for SUMPs in other
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EU member states
Publication about the dis- 2019 Difu semination of SUMPs in German municipalities
Publication about shared 2019 Difu mobility and how to integrate it in SUMPs
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Appendix
Member List of National Task Force SUMP D
Markus Becker – Federal Ministry for the Environment, Nature Conservation and Nuclear Safety Volker Gerhard – Federal Ministry of the Interior, Building and Community Jacqueline Modes – Federal Ministry of the Interior, Building and Community Steffen Wulfes – Federal Ministry of Transport and Digital Infrastructure Dr. Bernd Schuster – State Hesse, Expert Group on Urban Mobility (German Bundesrat) Simone Fedderke – Association of German Cities (DST), Centre for Sustainable Urban Mo- bility (FZ NUM) Siegfried Rupprecht – Rupprech Consult Dr.-Ing. Susanne Böhler-Baedeker – Rupprecht Consult Prof. Dr. Christian Holz-Rau – Technical University Dortmund, Research Society for Road and Transportation (FGSV) Thomas Kiel – Association of German Cities (DST) Verena Wagner – City of Karlsruhe Dr.-Ing. Michael Frehn – Planersocietät Wolfang Aichinger – AGORA Verkehrswende Nils Weiland – City of Lübeck, Association of German Cities (DST) Tilman Bracher – German Institute of Urban Affairs (Difu), Head of the Mobility Research Unit Dr.-Ing. Wulf-Holger Arndt – German Institute of Urban Affairs (Difu), Project Leader in Difu for PROSPERITY Dr. Kirstin Lindloff – German Institute of Urban Affairs (Difu), Employee in the PROSPERI- TY project Fabian Drews – German Institute of Urban Affairs (Difu), Student Research Assistant Heike Marquardt – German Institute of Urban Affairs (Difu), Student Research Assistant
Guidelines for Sustainable Urban Mobility Planning in Germany
Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2006): Hinweise zu regionalen Siedlungs- und Verkehrskonzepten FGSV 2006 Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2011): Hinweise zur EU-Umweltgesetzgebung in der Verkehrsplanungspraxis - Teil 1: Luftreinhalteplanung. Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2011): Hinweise zur EU-Umweltgesetzgebung in der Verkehrsplanungspraxis - Teil 2: Lärmaktionsplan. Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2011): Hinweise zum rechtlichen Rahmen der Verkehrsplanung. Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2013): Hinweise zur Verkehrsentwicklungsplanung.
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Forschungsgesellschaft für Straßen- und Verkehrswesen e.V. (Pbl.) (2018): Empfehlungen für Verkehrsplanungsprozesse EVP – FGSV 2018. Check here: http://www.fgsv-verlag.de/catalog
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.10 Annex 10: NSSP for Hungary
National Roadmap for Sustainable Urban Mobility Planning (Hungary)
2019-2022
working paper
March 2019
Created by Mobilissimus Ltd.
Authors:
András Ekés
Antal Gertheis
Balázs Kozák
Stakeholders involved in professional consultations (as members of the Sustainable Urban Mobility Planning Task Force):
Ministry for Innovation and Technology (MIT): Miklós Berencsi, Bálint Madarász- Losonczy, Sándor Siliga, Szabolcs Simon Ministry of Finance (MF): Gábor Sztanics, Beáta Csordás, Katalin Iványi, Zsuzsanna Katona Prime Minister’s Office (PMO): Tamás Dömötör, László Sill Local Government Coordination Office of the Ministry of Interior (MI): Alexandra Dobos, Martin Simon Ministry of Agriculture (MA): Miklós Marton KTI Institute for Transport Sciences Non-profit Ltd. (KTI): Gábor Albert, Balázs Ács, András Munkácsy, Ödön Végvári, Virág Álmos Hungarian State Treasury: Erika Oskó BKK Centre for Budapest Transport Ltd.: Máté Lénárt, Tünde Hajnal City of Szeged: Dr. Miklós Oláh Budapest University of Technology and Economics: Domokos Esztergár-Kiss, Attila Aba, Tibor Princz-Jakovics
This document was prepared within the frames of CIVITAS PROSPERITY project, which has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 690636. http://sump-network.eu/
[Version 29 March 2019]
National Roadmap for Sustainable Urban Mobility Planning working paper
Table of Contents
Introduction ...... 7 Objectives of the Roadmap ...... 10 Roadmap targets ...... 12 Elements of the Roadmap ...... 13 Organisational and Institutional Context for Sustainable Urban Mobility Planning ...... 13 Development of Legal Framework ...... 14 Financial Sources and Other Incentives ...... 15 Methodology and Guidelines ...... 17 Quality Assurance, Monitoring and Assessment ...... 18 Information, Education and Knowledge Sharing ...... 20 Action Plan ...... 21 Endnotes ...... 23
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National Roadmap for Sustainable Urban Mobility Planning working paper
Introduction
Approximately 70 % of the EU population lives in cities, and 80% of its GDP is also generated in cities. However, it is increasingly difficult to travel within cities that has several negative impacts:
• congestions has become permanent; • 23% of traffic-based carbon dioxide emission is generated in urban areas; • regularly exceeded air pollution limits and noise pollution limits; • road accidents result in 28,000 fatalities and 38% of these take place in urban areas;1 • cars increasingly occupy urban public spaces, displacing other functions.
If mobility planning could take a new approach regarding cities and functional urban areas, it would be an important step towards a solution. This is the reason for the inclusion of sustainable urban mobility planning into the agenda of European transport policy. The Urban Mobility Package (2013) defines the concept, the objectives and the characteristics of sustainable urban mobility plans. It also highlights the responsibility of EU member states to adapt the concept to the local context and how they have a vital role in providing access to the cities.2 Based on the well-functioning planning practices conducted in a number of European cities, the European Commission arranged for the development of Guidelines,3 support fora number of methodological and knowledge sharing projects, which involved Hungarian cities among others and the also organises annual SUMP conferences.
The concept of sustainable urban mobility planning covers the followings:
• an approach focusing on people, urban residents (and not on infrastructure or traffic); • a planning process and methodology based on the best European practices, but tailored to the national and local context; • and the strategic plan itself (sustainable urban mobility plan, SUMP: basically, a strategy for mobility development), which is the outcome of the process and the basis for urban mobility development.
The objective of the concept is to provide quality and sustainable mobility, to make mobility available for everyone, to make it safe, clean (environmentally friendly) and efficient (in terms of the use of space, energy and costs), and at the same time, create an attractive environment and quality public spaces in order to improve the quality of life and well-being of town-dwellers. It is essential for cities that their inhabitants, commuters and tourists are provided with a liveable and modern mobility system that also provides safe traffic conditions, where the users of different transport modes mutually accept one another.
The most important features of sustainable urban mobility planning are the following:
• it covers the city and its surrounding urban area, because people do not organise their lives according to city limits; • it takes an integrated approach, and also considers the sustainable objectives of other professional fields; • it involves stakeholders during the planning and the implementation phase (inhabitants, NGOs and economic agents); • it is based on the assessment of the urban mobility system, and defines concrete and measurable objectives for the future; • it includes all modes of transport, but it promotes the spreading of sustainable modes;
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National Roadmap for Sustainable Urban Mobility Planning working paper
• it focuses on truly effective measures that serve the achievement of its objectives.
Urban mobility plans must be in accordance with integrated urban development plans.
In addition to the commitment towards sustainable mobility, it has become an important practical condition by 2015that the European Commission defined as a prerequisite (for certain EU funds) that local governments of cities must have an approved SUMP and this includes, among others, the three priorities of the Integrated Transport Development Operational Programme (IKOP), namely Developing sustainable urban mobility, improving suburban railway accessibility.
To finance their planning processes the local governments of cities with county rights had access to the Sustainable urban transport development measure of the Regional and Urban Development Operational Programme (TOP) 6.4., while Budapest received funding for the process from an IKOP project. The official Hungarian guidelines for the content and the methodological requirements of the sustainable regional development plans were published as annexes to the relevant calls.
A well-prepared plan, however, is not only a prerequisite to receiving EU funds, but it also contributes to using all – EU, national and local – funds in a sensible and cost-effective manner to best achieve the objectives of the city.
The current National Roadmap for Sustainable Urban Mobility Planning was prepared within the CIVITAS PROSPERITY project, between October 2017 and March 2019. The cities training needs were surveyed at workshops, and then connected to the trainings and conferences within the project. The status analysis, the definition of the objectives and the formulation of the proposals took place within the framework of the SUMP Task Force, involving the relevant national bodies in an increasingly wide range of participants. Accordingly, the proposals reflect the professional consensus among the participants, but their political consultation has not yet taken place and until this is done, it is a working paper. The responsibilities can also be allocated as the result of political consultation.
The Roadmap begins with the definition of its objectives. It is followed by the introduction of the elements of the roadmap broken down into different areas. The document will be completed by an action plan, which includes the short-term measures proposed.
Acronyms and abbreviations used in the document EU European Union
GDP Gross Domestic Product
IKOP Integrated Transport Development Operational Programme (Integrált Közlekedésfejlesztési Operatív Program)
KTI KTI Institute for Transport Sciences Non-profit Ltd.
MA Ministry of Agriculture
MF Ministry of Finance
MHC Ministry of Human Capacities
MI Ministry of Interior
MIT Ministry for Innovation and Technology
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PMO Prime Minister’s Office
SUMI Sustainable Urban Mobility Indicators project
SUMP Sustainable Urban Mobility Plan
TOP Regional and Urban Development Operational Programme (Terület- és Településfejlesztési Operatív Program)
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Objectives of the Roadmap
The objective of the National Roadmap for Sustainable Urban Mobility Planning is to define the steps by which the national authorities who are responsible for sustainable urban mobility and other stakeholders involved in the work of the Sustainable Urban Mobility Planning Task Force to assist the local governments in conducting quality urban mobility planning, selecting and developing well- grounded measures and to improve the cooperation among the local governments of the functional urban areas and the various regional levels, as well as the stakeholders of different sectors.
Sustainable urban mobility planning contributes to achieving the strategic objectives defined in the following effective national policy documents:
• National Development 2030 – National Development and Territorial Development Concept (OTFK, 2013)4 • National Framework Strategy on Sustainable Development5 • Second National Climate Change Strategy 2018-2030 (NÉS-2)6 • National Energy Strategy 20307 • National Transport Infrastructure Development Strategy (NKS)8 • Road Safety Action Programme • IV. National Environmental Protection Programme 2015-20209 • Ányos Jedlik Plan10
Relevant strategic objectives in particular (but not exclusively):
• observing climate protection objectives; decarbonisation, • adaptation to climate, • improving road safety, • healthy society, • environmental protection; decreasing negative environmental impacts, • energy saving, energy efficiency, • providing accessibility and mobility; improving the mobility conditions of inhabitants, • competitive, innovative economy; contributing to economic efficiency and growth; improving employment, • reducing regional inequalities, • improving social justice and equity, • strengthening international relations.
To achieve the objectives above, it is essential to strengthen the commitment of local governments towards sustainable mobility and provide them with support in sustainable urban mobility planning, to help them create a greater number of high quality plans and exploit the possibilities they provide to ground their measures, according to the following approach:
• The most effective approach to planning is based on internal motivation. Therefore, it is essential to present the advantages of sustainable urban mobility planning as a planning approach. Especially its focus on extensive social involvement, which contributes to the subsequent acceptance of the measures, and the assessment and prioritisation of project proposals and by considering cost-benefit aspects. • Before planning from internal motivation is achieved, it is possible to prescribe the creation and continuous updating (regular revision) of SUMPs as a short-term obligation or as a
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prerequisite to receiving funds. However, there is a risk that these conditions are only met formally. • At the same time, local governments and those responsible for planning must be provided with tools, including education, methodological support and quality assurance so that high quality plans can be created to provide the grounds for the selection of measures.
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Roadmap targets
The Roadmap aims to achieve the following measurable targets by 2022:
• From the capital and cities of county rank at least 18, from other cities at least 7 have an actual SUMP (approved or reviewed in the past 5 years), • Set up a designated organisation responsible for sustainable urban mobility planning that is a designated single contact-point by 2020, • Sustainable Urban Mobility Planning Task Force have 2 sessions every year, • Legal integration of sustainable urban mobility planning into the Hungarian planning system to be achieved by 2021, • Existing guidelines to be reviewed based on the European SUMP 2.0 guidelines (by 2020), • New system of quality assurance to be developed (by 2020) • National indicator system and its assessment methodology that is coherent and provides data that is comparable in terms of time and with regard to different cities developed based on the results of the European SUMI project (by 2020), • Provide at least 1 course on sustainable urban mobility planning that has been integrated into the training of officials for public administration (by 2020), and • At least 1 annual study tour for decision makers.
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Elements of the Roadmap
This National Roadmap for Sustainable Urban Mobility Planning offers proposals in the following areas, detailed in the sub-chapters below:
• organisational and institutional context for sustainable urban mobility planning; • development of legal framework; • financial sources and other incentives; • methodology and guidelines; • quality assurance, monitoring and assessment; • information, education and knowledge sharing.
Organisational and Institutional Context for Sustainable Urban Mobility Planning
A key element of and a guarantee for the implementation of the National Roadmap for Sustainable Urban Mobility Planning is the strengthening of the organisational and institutional context of sustainable urban mobility planning within public administration.
Designating the Organisation Responsible for Sustainable Urban Mobility Planning Since sustainable urban mobility planning involves several stakeholders, a responsible organisation should be designated, which supervises the area with due diligence and co-ordinates the work of the stakeholders.
Ministries involved, and their relevant scope of duties and authority:11
• Ministry for Innovation and Technology: national infrastructure developments, energy policy, the use of EU funds, economic development, transport, development policy for the use of non- EU funds, regional development, • Ministry of Finance: national budget, strategic planning for regional development, • Prime Minister’s Office: development of Budapest and its agglomeration, regional development and urban design, • Ministry of Interior: local governments, motorway patrol, urban management, • Ministry of Agriculture: environmental protection; • Ministry of Human Capacities: education, health.
The responsibilities can also be allocated as the result of political consultation within each of the participating ministries and between them.
Sustainable Urban Mobility Planning Task Force During the development of the present roadmap a Sustainable Urban Mobility Planning a Task Force was set up, which provided the ground work for structured coordination of the relevant issues of sustainable urban mobility planning among the representatives of ministries and other stakeholders listed in the sub-chapter above.
It is proposed to continue to operate the Task Force, which convenes regularly (at least twice a year) to coordinate the work of the organisations involved. The sessions of the Task Force are convened by
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Single Contact for Local Governments Since there are a number of stakeholders involved in sustainable urban mobility planning, it is difficult for local governments (as clients) to oversee the relevant scope of duties and authority. Therefore, it is advisable to set up a single contact-point for local governments to manage issues of sustainable mobility planning (e.g. policies, professional methodologies, financing, procedural issues). The contact- point is always available, and it responds to enquiries in a short period of time. It conveys questions to the relevant agents and returns their answers to the clients.
The contact-point can be a separate department set up for the particular task, or an existing department within one of the ministries with newly added responsibilities and resources.12
Professional support for the contact-point can be provided by the KTI Institute for Transport Sciences Non-profit Ltd., an agency of the Ministry for Innovation and Technology.
Development of Legal Framework
Sustainable urban mobility planning, as a mode of planning is currently not defined in Hungarian regulations.
In the Hungarian context, there are predecessors to SUMPs, although they are different in different cities. One of those predecessors is the transport concept that cities could create a policy connected to the urban development concept in accordance with Act XXI of 1996 on Regional Development and Regional Planning13 and its implementing legislation. Compared to the transport concept, the SUMP has a different focus (focusing on the people, residents instead of infrastructure and traffic). It is created as a result of a wide-spread participatory process, which requires more time. Another difference is the assessment and prioritisation of the project proposals based on cost-benefit aspects, resulting in a concrete action plan. By definition, the SUMP is created for functional urban areas.
In many cities (especially in smaller towns), however, there have been no predecessors to strategic planning in the area of transport for a long time. The progress on this field is served by the integration of the SUMP approach and methodology to the national planning system.
Integrating Sustainable Urban Mobility Planning into The Planning System Sustainable urban mobility planning should be integrated into the Hungarian planning nomenclature, and certain frameworks should be regulated by means of a multi-level approach. It is proposed to include the SUMP among the urban planning tools, taking into account the close correlations.
• modification of laws (e.g. the Act on Regional Development and Regional Planning, on the Built Environment): the accurate definition of the planning mode of SUMPs, its integration into the Hungarian planning system. Definition of the cases, in which it is compulsory to create a SUMP depending on the size of the city and the parameters of the functional urban area, and in which cases it is only optional (separately or by the cooperation of several local governments). Definition of its life cycle and its cyclic revision;
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• Creation of lower level regulations for the documentation of the uniform parameters and minimal expectations of SUMPs. Defining the ministry responsible for the scope of duties and authority to create detailed guidelines. It is recommended to handle the regulation uniformly with other sectoral plans related to settlement development. • Documenting the detailed content-related and methodological requirements of sustainable urban mobility planning in the guideline (revision of existing guidelines, if necessary), see more in the chapter on Methodology and Guidelines.14
Defining the Correlation Between the SUMP and the Related Planning Modes In addition to the legal definition of SUMP, its correlation with other planning modes should also be defined. The European practice points in the direction of connecting the transport development strategy (SUMP) to the urban development concept and strategy.
• From the perspective of urban policy, the revision of the Leipzig Charter15 by 2020 should be considered, as well as the Urban Agenda for the EU.16 • The National Transport Infrastructure Development Strategy refers to the SUMP only indirectly; it has to be integrated into it during its future revisions. • As a detailed transport policy, the SUMP – if it is updated – should be able to replace the founding elements (e.g. the integrated regional development strategy) of the modes of planning defined in certain regulations. • The local regulations should observe the SUMP as a strategic document of sustainable regional and mobility development. For example, the urban planning tools and the SUMP should be reconciled. • However, while connecting the SUMP to other modes of planning, we should avoid decrease its clarity and accessibility for the public due to the use of an excessively professional wording.
Financial Sources and Other Incentives
Providing for calculable financial sources is a key element from the perspectives of planning and implementation. Proper incentives should be included in order to create and implement the most possible number of plans in the best possible quality. While the calls of the current programming cycle − that mostly funded the planning activities so far from Cohesion Fund and Structural Funds sources − have ended, and new calls are not expected for a few years, it is possible to make proposals for the future.
Providing for the Financial Sources of Sustainable Urban Mobility Planning The following proposals were made by the Task Force in connection with the financial sources of planning:
• Calls before the beginning of the next EU programming cycle (even by using the possible remaining funds from the current cycle) dedicated to sustainable urban mobility planning (not competing with infrastructural investments), or directly at the very beginning of the next 7- year cycle (1, 5-2 years), separated in time from the infrastructural developments to be planned. o The quantity of available funds can depend on the size of the city and the size of the surrounding functional urban area or micro-region.
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o Cities with existing SUMPs should be provided with funding for the regular revision of the existing plan, not for the creation of new plans. • Offering extra points in the assessment guidelines of other relevant infrastructural grants for local governments, if they apply for the creation of a SUMP in addition to the main activity, or if they have an up-to-date SUMP.
The Role of SUMPs in the Financing of the Implementation of Measures The following proposals were made by the Task Force for the financing of and incentives for implementation:
• Existing and up-to-date SUMP as a prerequisite for the receiving of EU or national funds. • A proper chronology should be established for the planning of the SUMP (strategy) and the projects, so that they can be built upon one another. The grant-based creation and the revision of SUMPs should precede the selection and the detailed preparation of the projects to be implemented. It is essential that these are coordinated within the bodies preparing the calls, for instance between the body responsible for sustainable urban mobility planning and the ministry responsible for the national budget. Accordingly: o Planning should fit into the process of urban development planning. o Before the beginning of the next EU programming cycle (even by using the possible remaining funds from the current cycle), or directly at the very beginning of the next 7-year cycle (in the first one or two years) a separate call should be made for co- financing sustainable urban mobility planning (see the sub-chapter above). Since in the beginning of the cycle the selection of projects is usually not completed yet, the task is not to ground projects in the preparation or implementation phase, and therefore, the relevant methodology and the desired quality can be ensured. It is also easier and faster to prepare the call, compared to more complex and larger scale projects.
The local governments should be informed from the beginning that existing and up-to- date SUMPs will be the prerequisite to the future support for the measures.
It is advisable to make the call open for the entire programme cycle in order to provide for the creation of new SUMPs and the regular revision of existing plans.
o The publication of calls for infrastructural projects is proposed to be conducted afterwards only. When making decisions about the funding of projects, it is advisable to consider the content of the SUMP, but at least its existence should be a prerequisite for access to funds. Therefore, the implementation of the projects can be realised in the second half of the programming cycle. (Projects of national significance do not have to be based on SUMPs, but on national strategies; for the SUMPs they are to be regarded as inputs.) o Instead of two calls, it is also possible to make a two-step call as defined above (first step: SUMP; second step: detailed preparation and implementation of the project).
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Methodology and Guidelines
In December 2015, the first official Hungarian guidelines for the expected content and methodology of SUMPs were published within the frames of the relevant TOP and IKOP calls.17 18 These were compiled into a short document dated 1st March 2016 under the title “Guidelines for the Development of Sustainable Urban Mobility Plan”19, which was replaced on 13th January 2017 by a more detailed set of guidelines (Methodological Guidelines for the Development of Sustainable Urban Mobility Plans) 20. The last publicly available Hungarian guidelines were published as an annex to the TOP-6.4.1 call, under the title Guidelines for the Development of Sustainable Urban Mobility Plan for the Period of 2014- 2020.21
While SUMPs are, by definition, created for functional urban areas and planning for functional urban areas is a growing trend globally, there is no administrative level in Hungary that would be able to approve such plans, despite of the territorial level of former micro-regions and current districts being in many cases adequate, and cities are reluctant to cooperate.
Detailed Definition of Expectations for SUMPs While the genre of SUMP, together with its uniform parameters and minimal expectations is proposed to be accurately defined in legal regulations (see chapter Development of Legal Framework), the detailed content and methodology should be defined in guidelines.
The regular revision of existing guidelines is advisable, by considering the following aspects (among others):
• The expectations should be differentiated according to the size of the cities (including the level of detailing the topics, the minimal sample size of the surveys, the traffic modelling, the frequency of revision and other methodological questions). 22 • The objectives should be defined (e.g. the minimal coverage and sample size of the survey, the minimum time required for participatory planning, minimum requirements concerning the involvement of the functional urban area) in order to avoid cost savings that supersede the minimal quality expectations. • The guidelines should define the timeframe for regular revisions of the plan so that they can be considered up to date (e.g. in every 3–5 years, or upon changes significantly influencing the mobility processes).
The designated body and the experts involved create the guidelines on the basis of the sustainable urban mobility planning concept and guidelines of the European Union23, and by integrating Hungarian experiences within a wide-spread cooperation of partners. The EU guidelines are currently being revised, and SUMP 2.0 is expected to be completed by the autumn of 2019, therefore it is practical to revise the Hungarian guidelines afterwards.
Guidelines for Local Governments (as clients) The unified guidelines should be separated, according to target groups, into a guideline for local governments (as clients) and another one for planners, or into a general guideline and another guideline for local governments (as clients), which offers guidance explicitly in connection with the questions related to the client function of the planning. The following major elements of the guidelines are proposed:
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• Presenting the tasks and steps related to creating a quality SUMP tailored to the parameters of the city. • Providing support regarding questions related to call for planning tasks; defining the minimum (or multi-level) requirements, differentiated by the size of cities, the specification and the monitoring of which is necessary for the creation of the SUMP that are high quality. • Proposals regarding the content of the communication plan necessary for the preparation of the planning and the planning of negotiations. • Providing guidance related to the typical time frame and costs necessary for the creation of sustainable mobility plans, differentiated by the size of cities.
Guidelines for Planners The objective of the detailed guidelines for planners is to provide comprehensive methodological support during the planning process (regardless of the fact that the plan is created by the internal capacities of the local government, or by a company of the local government or an external planner).
• Regardless of the call for task of the tenderer the guidelines should include the definition of the minimum (or multi-level) requirements, differentiated by the size of cities, the specification and the monitoring of which is necessary for the creation of the SUMP of a proper quality. • It should be applicable to provide the experts participating in the planning process (not only transport experts due to the multi-disciplinary nature of sustainable urban mobility planning) with a clear view about the approach and the methodology of planning and with practical assistance (i.e. provide examples on calculating indicators) in creating the plan.
Obviously, the two guidelines should be in harmony with one another.
Quality Assurance, Monitoring and Assessment
The quality assurance of SUMPs currently covers the plans financed by IKOP and TOP funds, and it is conducted by the KTI Institute for Transport Sciences Non-profit Ltd. appointed for the task by the Ministry of Innovation and Technology. Quality assurance primarily covers the compliance with the guidelines, a deeper content analysis would require more time. Without knowledge of the local circumstances and negotiations with stakeholders it is impossible to decide whether the plan reflects the collective intentions of the participants.
There is currently no system of indicators that would provide unified data that are comparable in terms of time and with regard to different cities, beyond the most basic data collected nationwide.
Registration of SUMPs The basis of the quality assurance, as well as of taking into account the SUMPs for financial and other reasons, is the creation and continuous updating of an official database of SUMPs. The responsible for this is the designated coordinating organisation. Its basis can be the European CIVITAS SUMP Registry.24
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Quality Assurance for Sustainable Urban Mobility Planning Quality assurance is necessary for the entire process and at all milestones of creating a SUMP. In the early phase of the planning process it is still possible to make significant modifications; but after its completion no major corrections are possible to be made (e.g. making up for partnership). The most important elements of quality assurance are the following:
• Integration and documentation of the compulsory professional negotiations at the level of planning procurement. Currently smaller cities often lack the necessary expertise and capacity to compile and evaluate calls. External resources, however, cannot replace the motivation and intention to create the plan, or the detailed knowledge of local conditions. • Defining the negotiation process: professional revision of the draft in the different planning phases, especially in the early phase and at the pre-defined milestones of the process. • In order to achieve the above objectives, it is advisable to set up a professional monitoring body.25 This should include several, specified professional fields and institutions, since the qualification of such a complex plan requires an analysis based on a number of aspects. • The monitoring of the compliance of the sustainable urban mobility planning process and the completed plan with EU guidelines by means of the sustainable urban mobility planning self- assessment tool.26 • Similarly to the funding of sustainable urban mobility planning, funding (e.g. from the EU) for quality assurance should also be provided.
Follow-Up and Assessment The framework for the monitoring and assessment of SUMPs should be defined. The most important elements of this framework are the following:
• Monitoring the implementation of SUMPs: comparing the action plan and the prioritised project list with the developments that were realised. • Developing a national indicator system and its assessment methodology that are coherent and provide comparable data in terms of time-scale and with regard to different cities. o The assessment of the achieving of strategic objectives can primarily be done by using impact indicators, in accordance with the objectives and indicators defined in the effective national policy documents (see chapter Objectives of the Roadmap). o Within the frames of the Sustainable Urban Mobility Indicators (SUMI) project the EU will have an indicator system developed by the end of 2019;27 and it should be used as a basis. o It is proposed to create and continuously update an official, publicly accessible and searchable database of indicators. The responsible of this is the designated coordinating organisation. • Providing regular financial sources, and if necessary, professional support for cities with existing SUMPs in order to support their monitoring and assessment processes. o In certain cases, it may be more effective to conduct surveys covering all of the cities in a unified manner and at a national level.
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Information, Education and Knowledge Sharing
In order to assist local governments to create more high-quality SUMPs, the experts involved, either directly in the process of planning, or affected indirectly, should be provided with education, training and updated information as well as with a platform for knowledge sharing. There have been initiatives in this regard, primarily within the framework of EU research and knowledge sharing projects and in higher education institutions based on occasional initiatives.
Higher Education, Professional Training Sustainable urban mobility planning should be integrated into the higher education institution curriculums. Due to the multi-disciplinary nature of sustainable urban mobility planning, it affects a number of training areas and specialisations (e.g. transport engineer, civil engineer, urban engineer, environmental engineer, engineering management, economist, geographer, sociologist, jurist, communication expert), even if not to the same depth. Consequently, different training may vary from a few classes to an entire course; a practical project task that may involve different specialisations and require teamwork could be an especially suitable form of training, but it is proposed to consider it also as a topic of thesis papers or scientific student’s conference contributions.
Sustainable urban mobility planning should be integrated into the system of professional training, most importantly, into the training system of the Hungarian Chamber of Engineers (which already offers such trainings).28
Training of Public Service Officials The compulsory training system for public service officials is provided and developed by the National University of Public Service.29 It is conducted in the ProBono system30, primarily built upon e-learning type, online learning materials and exams, i.e. the courses can be taken any time. The current offer for training should be completed by the topic of sustainable urban mobility planning (related to the competence of “urban development”); this can be initiated by a department of the relevant ministry. Due to the multi-disciplinary nature of sustainable urban mobility planning, the training should be made available (optional) for all public service officials, regardless of their qualification.
Training of Elected Officials of Local Governments In addition to experts and public service officials, decision makers should also be provided with updated information and a platform for knowledge sharing. The most suitable platforms are professional meetings, conferences, presentations and professional study tours. These should be realised in cooperation with alliances of local governments, as well as integrating European projects and other existing initiatives.
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Action Plan
With regard to all of the elements in the roadmap, the action plan of the National Roadmap for Sustainable Urban Mobility Planning defines the most important short-term and medium-term tasks, their deadlines, and if possible, the responsible body. In many cases the definition of the responsibilities, however, is dependent upon further decisions regarding organisational structures and responsibilities, in accordance with the content of the chapter, Organisational and Institutional Context for Sustainable Urban Mobility Planning.
Measure Deadline for Responsible Organisations Implementation Organisational and Institutional Context for the Support of Sustainable Urban Mobility Planning Designating the organisation responsible 2019 ministries involved (MIT, MF, for sustainable urban mobility planning PMO, MI, MA) Formalising the Sustainable Urban Mobility 2019 ministries involved (MIT, MF, Planning Task Force PMO, MI, MA) Operating the Sustainable Urban Mobility continuously, 2 responsible organisation Planning Task Force sessions every (coordinator); up to its year designation MF Setting up a single contact-point 2020 designated organisation; professional support by KTI as the professional support organisation of MIT Development of Legal Framework Legal integration of sustainable urban 2021 ministry responsible for transport mobility planning into the Hungarian (MIT) / ministry responsible for planning system; regional development and urban defining its correlation with relevant design (PMO) / MIT / external planning modes experts Financial Sources and Other Incentives Providing funds for sustainable urban 2020 ministry responsible for the mobility planning national budget (MF) / ministry responsible for the use of EU funds (MIT) Defining the role of SUMPs in the funding 2020 ministry responsible for the of the implementation of measures national budget (MF) / ministry responsible for the use of EU funds (MIT) Methodology and Guidelines Revision of existing guidelines 2020 ministry responsible for transport (MIT) / KTI / external experts Developing guidelines for local 2020 ministry responsible for transport governments and planners (MIT) / KTI / external experts Quality Assurance, Follow-Up and Assessment Creating and continuously updating the 2019 designated organisation SUMP database Developing a new system of quality 2020 ministry responsible for transport assurance (MIT) / KTI / external experts
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Measure Deadline for Responsible Organisations Implementation Providing funds for quality assurance 2020 ministry responsible for the national budget (MF) / ministry responsible for the use of EU funds (MIT) Developing a national indicator system and 2020 ministry responsible for transport its assessment methodology that are (MIT) / KTI / external experts coherent and provide data that are comparable in terms of time and with regard to different cities Information, Education and Knowledge Sharing Integration of sustainable urban mobility 2021 ministry responsible for transport planning into the curricula of higher (MIT) / MHC (State Secretariat for education institutions Higher Education) / universities Integration of sustainable urban mobility 2020 ministry responsible for transport planning into the system of professional (MIT) / Hungarian Chamber of trainings Engineers Integration of sustainable urban mobility 2020 ministry responsible for transport planning into the training of officials for (MIT) / MHC (State Secretariat for public administration Higher Education) / National University of Public Service Providing updated information to decision continuously responsible organization makers, creating a platform for knowledge (coordinator) / Hungarian sharing CIVINET / partners of the relevant EU projects
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Endnotes
1 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions. Together towards competitive and resource-efficient urban mobility. European Commission, Brussels, 17. 12.2013 COM(2013) 913 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1552653279477&uri=CELEX:52014AE1042 Annex 1.: A Concept for Sustainable Urban Mobility Plans. Brussels, 17.12.2013 COM(2013) 913 final ANNEX 1. Online: https://ec.europa.eu/transparency/regdoc/rep/1/2013/EN/1-2013-913-EN-F1-1-ANNEX-1.Pdf 2 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions. Together towards competitive and resource-efficient urban mobility. European Commission, Brussels, 17. 12.2013 COM(2013) 913 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1552653279477&uri=CELEX:52014AE1042 Annex 1.: A Concept for Sustainable Urban Mobility Plans. Brussels, 17.12.2013 COM(2013) 913 final ANNEX 1. Online: https://ec.europa.eu/transparency/regdoc/rep/1/2013/EN/1-2013-913-EN-F1-1-ANNEX-1.Pdf 3 Guidelines – Developing and Implementing a Sustainable Urban Mobility Plan. January 2014. http://www.eltis.org/sites/eltis/files/sump_guidelines_en.pdf 4 Accepted by the Hungarian Parliament in Resolution 1/2014. (I. 3.) OGY. 5 National Framework Strategy on Sustainable Development 2013. National Council for Sustainable Development, ISBN 978-963-08-7737-4 http://www.nfft.hu/documents/1238941/1240162/Nemzeti+Fenntarthat%C3%B3+Fejl%C5%91d%C3%A9si+Ker etstrat%C3%A9gia / Resolution of the Hungarian Parliament 18/2013. (III. 28.) OGY ont he National Framework Strategy on Sustainable Development. In Hungarian: http://njt.hu/cgi_bin/njt_doc.cgi?docid=159665.239130 6 Resolution of the Hungarian Parliament 23/2018. (X. 31.) OGY on the Second Climate Change Strategy for the period of 2018–2030, offering perspectives for the period until 2050. In Hungarian: http://njt.hu/cgi_bin/njt_doc.cgi?docid=210944.360067 7 National Energy Strategy 2030. Ministry of National Development. http://2010- 2014.kormany.hu/download/a/b7/70000/Hungarian%20Energy%20Strategy%202030%20Summary.pdf 8 Approved by Government Decree 1486/2014. (VIII.28.). 9 Resolution of the Hungarian Parliament 27/2015. (VI. 17.) OGY on the national environmental protection programme for the period of 2015–2020. In Hungarian: http://njt.hu/cgi_bin/njt_doc.cgi?docid=176156.294493 10 Government Decree 1487/2015. (VII. 21.) on the legislative tasks related to the Ányos Jedlik Plan. In Hungarian: http://njt.hu/cgi_bin/njt_doc.cgi?docid=176836.296554 11 Government Decree 94/2018. (V. 22.) on the scope of duties and the authority of the members of the Hungarian Government. In Hungarian: http://njt.hu/cgi_bin/njt_doc.cgi?docid=208417.360276 12 An example in another area to follow could be Local Government Coordination Office of the Ministry of Interior. 13 Act XXI of 1996 on Regional Development and Regional Planning. https://www.ecolex.org/details/legislation/act-xxi-of-1996-on-regional-development-and-regional-planning- lex-faoc011620/ 14 An example in another area to follow could be the system of Standard Specifications for Highway Construction (in Hungarian: Útügyi Műszaki Előírások, ÚME). 15 Leipzig Charter on Sustainable European Cities. 16 Urban agenda for the EU. European Commission, https://ec.europa.eu/info/eu-regional-and-urban- development/topics/cities-and-urban-development/urban-agenda-eu_hu 17 Guidelines for the Development of Sustainable Urban Mobility Plan. Ministry of National Development. (13 pages) 18 Guidelines for the Development of Sustainable Urban Mobility Plan (SUMP). Ministry of National Development. Created by: Trenecon Consulting and Planning Ltd., subcontractor: Mobilissimus Ltd. (22 pages) 19 Guidelines for the Development of Sustainable Urban Mobility Plan. Ministry of National Development. (38 pages) 20 Methodological Guidelines for the Development of Sustainable Urban Mobility Plans. Ministry of National Development. Created by: Trenecon Consulting and Planning Ltd. (52 pages) Last version: 07 June 2017 21 Guidelines for the Development of Sustainable Urban Mobility Plan for the Period of 2014-2020. Ministry of National Development. (27 pages)
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22 In the Czech Republic the comprehensive SUMP methodology is compulsory for cities, while smaller towns are provided with a simplified methodology. 23 The SUMP Concept. Eltis, http://www.eltis.org/hu/mobility_plans/sump-koncepcio 24 http://sumps-up.eu/sump-registry/ 25 An example in another area to follow could be the plan panel evaluating the bicycle network plans, which includes, in addition to the grantee, the body calling for tender, the relevant ministry and other professional organizations involved, and the representatives of the relevant NGO’s. 26 SUMP Self-Assessment tool, https://www.mobility-academy.eu/course/view.php?id=70 27 SUMI project, https://www.rupprecht-consult.eu/project/sumi.html 28 Professional Training. Hungarian Chamber of Engineers, in Hungarian: https://www.mmk.hu/szolgaltatasok/tovabbkepzes/naptar 29 Our programs. National University of Public Service, in Hungarian: https://probono.uni-nke.hu/tartalom/tisztviseloknek/kepzeseink 30 ProBono, in Hungarian: https://probono.uni-nke.hu/
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5.11 Annex 11: NSSP for Lithuania
Lithuanian Programme for Development of Sustainable Urban Mobility Plans
March 2019
Abstract: The national programme for the development of Sustainable Urban Mobility Plans in Lithuania is managed by the Ministry of Transport and Communications. The planning process has been developed over a period of six years, starting with a draft set of recommendations and guidelines that were prepared for extensive discussion through training workshops and focus groups set up around the country. The guidelines were based on those produced by the EU through its ELTIS programme. The desire to start developing a programme for SUMPs was based on a number of directives coming out of the EC (such as the White Paper (2011), the ITS Directive 2010/40 on urban transport development, ITS and sustainable mobility, and the EC Communication on ‘Developing a competitive urban mobility system based on the efficient use of resources’- 2013). Lithuania was one of the few new member states to specifically detail the development of SUMPs in their EC Operational Programme 2014-2020, meaning that the government was committed to this and allocated budget for it. The programme rolled out in 2016/17 with cities having to apply for funds to prepare their SUMP, based on providing a team of experts and practitioners with capacity to do this. The process was open to the largest cities in the country as well as smaller cities with a tourist or heritage significance, there were 18 in total. Apart from the Ministry of Transport and Communications, the Ministry of Environment also shares some responsibility and the Ministry of Health also has a supporting role in discussions. However, further development of SUMPs should involve continuous and serious support from other related Ministries in order to ensure that the benefits are recognised further afield.
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Authors – National Task Force for SUMP: Jonas Damidavičius James McGeever Vaiva Ramanauskienė
Co-authors – working group at the Ministry of Transport and Communications: Vladislav Kondratovič Vytautas Palevičius
Experts who have contributed: Kristina Gauče (Gauče & Ko) Justina Muliuolytė (PuPa)
Expert support – members of the National SUMP Commission: Eduardas Kriščiūnas – Lithuanian cyclist asosiacion Marius Markevičius - National Public Transport Passenger Association Vida Ablingienė – Association of Local Authorities in Lithuania Elena Auglienė – Ministry of Environment Dalia Žukienė – Ministry of Health
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Table of Contents
INTRODUCTION 1
Programme Vision 3
Programme Objectives 3
Programme Targets 3
Expected Programme Impacts 4
ELEMENTS OF THE NATIONAL SUMP PROGRAMME 5
Coordination and Development of the National SUMP Programme 5
Legislation 6
Financial Resources and Other Incentives 7
Methodology and Guidelines 8
Monitoring and Evaluation 8
Information, Education, and Knowledge Exchange 10
ACTION PLAN UP TO 2023 12
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Introduction
The foundations for the development of SUMPs and the preparation of guidelines and technical documents started in earnest in 2013. Before this, a lot of work was done to promote SUMPs and SUMP best practice in some of the bigger cities in Lithuania. This process was mainly carried out through local involvement in EU projects such as MAX; EPOMM Plus; ELTIS Plus; IEE, INTERREG, CIVITAS and ENDURANCE to name but a few. As well as city representatives, local academics, thematic professionals, and NGO experts were also involved in these projects. Before the Ministry allocated SUMP funding (via EU structural and cohesion budgets), a few of the larger cities had been involved in EC supported sustainable transport and mobility projects. Kaunas was probably a ‘pioneer’ in this area with its involvement in the inaugural CIVITAS One Programme and the project VIVALDI (2000 – 2004 - with partners from Bristol, Nantes, Aalborg, and Bremen). The city also won the CIVITAS Best Demonstration City Award in 2005 and subsequently went on to host the CIVITAS Forum in 2007. However due to the procurement process that each city had to udergo in order to recruit expert consultants to prepare the SUMPs, it was clear that mobility management experts were in short supply, although there were plenty of transport engineers, planners and urban designers. This clearly had an impact on the scale and detail of the new mobility measure ideas that were incorporated into the final SUMPs. During the first year of the preparation of SUMP guidelines, the initial figure of 16 chosen cities was increased to 18 with an amount of flexibility on some additional small cities joining later depending on available funds and funds claimed. However, the size of cities in Lithuania varies from the big four, with populations over 100,000, to the rest varying from 50,000 to as low as a few thousand (these smaller population cities being either those tourist destinations or places of cultural significance). Further development of SUMps and the SUMP process may be better acheived by looking at small regional area SUMPs instead of stand-alone small city / town / village SUMPs. In comparison to many other EU member states, and their development of SUMPs, Lithuania is still learning how best to implement, monitor and evaluate, and to build on improving their development. Although all 18 cities received funds and have produced their SUMP (except the city of Kaunas – due before the end of April 2019), many of these SUMPs are straight forward ‘business-as-usual’ planning documents, with few if any proposing any particularly innovative measures. That said, the Lithuanian programme for SUMPs will hopefully help to inspire innovation in SUMP measures through promoting exchanges with leading innovators in SUMP development within the EU. We also hope that work to ensure that cities all understand the importance and the value of the monitoring and evaluation process, further training and perhaps specific thematic mobility measures will form part of our programme aims in the coming years. In doing so, we hope this will help the Ministries to achieve its EU targets on key priorities such as reduction in congestions, air pollution and road traffic fatalities.
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Acronyms and abbreviations: CF – Cohesion Fund EMW – European Mobility Week ERDF – European Regional Development Fund EU – European Union ITC Lithuania- Intelligent Transport Systems (ITS) development Association in Lithuania MoTC – Ministry of Transport and Communications NSC- National SUMP Commission NTF for SUMP – National Task Force for SUMP PT – public transport RL – Republic of Lithuania SUM – planning Sustainable urban mobility planning SUMP – Sustainable Urban Mobility Plan SUMPC- Sustainable Urban Mobility Plan Committee
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Programme Vision The programme vision remains very much in line with the original plan that was drafted over six years ago. The reason for this is to ensure that all the main cities in the country have a SUMP produced, will have implemented the main recommended measures ,; have effectively managed to monitor and to evaluate the implemented measures and will have worked with the national Ministry (MoTC) to incorporate improvements into national policy guidelines.
Programme Objectives
INCREASE THE AWARENESS OF THEMATIC MOBILITY MEASURES Simply, we need to ensure that we continue the knowledge exchange to assist cities and city experts to become more familiar and more confident in planning for innovation in their SUMP development. Cities must change from the ‘business-as-usual’ method of planning. SUMPs must be produced to provide for the long term future and not just as a means to plaster over various short-term problems. By highlighting examples from other cities, we expect to show that visionaries in city planning can also provide practical solutions.
TO CONSIDER A SMALLER REGIONAL SUMP PROGRAMME Lithuania is a relatively small country with only a handful of cities with large populations. MoTC wants to consider whether there is some value in encouraging a regional focus for SUMPs in some of the areas where big cities do not exist. This would also encourage a greater sense of collective thinking from the SUMP cities as to how their immediate surroundings are influenced by traffic and mobility needs from outside (we are particularly interested in the EU project ‘Poly-SUMP’).
MONITORING AND EVALUATION The monitoring and evaluation process within the guidelines of the SUMP process was perhaps not as strong an element as it could have been. Therefore by understanding the value of this for the future development and improvement of the SUMP programme we want to increase city knowledge through promoting good practices from other cities. Its only through monitoring and evaluation that cities can purposefully report about the impact their SUMP is making, which is crucial if government wants to highlight its successes.
Programme Targets The National SUMP Programme will strive to reach the following targets: • Every 5 years, starting from 2018, all major municipalities will review and update their SUMPs (city municipalities with over 25,000 inhabitants or having a resort status) and the smaller municipalities with adopted SUMPs. • By 2023, a third of the 60 municipalities will have SUMPs, while most of the other municipalities will be functioning in line with SUM planning principles.
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• Starting from 2019, the following activities will be carried out annually: a yearly National Conference on Sustainable Mobility; a coordinated discussion focused on at least one SUM mobility measure during the European Mobility Week (EMW); regular meetings with National SUMP Commission on the promotion of sustainable mobility in cities; two events for municipalities, regions, and/or professionals, regular support for municipalities and regions when preparing, updating and implementing SUMPs. • By 2020, a national monitoring and evaluation scheme will be established. From 2020 onward, all municipalities with an adopted SUMP will report on the monitoring and evaluation results (following the predefined set of indicators) every 1–2 years and all other municipalities will report every 5 years. • In 2019, the National SUMP Guidelines will be updated, and the SUMP quality assessment scheme will be established. • By 2023, the financing of national infrastructure at the local and regional levels will be conditioned in line with the existence and quality of municipal SUMP.
Expected Programme Impacts SUM planning development in Lithuania will have the following impacts: • From 2020, the average number of public transport trips for one passenger will increase by 0,5% per year • By 2023, ownership of cars in the country, that use fossil fuels, will be regulated and thus start to decrease. • By 2025, the number of traffic accidents with deaths per 1 million inhabitants at the national level will be reduced from 69 deaths per million population (2017, MoTC) to 40 deaths per million population. (This will be promoted through our support for the ‘Vision Zero’ campaign.) • By 2025, the modal split at the national level will change in favour of sustainable travel modes. • By 2025, the length of bicycle paths in national roads will increase from 1200 (2017, MoTC) to 1500 kilometres. • By 2025, the largest cities will implement 30 traffic calming zones with posted speed limits of 30 km/h. • By 2027, investment in transport infrastructure will be proportional to the goals of SUMPs at different levels. • By 2030, ownership of cars in the country using alternative fuels will increase by 150% per year from 1,400 (2019, MoTC) to 11,800.
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Elements of the National SUMP Programme
The National SUMP Programme focuses on the following areas, which are further described below: • Coordination and development of the National SUMP Programme; • Legislation; • Financial resources and other incentives; • Methodology and guidelines; • Monitoring and evaluation; and • Information, education and knowledge exchange.
Coordination and Development of the National SUMP Programme The National SUMP Programme is a eleven-year programme that outlines the activities that will be undertaken by the National SUMP Commission in collaboration with other stakeholders to encourage and support the development of SUM planning at the local levels and take the first steps to transfer the SUM planning approach to the regional and national levels. The Programme defines the contents of the SUM planning support and defines the role, framework and manner of operation of the relevant ministries, municipalities, professional and business organisations that are involved in SUM planning. The National SUMP Programme will be updated at least every five years and renewed every ten years. The Programme is based on the EU documents and guidelines, the experiences of countries with longer SUM planning traditions, the experiences of MoTC and the Lithuanian municipalities with adopted SUMPs, the experiences and the results of European and national projects on the topic. The responsible entity for the National SUMP Programme is National SUMP Commission in collaboration with other stakeholders.
Coordination and Key Stakeholders The interdisciplinary and cross-sectorial approach to SUM planning will be ensured through regularly including all the relevant ministries and sectors and through regular coordination as part of the established National SUMP Commission (NSC), which will consist of representatives from the following:
• Ministry of Transport and Communications; • Ministry of Environment; • Ministry of Health; • Ministry of Education, Science and Sport; • Association of Lithuanian Municipalities; • Lithuanian Road Administration under the Ministry of Transport and Communications; • Council for the Affairs of Disabled People under the Ministry of Social Security and Labour; • Lithuanian Cyclists Community; • Lithuanian pedestrian Association; • National Public Transport Passengers Association; • ITS Lithuania.
The NSC will be the central consulting body for the development and implementation of the National SUMP Programme and SUM planning. It will meet at least twice a year and its composition will change
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National SUMP Programme | 6 according to the prevailing activities within certain periods of operation. The staff composition of the NSC shall be approved by order of the Minister of Transport and Communications. The Key Stakeholders will consist of representatives from the administrations at the national and municipal levels, experts in SUM planning and traffic safety as well as non-governmental organisations. At the municipal level, the coordinating body will be the Sustainable Urban Mobility Plan Committee (SUMPC), which is responsible for SUMP quality during the planning process, it will provide agreement on parts of the SUMP and examine proposals received from impartial or legal persons. SUMPC will include representatives of the municipal administration (traffic safety, architecture, cultural heritage, landscape or other divisions), local communities (public transport, cyclists, senior citizens etc.), and other local organisations, associations and companies. It is recommended that SUMPC should include representatives of institutions and organisations responsible for the transport and mobility services and infrastructure within an urban area or in the suburbs. It is recommended that more than half of the members of the SUMPC should be made up of representatives other than the municipal administrations. The final staff composition of the SUMPC shall be approved by the municipal council.
Support for Municipalities The National SUMP Programme’s main driver will be the continuous updating of the SUM planning practices as well as knowledge transfer between municipalities in Lithuania and beyond. Transferring practices from abroad to Lithuania and exchange within Lithuania will be facilitated by the NSC, the national contact point for SUM planning, which is a well-established and functioning central tool for implementation and communication of the National SUMP Programme with other SUM planning stakeholders in the country. Activities are further detailed in the chapter concerning Information, Education and Knowledge Exchange. We will also expect to discuss and promote opportunities for funding from any open call EU project programmes, particularly the H-2020 and INTERREG-EUROPE.
International Knowledge Exchange As mentioned above in the introduction, foreign best practice in mobility and the examples from advanced EU countries have always been used to support the development of sustainable mobility in Lithuania. Lithuanian cities have some comprehensive experience from their involvement in a large number of EU projects since 2004, such as the EU’s flagship mobility programme, CIVITAS, as well as INTERREG, IEE STEER, EPOMM Plus; ELTIS Plus and other similar projects. Lithuanian cities will continue thier cooperation in sustainable mobility and SUMP development in the EU projects through the INTERREG- EUROPE programme (which will help to develop local municipality experience through best practice cooperation) and the Horizon 2020 (which will help cities to progress in R&D project cooperation with fellow EU cities and experts.
Legislation During recent years of intense and successful SUM planning development in Lithuania, it is recognised that the key factor for the breakthrough of SUM planning is the legal framework. MoTC is responsible for SUM planning in Lithuania and in 2015, the Minister of MoTC adopted the National SUMP Guidelines, which
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National SUMP Programme | 7 included the recommendation that a SUMP for cities with over 25,000 inhabitants or having a resort status should be prepared. The experience of countries that are more advanced in SUM planning also indicates that legislation is an important step in the development of and stability for SUM planning and could contribute to less dependence of SUM planning in Lithuanian on EU financing and initiatives. Legislation can also strengthen cross-sectoral integration in SUM planning in long term perspective. The National SUMP Guidelines forms the basis for SUM planning development. It delineates the organisational framework, SUM planning process. It will also serve as the basis for integrating SUM planning with other sectors, especially spatial and environmental sectors and it will define the relationship between SUM planning and strategic spatial planning in municipalities and regions and its role in spatial planning, environmental protection and other sectors. In 2019, National SUMP Guidelines will be updated and supplemented with minimal SUM planning standards and it will out the set monitoring and evaluation and quality assessment schemes.
Financial Resources and Other Incentives Experience from more developed countries has shown that a successful National SUMP Programme requires stable and clearly defined financial support as well as other support schemes. Financial resources (EU and national) are an important element for implementing SUM planning. European resources have emerged as the main motivation to kick-starting SUM planning in many countries and to further develop comprehensive systems of support for municipalities this can be achieved by countries deploying their own resources.
Financial Incentives The current financial incentives for SUM planning in Lithuania are mainly based on cohesion funding for sustainable mobility. The Cohesion Fund (CF) is used for the financing of the preparation of SUMPs and the implementation of measures for sustainable mobility in cities (promoting public transport, integration of non-motorised vehicles, trip structure by modes of transport, traffic safety and security, improvement of traffic organisation and mobility management, urban logistics, promoting universality of the transport system and including people with special needs, promoting intelligent transport systems). A smaller portion of the road safety, cycling and pedestrian infrastructure funding is also guaranteed from the national road maintenance and development program, which could potentially become a permanent source of financing for more SUM planning activities in Lithuania. One potential political ‘hot potato’ is the subject of road tax. The MoTC has not ruled out looking into this mechanism as a possible form of income especially now as more countries are moving towards supporting the principle of ‘polluter pays’. Income from any road tax would be used to finance bicycle infrastructure near the national roads, but in the future this funding source could be to promote sustainable mobility issues.
Other Forms of Incentives Several incentives and mechanisms will be implemented that will stimulate the interest in SUM planning in municipalities and responsible bodies at the national level (media channels, conferences, annual events,
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National SUMP Programme | 8 etc.). Smaller municipalities with limited financial and staff resources for SUM planning will be encouraged to network and collaborate with other municipalities for SUMP development.
Methodology and Guidelines Lithuania already has in place a methodology and set of guidelines for SUMPs. Although we are still in our early days of developing SUMPs and promoting mobility management generally, there is of course always room for improvement. Until we have established some experience using the current methodology and guidelines, we won’t know how effective it is, but we are committed to constant improvement, and so we have factored this into our programme of review dates. Details on this are discussed below.
National SUMP Guidelines The existing National SUMP Guidelines will be updated in 2019. The revision will stem from the experiences of municipalities and experts involved in the preparation of 20 SUMPs within the national tender in 2016 and 2017. Certain weak spots in the existing guidelines have been identified (for example, inadequate information on measure selection, under-defined public cooperation and monitoring and evaluation activities). The highlighted weak points will be elaborated in the updated guidelines.
Developing the SUM Planning Approach at the National Level With the rapid SUM planning development at the municipal level it is now recognised that the SUM planning needs to be transferred to the national level and that a SUMP should be created for the entire country. The individual steps have not been defined yet, but the need has been recognised by the MoTC and it will be a topic for future meetings of the NSC.
Monitoring and Evaluation To monitor the efficiency and success rate of the National SUMP Programme, a national monitoring and evaluation scheme will be set up for SUM planning with indicators for national and local level. A SUMP quality assessment scheme will also be developed. The purpose of the schemes will be to monitor the development and impacts of SUM planning, as well as raising the quality of the SUMP preparation process.
Ensuring Quality SUMPs The SUMP quality assessment scheme will monitor and evaluate the preparation process, as well as the contents of the document and its actual implementation. The scheme will be consulting and encouraging in nature with the basic goal of constantly improving SUMP quality. The scheme development will be based on experience from Lithuania and beyond and will build on the expanded contents of National SUMP Guidelines. It will be tested on SUMPs from municipalities of various sizes. In phase one the scheme the quality of the SUMPs will be managed and encouraged by experts at the national level. This task will eventually be shifted to the local level, where consultants / SUM planning coordinators will take over quality control.
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National SUMP Programme Indicators SUM planning’s status and development will be monitored by indicators at national and local levels. The indicators will be partly monitored at the national level and partly by the municipalities. They are divided into performance indicators, which will illustrate the direct outcomes of the programme’s implementation and the impact indicators which will measure the effects of SUM planning on all levels. The indicators at the national level are a compulsory part of implementing and monitoring the National SUMP Programme. At the local level MoTC will mostly encourage municipalities to monitor the indicators. The indicators at the local and regional level are only recommendations because the scope and depth of the monitoring will differ significantly between municipalities and will depend on the municipality’s size and the level of SUM planning development in each one. The indicators are listed in the table below.
INDICATORS UNDER THE AUTHORITY OF THE MINISTRY OF TRANSPORT AND COMMUNICATIONS PERFORMANCE AT THE NATIONAL LEVEL • Number of municipalities with adopted SUMP • Number of SUMPs that have been subject to quality assessment • Number of municipalities with updated SUMP • Extent of supporting activities: - Organisation of a National Conference on Sustainable Mobility - Coordinated discussion of at least one SUM planning topic during the EMW - Number of implemented events for municipalities, regions and/or experts - Implementation of support for municipalities IMPACT AT THE NATIONAL LEVEL • Modal split of inhabitants • Motorisation rate (number of vehicles/1000 inhabitants) • Number of traffic accidents with deaths and serious injuries (all; within settlements; within urban settlements) • Passenger transport in PT • Number of cities with an exceeded number of days with a daily excessive concentration of particulate matter and NO2
INDICATORS UNDER THE AUTHORITY OF MUNICIPALITIES PERFORMANCE AT THE LOCAL AND REGIONAL LEVELS • Share of implemented measures from the SUMP action plan • Length of new cycling, new pedestrian connections • Structure of cycling network according to the infrastructure type • Number of new bicycle shelters and/or bike racks • Extent of pedestrian zones and traffic calming zones • Kilometres driven in PT • Alternative fuel PT • Implemented road safety measures • Multimodal parking • Electric vehicle charging points IMPACT AT THE LOCAL AND REGIONAL LEVELS • Modal split of inhabitants • Modal split of employees • Number of days with a daily excessive concentration of particulate matter and NO2
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• Motorisation rate (number of vehicles /1000 inhabitants) • Number of traffic accidents with deaths and serious injuries • Number of PT passengers • Number of cyclists along main corridors
Information, Education, and Knowledge Exchange Information, education, and knowledge exchange are an important element of the National SUMP Programme for all the stakeholders and the general public to ensure they are aware of the SUM planning concept, its advantages and benefits. This is, necessary so that the transport system is comprehensively utilised on all levels for the benefit of all. MoTC is leading the coordination of information, education, and knowledge exchange of SUM planning and SUMP and in fact MoTC also acts as the Platform for Sustainable Mobility for Lithuanian municipalities.
Information, Education, and Knowledge Exchange Activities The National SUMP Programme plans to continue to implement the existing information, education, and knowledge exchange activities and also plans to expand or upgrade them. Activities in the coming 5 years will include:
• Organisation of a yearly National Conference on Sustainable Mobility, • Coordinated discussion of at least one SUM planning topic within each EMW, • Regular support for municipalities in preparing, updating and implementing SUMP, • 2 events for municipalities and/or experts each year, including o Networking events in Lithuania for Lithuanian partners in EU projects on SUM planning for knowledge exchange and enabling synergies, o Events to inform and educate municipalities on SUM planning and SUMP, o Specialised training courses on SUM planning and SUMP for individual municipalities, o Training courses for SUM planning experts and municipalities on monitoring and evaluation, o Promotional events for mayors and heads of administrations. o Encourage more modules that specific mobility measure modules within the University teaching for transport engineering/planning courses
European Mobility Week Over the past decade, European Mobility Week (EMW) has become the central national and European event on sustainable mobility. The majority of activities are organised at local level, some of them are implemented and coordinated at the national level. It is a widely recognised international event with good media coverage. Since the initiative launch in 2002, 54 out of 60 Lithuanian municipalities have participated at least once. Its confirmed effect, and national coordination by MoTC, makes the EMW one of the central channels for promotion and education about the National SUMP Programme. MoTC organises an annual meeting for municipal coordinators for the EMW and this is a great opportunity to coordinate SUMP promotional activities within the Lithuanian municipalities.
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The EMW provides the perfect communication framework to present sustainable mobility and promote SUMP in municipalities, by informing and involving various stakeholder groups within citizen communities to SUM planning. Ideally MoTC will also try to encourage cities to more involved with the various EMW initiatives with the aim that they become permanent measures rather than short term weeklong isolated activities. Furthermore, MoTo encourage cities to use this week as a testing ground for innovative ideas and activities.
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Action Plan up to 2023
The National SUMP Programme’s action plan issues priority measures for each of the elements up to 2023, their implementation deadline and responsible bodies are detailed in the table below.
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Coordination and development of the National SUMP Programme MoTC in collaboration 2 annual NSC meetings each year with key stakeholders MoTC in collaboration Review and update of the National SUMP Programme 2023 with NSC Update of SUMPs of all major municipalities and the smaller NSC and municipalities 2023 municipalities with adopted SUMPs with subcontractors NSC and municipalities Adoption of municipal SUMPs - third of municipalities with SUMP 2023 with subcontractors Legislation Update of the National SUMP Guidelines 2019 MoTC Financial resources and other incentives Establishment of the national and EU funds financial scheme for SUMP MoTC in collaboration 2020 implementation with other sectors Methodology and guidelines Supplemented National SUMP Guidelines with minimal SUM MoTC in collaboration planning standards and set monitoring and evaluation and quality 2019 with NSC assessment schemes Preparation of the National SUMP Guidelines for Regional and National MoTC in collaboration 2021 SUMPs with NSC Monitoring and evaluation MoTC in collaboration Establishment of the SUMP quality assessment scheme 2019 with NSC MoTC in collaboration Establishment of the monitoring and evaluation scheme 2019 with NSC Information, education and knowledge exchange Organisation of a National Conference on Sustainable Mobility each year MoTC MoTC and Key Organisation of EMW at the national level each year stakeholders MoTC in collaboration 2 events for municipalities, regions and/or experts each year with relevant projects
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.12 Annex 12: NSSP for Poland
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National Support Programme for Sustainable Urban Mobility Planning (SUMP)
Project Acronym: PROSPERITY
Full Title: National Support Programme for Sustainable Urban Mobility Planning (SUMP) Grant agreement no.: 690636
Work package/Measure No.: WP 6 Task 6.6
Work package/ Measure Title:
Communication, dissemination and exploitation
Authors:
Maciej Michnej (SMG Ekspert)
Co-Authors: Maria Perkuszewska (Ministry of Infrastructure, Poland) Marcin Wołek (University of Gdansk) Tomasz Zwoliński (Municipality of Krakow)
11.03.2019 Date:
Final Draft Status:
Public Dissemination level:
National Support Programme for Sustainable Urban Mobility Planning (SUMP)
Abstract This document presents the main principles of the National Support Programme for Sustainable Urban Mobility Planning (SUMP), developed within the EU project CIVITAS PROSPERITY (PROSPERITY through innovation and promotion of Sustainable Urban Mobility Plans). The need to develop the Programme stems from the main objectives of the project, i.e. to involve as many cities as possible to undertake work on Sustainable Urban Mobility Plans (SUMPs) which will include a wide range of innovative solutions for sustainable transport and will be of high quality. The main idea of the CIVITAS PROSPERITY project is to widely disseminate SUMPs and to involve and activate stakeholders at the national level, hence the leading role of the Ministry of Infrastructure of the Republic of Poland in creating and implementing the objectives of this Programme.
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Table of Contents
1 INTRODUCTION ...... 4
1.1 THE CIVITAS PROSPERITY PROJECT ...... 4
1.2 SUSTAINABLE URBAN MOBILITY PLANNING (SUMP) ...... 8
1.2.1 Urban mobility challenges and responses ...... 8
1.2.2 Enabling factors and barriers to SUMP development ...... 10
1.2.3 Summary ...... 11
2 MAIN ASSUMPTIONS AND ELEMENTS OF THE NATIONAL SUPPORT PROGRAMME FOR SUSTAINABLE URBAN MOBILITY PLANNING ...... 12
2.1 VISION OF THE PROGRAMME ...... 12
2.2 OBJECTIVES OF THE PROGRAMME ...... 12
2.3 MAIN MEASURES WITHIN THE PROGRAMME IMPLEMENTATION ...... 12
2.3.1 Coordination and development of the National Programme ...... 13
2.3.2 Improving the availability of information on SUMPs ...... 14
2.3.3 Polish platform for sustainable mobility ...... 15
2.3.4 Quality assurance of Sustainable Urban Mobility Plans ...... 15
2.3.5 Exchange of information, knowledge and education ...... 15
2.3.6 Launch of the Ministry competition for the best (process) SUMP in Poland ...... 17
2.3.7 Update of the Transport Development Strategy (or other documents at national level) ...... 17
2.3.8 Working towards a separate financing scheme at national level ...... 18
2.3.9 Support for municipalities and regions ...... 19
2.3.10 International exchange of knowledge ...... 19
2.3.11 Legislation ...... 20
2.4 TARGET INDICATORS FOR THE PROGRAMME ...... 20
3 SUMMARY ...... 21
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1 Introduction 1.1 The CIVITAS PROSPERITY project The CIVITAS PROSPERITY (CIVITAS PROSPERITY through innovation and promotion of Sustainable Urban Mobility Plans) project aims to involve as many cities as possible in the development of high quality Sustainable Urban Mobility Plans (SUMPs), which will include a wide range of innovative solutions for sustainable transport. The main idea of the CIVITAS PROSPERITY project is to disseminate SUMPs widely and to involve and activate stakeholders at national level. In many EU Member States these are organisations from which cities take their main guidelines and receive financial support for the development of Sustainable Urban Mobility Plans. The CIVITAS PROSPERITY project helps to provide opportunities, mechanisms and tools at national level and will support and strengthen the activities of municipalities that have already started working on their own SUMPs. SMG Expert, acting as the National Focal Point from the project and the City of Katowice, are members of the international consortium CIVITAS PROSPERITY which consists of 27 partners from 16 EU Member States and it is coordinated by FGM-AMOR Forschungsgesellschaft Mobilität Austrian Mobility Research and based in Graz. The Polish Ministry of Infrastructure has assumed the role of a Project Observer, is actively involved in the project activities and conditions for the continuation of the developed activities and conclusions in the future.
The main objectives of the project are as follows: • The identification and evaluation of national SUMP support programmes, including identification of issues relevant to transport policy (in cooperation with the National Focal Point in the country); • International peer-to-peer exchange of experiences between national level representatives of participating countries; • Exchange of experience between national and local level, at least once per year for the duration of the project. This exchange will be organised in the partner city of CIVITAS PROSPERITY (for Poland - City of Katowice) and in other cities in each participating country; • The development of a national SUMP support programme or improvement of an existing programme in each participating country, well adapted to the national framework conditions, while considering the latest developments and innovations in this field. The programme will be tailored to the individual countries, their needs and opportunities and will include examples of best practice from other countries to be undertaken, if possible.
The main objective of the project is to activate the national management level and to support the exchange of experience between project partners, strengthened by innovation and capacity building. At the heart of this approach is the development and improvement of national SUMP support programmes - where national ownership of SUMP policies is taken over. The basic tools of the Programme will be:
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• National SUMP platforms, • National SUMP guidelines, based on EU guidelines, • Financing the development and implementation of SUMPs, • Commitment of cities to develop SUMPs. To prepare for the development of effective SUMPs, analysis was carried out to identify and evaluate existing national SUMPs, their key content and the most relevant problems hindering the development of SUMPs in cities and countries. In addition, two methods for the regular exchange of peer-to-peer experiences were developed. At international level, representatives of the ministries and other national institutions meet regularly to exchange experiences and implement knowledge transfer policies between countries. In addition, in each country there is an ongoing exchange of knowledge between the cities of one country, but also regular meetings with national authorities to obtain feedback from cities on the development and improvement of national SUMP support programmes. Based on the results of the analysis, participating countries will start a new national SUMP support programme or improve and streamline an existing SUMP support programme. At the end of the CIVITAS PROSPERITY project it is expected that all participating countries will have developed national SUMP support programmes well adapted to national circumstances, considering the latest developments and innovations.
The CIVITAS PROSPERITY project assumes: • Involvement of ministries and national agencies in the development of programmes at national level to promote, encourage and motivate the development of SUMPs. The most advanced in terms of sustainable urban mobility plans are those Member States where there is a clear predominance and leading role for the national level of government and not only for the European Commission. The ambition of CIVITAS PROSPERITY is to further develop the programmes in countries that do not yet have them. • The inclusion of urban mobility policy as a specific chapter in strategic government documents. In some of the new Member States, urban mobility policy is not recognised and there are no specific programmes, supporting documents or relevant legislation. • In some cases, no ministry or a department within the ministry has responsibility for urban mobility. Most of the components of urban mobility policy are found in various urban planning programmes, legislation (e.g. assessment of noise and greenhouse gas emissions) and specialised documentation (e.g. traffic surveys). • In order to support European cities in achieving sustainable transport, governments should include urban mobility policies in their programmes by developing a mechanism (including an institutional, legal and financial framework) to facilitate the development and implementation of Sustainable Urban Mobility Plans. • In this sense, the CIVITAS PROSPERITY project proposes the development of national SUMP support programmes for countries where this programme did not previously exist, as well as the involvement of the highest-level representatives in these countries.
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The third project work package (WP3) aims to evaluate ongoing programmes developed at ministerial level which seek to encourage, support and promote SUMPs and subsequently enable levels of government to learn from each other. The next step is to work with the relevant levels of government to build new or improved national support programmes in countries that are a key target area for CIVITAS PROSPERITY, where the use of SUMPs has so far been minimal or fragmented. The final effect of this work package will be that all participating countries put a strong emphasis on the full or at least partial implementation of national SUMP programmes well adapted to national framework conditions, while considering the latest developments and innovations in their programmes. Even countries with relatively advanced national SUMPs, such as Sweden and Flanders, should gain ideas on how to further develop their current activities. This work package is fundamental to the project and of course directly related to the main topic of SUMPs supported by ministries. The term "higher levels of government" means levels above city level (regional, provincial, national, depending on the Member State concerned) that can promote and encourage their cities to take up SUMPs.
Exchange of experience between the national level, CIVITAS PROSPERITY partner city and other cities in each participating country This task will organise a series of workshops that will allow ministries/higher levels of government to better understand the challenges facing cities in the development of Sustainable Urban Mobility Plans and enable a constructive dialogue between the regional/national level and the city level in a country-specific way. These events will partly serve to raise awareness of less developed SUMP cities, thereby also developing preparedness for further training, but above all will be dedicated to ministries or other agencies at national or regional level, as well as to JASPERS where appropriate. Each CIVITAS PROSPERITY target country will have three workshops in the national language, with translation/for all international experts who participate. While the overall objectives of each workshop will be similar, the content will be different in order to ensure the exchange of experiences adapted to the context of each country and reflecting the context of each country. Where appropriate, a ministry from another country may participate in the exchange of experience and provide support, to its extra-urban level colleagues in the country where the event takes place. The list of possible topics for these events for the exchange of experience is indicative at this stage, but is likely to include: • a national or regional perspective to promote and encourage the uptake of SUMPs, • the national legal, financial and planning context and how it constitutes aid or a barrier to the development of SUMP. • an answer to the question of how the national context is perceived at city level and how the national level could further help cities in the implementation of Sustainable Urban Mobility Plans. • Lessons learned from the experience of other countries with national programmes to encourage and promote SUMPs. • Discussion/questionnaire sessions and response sessions.
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These events are supported by the National Focal Points, for which the key role is to chair the session so that discussions remain constructive and that cities have the opportunity to discuss issues with national level representatives, rather than to exclusively use the event as an opportunity to appeal for financial resources or the power to decentralise.
Developing a new support programme or improving the existing national SUMP support programme in each of the countries participating in the project The CIVITAS PROSPERITY project aims to encourage ministries and other national agencies (and, where appropriate, regional bodies) to implement new and improved programmes that will encourage cities to develop and implement sustainable urban mobility plans. The EU Member States with the highest level of sustainable urban mobility plans are those where national (e.g. France) or regional (e.g. Catalonia) legislation has established legislation and/or funding that obliges and/or encourages cities to develop sustainable urban mobility plans. Ministries and other national agencies in CIVITAS PROSPERITY will take further steps at their organisation level to adopt schemes along the lines of French or Catalan solutions. It is, of course, very unlikely that, within the time horizon of a project, a country will adopt a new law obliging its cities to implement sustainable urban mobility plans. However, the results that could be expected may include: • consultation on a new SUMP Act and an amendment to the existing planning law to facilitate the implementation of SUMPs and to bring them into line with the existing system, • financing a national platform to encourage, promote and provide SUMP training, • preparation of national SUMP guidelines, • a national tool for assessing SUMPs, • testing a small-scale funding programme to provide incentives for the development and/or implementation of SUMPs. The CIVITAS PROSPERITY project also aims to ensure that these Member States in the CIVITAS PROSPERITY target area, which already have some form of national SUMP, will use their participation in the project as a way to study and test the improvements of this programme. Work under this task will be carried out by ministries or other governmental organisations participating in the project and national contact points, with the participation of international experts and, where appropriate, participants from other more experienced countries. A recent experience sharing event will be used for workshops where all participating ministries will develop their roadmap towards a new or improved national SUMP programme. The CIVITAS PROSPERITY project (2016-2019) has received funding from the EU Framework Programme for Research and Innovation 'Horizon 2020' under Contract No. 690636.
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1.2 Sustainable Urban Mobility Planning (SUMP) 1.2.1 Urban mobility challenges and responses The CIVITAS PROSPERITY project produced a report in February 2018 entitled 'Higher Levels of Government - their Support for SUMP in the EU' – authors: Aljaž Plevnik, Mojca Balant, Luka Mladenovič (UIRS), Thomas Durlin (CEREMA). Selected important conclusions from the report are as follows: Urban mobility challenges: • The environment, both at the local level (pollutant emissions, emissions, etc.) emissions and noise) and globally (greenhouse gas emissions) combined with the sustainability of the transport system; • Quality of life, including health (air quality, overall quality of life), security, social affairs, accessibility (affordable and user-oriented mobility for all) combined with sustainability; • The efficiency of the transport network, geared towards the global level, to ensure optimal travel times and to increase the capacity and quality of the transport system, "in response to the needs of a functioning city" or oriented towards one or more specific modes of transport (public transport, active means of transport, road network).
Responding to major planning challenges in accordance with the SUMP methodology. Awareness: • Raise public awareness through national events and campaigns targeting specific target groups: o at national level decision-makers and opinion leaders at national level o at local level - awareness-raising campaigns for public authorities on SUMPs and sustainable mobility; and o at local user level to initiate or reinforce change in mobility behaviour.
Legal framework: • At ministry level one solution is to have a ministry that is solely responsible for urban mobility or with clear national leadership. This ministry should be more active, with the resources allocated to enable closer cooperation between Member States' authorities, • Where several ministries are involved, the responsibility for and leadership should be clearly defined, • A better defined legal framework for urban mobility and SUMP is required to develop or strengthen the conditions for urban mobility in order to improve horizontal (between mobility and other themes - urban planning, environment, etc.) and vertical (between local, regional and national levels) integration, • The integration of sustainable urban mobility plans with other transport and land-use planning. Topics to be addressed include questions about how to integrate SUMPs into
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existing local planning programmes (Conditionality and Directions Study, local plans), and • Establish a national body that is responsible for supporting and monitoring SUMPs. The creation of such a national body should enable permanent and recognised central national support to be provided.
Support: • Adapted methodology, exchange of best practices and experiences, tools for cities: one of the most frequently mentioned elements is the provision of methodological resources adapted to the national context, including national experiences and a summary of how SUMP fits into national governance, rights and mobility frameworks; • Introduction of the SUMP monitoring and evaluation programme: national action to support national monitoring and evaluation; • Central National Support Point: supported by sustainable funding, would be responsible for national monitoring, quality control and evaluation of SUMPs; • Provision of an advisory and assistance programme for the development of SUMPs, training, organisation of events, etc; • Recognition of the role and expertise of cities: it is important to appreciate cities that have taken the initiative and have experience in developing and implementing SUMPs as valuable partners in order to develop awareness, best practices and methodologies for SUMPs at national level; • Capacity building: should be organised at national level in order to increase the capacity of both local authorities and external experts, e.g. to develop academic modules on SUMP and thematically related areas of knowledge: mobility, management, parking policy related to urban space design, concrete benefits of possible certificates of training completion; • Good use of EU projects: actions at European level offer many opportunities to support SUMPs either directly, as active partners in projects, or as third parties; • At national level, they should be used to give a real impetus to SUMP actions that go beyond short-term actions.
Financing: • Creation of separate funding for SUMP: the development of separate funding would contribute to increasing the resources available, visibility and effectiveness over time of support to cities and their SUMPs; • Implementation support: Incentives and financial support should also cover the final phase of the "SUMP cycle" to facilitate the implementation of SUMP activities and actual implementations; • Leveraging: SUMP-dependent funds - creating conditionality of funds is seen as efficient tool in the absence of a legal requirement for SUMP;
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• Fundraising exercises and incentives to update SUMPs: financial support should also be targeted at cities where the Council has approved and implemented plans to help these precursors to make the transition to a low-carbon economy in favour of second and third generation plans.
Information, education and knowledge exchange: • Information, education and knowledge exchange play an important role in SUMP planning and are essential for informed planning decisions. These activities help to raise awareness of the benefits of sustainable urban mobility and transport plans, as well as to enable capacity building at different levels (local, regional, national) and for different target groups (experts, consultants, public officials, stakeholders, public opinion); • In terms of dissemination of information, the use of the following sources are often used: websites, newsletters, information points, research programmes, guidelines, awareness-raising events; • Education usually includes training activities for cities and consultants, and in some cases is associated with the acquisition of licenses. Knowledge exchange is considered to be the sharing of experiences of good (and bad) practices through transport and/or mobility platforms, networks of cities and experts, conferences, workshops, seminars and initiatives such as the European Mobility Week.
1.2.2 Enabling factors and barriers to SUMP development What factors are conducive to SUMP development? • Availability of national funding; • Targets for the reduction of greenhouse gas emissions and air pollution and challenges related to health, congestion, safety and security and protection, social integration; • Political and public support; • Ability to network actors working for sustainable mobility (e.g. universities, NGOs); • Willingness to use mobility to increase the attractiveness of the city.
What are the barriers to the development of the SUMP? • Lack of cooperation between administrations at all levels (urban, regional, national); • Lack of enough cooperation at local level between cities and the surrounding municipalities; • Lack of national support and adequate legal framework; • Lack of political will; • Inability to prioritise the implementation of actions according to the SUMP concept for resources (which are often limited); • Lack of data and evaluation culture and monitoring activities;
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• Lack of professional support in the form of guidance, training, quality control and specialists with the required SUMP competence. 1.2.3 Summary Sustainable Urban Mobility Planning builds on the experience of well-established practices in many European cities, but also on the experience of some cities and regions that have been addressing transport and mobility challenges comprehensively for some time and are successfully implementing the key principles of this approach. The comprehensive approach to transport challenges extends existing planning methods and considers the principles of strategic thinking, integration, cooperation and evaluation. The main ambition of this programme is to strengthen this approach at local level and start its implementation at regional and national level. Sustainable mobility and transport planning results in a comprehensive transport system with more efficient use of transport infrastructure, lower mobility costs, less congestion, more efficient investments, more satisfaction and less pollution. It introduces an objectively measurable increase in the quality of life of the inhabitants and increases the opportunities for the successful development of local communities, regions and the country. SUMP planning will contribute to the achievement of national transport objectives, such as improving accessibility, traffic safety and the use of environmentally friendly modes of transport. Indirectly, the introduction of SUMP planning will also contribute to other areas such as environmental quality (reduction of CO2, NOx and particulate matter emissions and noise), health, better quality of life and tourism. The aim of the National Support Programme for Sustainable Urban Mobility Planning is to plan activities that can be used by the State or its Ministry of Infrastructure in cooperation with other stakeholders to encourage and support the creation and development of SUMP planning at national, regional and local level. These assumptions and the conclusions of the CIVITAS PROSPERITY project activities to date and the resulting reports form the basis for defining the main objectives and elements of the National Support Programme for Sustainable Urban Mobility Planning, which are presented below.
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2 Main assumptions and elements of the National Support Programme for Sustainable Urban Mobility Planning
2.1 Vision of the programme The transition to sustainable mobility is seen as a key opportunity to change planning to be more in keeping with SUMP methodology, common practice and one of the following which form the main pillars of national planning at all levels: from the EU, through the country and regions, to municipalities. Recognition that local and regional traffic flows play an important role in shaping the state of transport and the subsequent quality of life, it will stimulate the country to actively contribute to and support the implementation of local and regional sustainable urban mobility plans (SUMPs). Thanks to this approach, Poland can serve as an inspiration for the countries of the region and aims to become one of the most advanced EU countries in this respect. 2.2 Objectives of the programme The National Support Programme for Sustainable Urban Mobility Planning pursues the following objectives: • THE MANAGEMENT OF THE NATIONAL SUPPORT PROGRAMME - The Ministry of Infrastructure (MI) will develop and extend the national SUMP planning framework and will be actively involved in transport planning at regional and local level. Using different mechanisms and through cooperation with stakeholders and other sectors, it will encourage the preparation, updating and implementation of sustainable urban mobility plans in Polish municipalities and regions. It will use the emerging web platform to regularly update practices and transfer new knowledge. The programme will be updated every 5 years; • SUMP PLANNING WILL BECOME AN ESTABLISHED AND DOMINANT PRACTICE IN ALL POLISH MUNICIPALITIES AND REGIONS, and the first steps in SUMP planning will also be taken at national level. Elements of the programme, such as public participation, monitoring and evaluation, investment effectiveness and funding will be important components of urban mobility planning. • COOPERATION BETWEEN THE LEVELS - By preparing and modernising their SUMPs, municipalities will learn to cooperate further by also preparing regional SUMPs. • MONITORING AND EVALUATION - The programme will establish a national monitoring and evaluation system for all levels and a quality assessment system for SUMPs, which will be aligned with the European monitoring and evaluation practice in this area. 2.3 Main measures within the Programme implementation The National Support Programme for Sustainable Urban Mobility Planning focuses on the following areas, which are described below:
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• Coordination and development of the National SUMP Programme; • Improving the availability of information on SUMP; • Polish platform for sustainable mobility; • Quality assurance of Sustainable Urban Mobility Plans; • Exchange of information, knowledge and education; • Launch of the Ministry competition for the best (process) SUMP in Poland; • Update the Transport Development Strategy (or other documents at the national level); • Pursue the creation of dedicated funding at the national level; • Support for municipalities and regions; • International exchange of knowledge; • Legislation. The National Support Programme for Sustainable Urban Mobility Planning is a multi-annual programme which outlines the actions to be taken by the Ministry of Infrastructure (MI) in cooperation with other stakeholders in order to encourage and support the development of SUMP planning at regional and local level and take the first steps to transfer the SUMP planning approach to the national level.
As part of the CIVITAS PROSPERITY project activities, the National Focal Point (NFP) will retain a leading role, they will be responsible for initiating, preparing and implementing SUMPs at national level and the financing of short-term actions outlined in the Programme (in 2018 and 2019). The programme is based on the EU documents and guidelines, experiences of countries with longer SUMP planning traditions, the experience of the Ministry and the Polish municipalities that have adopted SUMP plans and European and national project results in this area. The body responsible for the national programme is the Ministry of Infrastructure in cooperation with other stakeholders.
2.3.1 Coordination and development of the National Programme The coordinator of the National Support Programme for Sustainable Urban Mobility Planning is the Unit of Innovative and Sustainable Mobility, Department of Transport Strategy in the current structures of the Ministry of Infrastructure. As the subject of SUMP planning in Poland develops, it is assumed that the resources (staff and budget) of the above-mentioned Ministry Department will increase in order to enable further development and effective implementation of the National Programme. An interdisciplinary and intersectoral approach to SUMP planning will be ensured through regular involvement of all relevant ministries and sectors, including: • Ministry of Digitalisation (computerisation) • Ministry of National Education (education and upbringing) • Ministry of Energy (energy; mineral deposit management)
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• Ministry of Finance (budget; public finances; financial institutions) • Ministry of Maritime Affairs and Inland Navigation (Maritime Affairs; Water Management; Fisheries; Inland Navigation) • Ministry of Investment and Development (construction, spatial planning and development and housing; regional development) • Ministry of Entrepreneurship and Technology (economy) • Ministry of Family, Labour and Social Policy (work; family; social security) • Ministry of Agriculture and Rural Development (agriculture; rural development; agricultural markets) • Ministry of Sport and Tourism (physical culture; tourism) • Ministry of the Environment (environment) • Ministry of Health (health)
2.3.2 Improving the availability of information on SUMPs Around the world, and in the EU, SUMP planning methodology and guidelines are constantly being complemented by new insights and approaches. The most advanced countries in planning SUMPs strive for improvement in this area. It is therefore the task of the MI to monitor and transfer new knowledge and to develop its own methodology and guidelines. An important element in the development of SUMP planning methodology is knowledge sharing and education. The methodological development of SUMP planning is therefore closely linked to information, education and knowledge sharing activities. As a first step in this field, a Polish guide on SUMP is planned to be developed based on existing documents in a short and attractive form, in addition to the official EU guidelines (available in Polish). This action started in autumn 2018 and the "inauguration" of the guide should take place within the framework of a national conference or other events organised for a wide audience, in order to ensure an appropriate level of dissemination of information about the new publication (the planned release date is - April 2019). The guide will be available in both electronic and paper format. The content of the guide, apart from the key issues related to SUMP, should provide answers to the most frequent doubts that representatives from Polish and other foreign cities have, using that knowledge gathered within the experience of the CIVITAS PROSPERITY project (as well as CH4LENGE and CIVITAS DYN@MO projects).
National SUMP guidelines In the future, it is planned to develop National Guidelines on SUMP, which be official documents that will provide, among other things, the opportunity to present best practices in this field among Polish cities. Moreover, on the basis of the collected feedback from municipalities, information and advice on specific thematic areas of sustainable urban mobility planning (e.g. mobility management in schools and kindergartens, public participation, monitoring, etc.) will be included in these guidelines as well as tops of evaluation, parking management, mobility as a service (MaaS), city logistics, etc.).
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2.3.3 Polish platform for sustainable mobility There is a need to create a Polish platform for sustainable mobility as part of the Ministry of Infrastructure's web portal. It will serve as a support service for cities and municipalities that are actively working on SUMPs or upgrading existing strategic documents. The platform is intended to help with organising information, facilitating access to external services and portals and ultimately as a database of contacts in the field of SUMP in Poland. As a first step, a subpage on the Ministry homepage will be created, containing basic information on Sustainable Urban Mobility Plans and links to key EU sites and projects in this field (e.g. www.eltis.org/mobility-plans, www.sump-challenges.eu). Ultimately, this platform will serve as a platform for the publication of manuals, guidelines and other documents in the SUMP area. It will also provide contact information for persons and institutions involved in the CIVITAS PROSPERITY project on the Polish side. It should become the main portal on SUMP for Poland.
2.3.4 Quality assurance of Sustainable Urban Mobility Plans In order to monitor the effectiveness of activities (e.g. information and education), a quality assessment system for SUMPs will be developed. The aim of such a programme will be to monitor the development and impact of SUMP planning, as well as to improve the quality of the SUMP preparation process together with the quality of documents and actions implemented. The SUMP quality assessment system is currently being developed within the CIVITAS PROSPERITY project. As part of the pilot project and to undertake a test evaluation of the first documents and SUMP processes in Poland, in 2019 it is planned to create the first opportunities to evaluate local SUMPs/quality audits/certification and to invite several selected cities/communes to this process. The SUMP quality assessment system will monitor and evaluate the preparation process as well as the content of the documents and their actual implementation. In the first phase, the SUMP quality assessment system will be managed and promoted by experts at national level, and then this task will be transferred to the regional level.
2.3.5 Exchange of information, knowledge and education On 9th of April 2018 a 4-day training workshop for the CIVITAS PROSPERITY project took place. There were 24 participants, representing 20 Polish cities, who all received training support from external experts in areas such as the Civitas PROSPERITY project: • SUMP vs. spatial development plans; • Adoption of the SUMP approach in small and medium-sized cities; • SUMP monitoring and evaluation; • Communication and stakeholder involvement in the SUMP process. Due to the high interest among the participating cities and regions in the CIVITAS PROSPERITY training and the very active participation of people qualified for the training, it is highly likely that this type of training will need to be organised again in the future.
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Within the activities of the Sustainable Urban Mobility Planning Support Programme the CIVITAS PROSPERITY project planned to organise (by the end of August 2019) 2-3 training sessions (for about 20 people each) on selected aspects of the SUMPs (with the participation of trainers - Polish and foreign experts, in the form of lectures and practical, interactive workshops). The organised and planned workshops are as follows: • 26th -27th November 2018 - Warsaw (at the headquarters of the Ministry of Infrastructure) • June 2019 - Krakow (in cooperation with ELTIS)
It is planned to organise trainings on the following topics: • Mobility plans for traffic generators • Best practices for creating SUMPs in Polish and European cities • SUMP and society's health • Achieving political and internal support • Use of public space • Freight transport (urban logistics) • Target setting / selection and implementation of actions
The National Programme provides for wider implementation of activities in the field of information exchange, education and training emissions and knowledge, and actions over the next 5 years are envisage to include the following: • Organisation of an annual national conference on Sustainable Mobility, • Inclusion of SUMP themes in the organisation of the European Mobility Week, • Publication of 2-4 e-newsletters per year, • Regular support to municipalities and regions in the preparation, updating and implementation of SUMPs, • Study visits to a Polish or foreign city every year, • Events and conferences to inform and educate municipalities and regions for SUMP planning, • Specialised training in SUMP planning for individual municipalities or regions, • Training for local and regional SUMP auditors, • Aiming to include the subject of SUMP in university curricula, • Development of the SUMP blog created as part of the CIVITAS PROSPERITY project (https://sump-CIVITAS PROSPERITY.blogspot.com), which is a form of short presentations and frequent transmissions of information on SUMP events in Poland and Europe.
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European Mobility Week Over the last decade, the European Mobility Week (EMW) has become a central national and European event in the field of sustainable mobility. Most of the activities are organised at local level, with some spreading to regional and national levels. It is a widely recognised international event with good media coverage. Since its launch in 2002, more than 350 Polish municipalities have participated at least once. Confirmed effect and national coordination by the MI makes the EMW one of the central channels for the promotion and education of the national SUMP programme. The Ministry organises annual meetings for city and regional EMW coordinators in each province and a conference to close the campaign. The EMW offers an excellent communication framework for activities such as promoting SUMP planning in municipalities, regions and regions and the general public, systematic resolution of current problems in SUMP planning, coordinated and targeted involvement and information of the general public on SUMP planning topics, coordinated national promotion of the main SUMP planning achievements.
2.3.6 Launch of the Ministry competition for the best (process) SUMP in Poland As part of the first pilot actions in this area, by the end of June 2019, it is planned to launch a competition of the Ministry of Infrastructure for the best document or the process of sustainable urban mobility planning. The framework, rules and criteria for the competition will be developed during the Spring of 2019. The rules for the competition will be based on the Ministry experience gained through the competition for the best implementation of the activities of the EMW. The competition will be an opportunity to promote best practice in urban mobility planning and to reward successful municipalities and regions in this respect.
2.3.7 Update of the Transport Development Strategy (or other documents at national level) A document which sets out the most important directions of transport development in Poland in the mid-term horizon is the Transport Development Strategy to 2020 (with a perspective until 2030) - SRT. The strategy applies to all transport sectors: road, rail, air, sea, inland waterways, urban and intermodal. SRT is one of the 9 integrated strategies and pursues the objectives set out in the higher-level national documents. At the same time the SRT considers the priorities of the common transport, regional, innovation and environmental policies of the European Union. The SRT was adopted by a resolution of the Council of Ministers on 22nd January 2013. The implementation of the SRT will make it possible to remove existing barriers and create a new quality of transport infrastructure and management as well as the transport systems. The main objective of national transport policy is to increase territorial accessibility, improve the safety of traffic participants and the efficiency of the transport sector by creating a coherent, sustainable and user-friendly transport system at national, European and global dimensions.
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The current SRT provisions on urban mobility include, but are not limited to the following: • transforming the city's transport network into an efficient and functional element of the region's infrastructure and the country's transport system, ensuring convenient connections with other regions and with the European transport system; • organisation of efficient movement of persons within the city and facilitation of movement to and from external areas, in line with the expectations of the inhabitants; • organising efficient transport of heavy goods vehicles, to minimise traffic disruption in the city; • to ensure a balance between the ability of transport to serve economic development and respect for the environment and quality of life in the future. In order to achieve the SRT above objectives, the following actions will be taken: • promoting spatial and functional integration solutions for transport subsystems; • creation of conditions for the integration of different modes of transport through the implementation of intermodal systems (interchanges, park and ride systems, etc.), common timetables, uniform tariff systems, introduction of a ticket valid for all modes of transport for all carriers on a regional and national scale (e-ticket); • increasing the capacity of rail transport in agglomeration areas; • modernising the road system in order to eliminate heavy goods traffic and bulk transport of dangerous goods through built-up areas, • the introduction of urban freight transport logistics solutions that will contribute to reducing congestion and other nuisances for residents by reducing and better coordinating heavy goods traffic, • promoting innovative technical solutions, e.g. by encouraging the development of traffic management systems that give priority to public transport traffic, • creating requirements and incentives to adapt urban transport systems to the needs of people with reduced mobility through legislation and co-financing of projects, • promoting walking and cycling.
The aim of the National Support Programme for Sustainable Urban Mobility Planning in this aspect will be to use the updated Transport Development Strategy, the SRT, and other strategic documents in the field of transport to promote the SUMP methodology as an effective tool to achieve the objectives of the strategy. The updated SRT provides an opportunity to include the latest information in the records of strategic documents and guidelines for sustainable urban mobility planning.
2.3.8 Working towards a separate financing scheme at national level The programme aims to include financing for the development and implementation of Sustainable Urban Mobility Plans within the Infrastructure Operational Programme and Environment. The Infrastructure and Environment Programme 2014-2020 is the largest
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programme funded by the European Commission from the European Funds, not only in Poland but also in the European Union. The main areas to which funds are transferred are low-carbon economy, environmental protection, combating and adaptation to climate change, transport and energy security, health protection and cultural heritage. Thanks to the balance between infrastructure investment activities and support targeted at selected areas of the economy, the programme will effectively implement the objectives of the Europe 2020 strategy, to which its main objective are linked - to support a resource-efficient and environmentally friendly economy that is conducive to territorial and social cohesion. At the time of writing this report, due to the high level of Programme allocation, it is not possible to directly allocate financial resources from the Infrastructure and Environment Operational Programme to finance the preparation of the SUMP documents by local governments. However, other activities were undertaken to support local governments and to link the sources of funding for other activities with the implementation of the SUMP.
2.3.9 Support for municipalities and regions The main objective of the national SUMP programme will be the continuous updating of SUMP planning practices, as well as the transfer of knowledge between municipalities and regions in Poland and beyond. The transfer of practices from abroad to the country and the exchange within the country will be carried out by the national contact point within the CIVITAS PROSPERITY project and entities involved in SUMP planning in the country, and by the Ministry of Infrastructure. Responding to the needs indicated by the cities, the Ministry of Infrastructure established a cooperation with the Ministry of Investment and Development in 2018 to establish possible forms of SUMP support. During working meetings with the Ministry of Infrastructure and Rural Development, the Centre for EU Transport Projects, the European Commission and the JASPERS Initiative, the concept of a pilot support programme for cities/functional areas for the implementation of the SUMP idea was developed as part of the preparation for the next financial perspective. The coordinator of the pilot project is the Ministry of Infrastructure and Environment, as the Managing Authority of the Infrastructure and Environment. The pilot is open to all interested cities and its main objectives are: to encourage local authorities to undertake comprehensive activities related to urban mobility, including transport, environmental protection, health, social and economic development; to transfer knowledge and good practices to local government units (training workshops) and to support cities and functional areas in preparing or updating SUMP. The above undertaking will be implemented through comprehensive, free of charge support from experts from the JASPERS Initiative, implemented from the funds of the European Commission and assistance of an external expert employed by CUPT, financed from the funds of the Technical Assistance of the Operational Programme Infrastructure and Environment. The pilot project will last 2 years.
2.3.10 International exchange of knowledge Learning from best practice examples from abroad and transfer of good practice in combination with EU initiatives is the main mechanism for developing SUMP planning. The
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international exchange will continue in order to ensure the high quality of the national SUMP programme, therefore MI and CIVITAS PROSPERITY partners will be actively involved in EU projects on this subject. This will allow funding and human resources to develop and expand the National SUMP Programme. It is planned to involve foreign experts in the SUMP planning, including training activities and quality assessment of emerging Sustainable Urban Mobility Plans.
2.3.11 Legislation The CIVITAS PROSPERITY project has recognised that the development and stability of this planning approach will need to be integrated into the legal framework and that it will be necessary to develop a certain legal basis for SUMP planning in Poland. The experience of countries that have more advanced SUMP planning also shows that legislation is an important step in the development and sustainability of SUMP planning and can contribute to reducing the dependence of SUMP planning in Poland on funding and EU initiatives. Legislation can also strengthen cross-sectoral integration in SUMP planning.
2.4 Target indicators for the programme The National Support Programme for Sustainable Urban Mobility Planning will pursue the following objectives: • By 2025 75% of all municipalities above 50,000 inhabitants will have adopted Sustainable Urban Mobility Plans (own or as part of a regional plan), while documents in most other municipalities will comply with the principles of SUMP planning; • The following actions will be carried out annually until 2025: • an annual national conference on sustainable mobility; • Coordinated discussion on SUMP planning during the European Mobility Week (EMW); • publication of 4 electronic newsletters; • 2 promotional events per year for municipalities, regions and/or professionals; • 1 study visit to a Polish or foreign city; • regular support for municipalities and regions in the preparation, updating of and the implementation of sustainable urban mobility plans; • By 2025, at least one set of up-to-date guidelines for selected SUMP planning topics, including the organisation of training, will be prepared annually and the exchange of knowledge; • A national monitoring and evaluation system for all levels will be established by 2021. From 2020 onwards, all municipalities that have adopted a Sustainable Urban Mobility Plan (SUMP) will report every 1-2 years; • Monitoring and evaluation (according to a predefined set of indicators), all other municipalities every 5 years; • By 2021, a quality assessment system for SUMPs will be established in Poland;
20 / 21 National Support Programme for Sustainable Urban Mobility Planning (SUMP)
• All municipalities over 50,000 inhabitants will update their SUMP every 5 years, other municipalities at least 10 years.
3 Summary The National Support Programme for Sustainable Urban Mobility Planning (SUMP) is based on a similar programme designed by project partners in Slovenia under the CIVITAS PROSPERITY project. The programme is based on EU documents and guidelines, experiences of countries with longer SUMP planning experience, experiences of the MI and the Polish municipalities that have adopted SUMPs and finally the results of other European and national SUMP projects. The body responsible for the national programme is the Ministry of Infrastructure in cooperation with other stakeholders. It is assumed that this programme will be updated every five years at least.
21 / 21 D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.13 Annex 13: NSSP for Portugal
Sustainable Mobility Planning Programme Proposal 2019–2023
March 2019
Abstract: The Sustainable Mobility Planning Programme Proposal (Programme) provides a vision for sustainable urban mobility planning in Portugal and a roadmap to achieve that vision. The Programme proposes objectives, targets and an action plan that describes the short-term priority activities and identifies the necessary elements that should be implemented to promote regional/local sustainable urban mobility planning.
Authors – Instituto da Mobilidade e dos Transportes (IMT, I.P.): Isabel Botelho Rui Velasco Martins José Manuel Lopes Pereira
Co-authors – members of the National Task Force for SUMP (NTF for SUMP): Inês Henriques Sara Lobão Pedro Machado Catarina Marcelino Carla Oliveira Sandra Somsen
Table of Contents
Introduction 1 Programme Vision 4 Programme Objectives 5 Programme Targets 7 Elements of the National SUMP Programme Proposal 8 National SUMP Programme Proposal 8 Financial Resources and Other Incentives 10 Methodology and Guidelines 11 Monitoring and Evaluation 12 Information, Education, and Knowledge Exchange 14 Action Plan 2019 - 2023 16
Introduction In 2012 the Institute for Mobility and Transports1 (IMT) released a Mobility Package targeted at promoting sustainable mobility planning in Portugal. This Package included a vision for the Portuguese Sustainable Mobility (National Guidelines for Mobility), the framework to plan a path to achieve that vision (Guide for the Elaboration of Mobility and Transport Plans) and a set of support technical/thematic brochures with specific approaches to deal with mobility issues such as parking, flexible transport or multimodal interfaces. When the European SUMP Guidelines were released, in 2013, it was clear that, despite their differences, the Portuguese Mobility and Transport Plans (PMT) and the Sustainable Urban Mobility Plans (SUMP) shared many common principles. In fact, both are strategic planning instruments based on integration, participation and monitoring principles and aim to achieve a more sustainable mobility system, while simultaneously improving quality of life (namely through improved accessibility, reduced congestion, higher traffic safety, higher inclusion, lower air and noise pollution, lower greenhouse gas (GHG) emissions, better use of public spaces and healthier/more active mobility). IMT’s Mobility Package became a national technical reference document2 but was never fully instated as a national policy instrument. In this context, twelve municipalities/regions developed PMTs3 and several more are still currently being developed, including the Lisbon plan. The European regional funding framework (2014-2020) and the Portuguese Regional Operational programmes demanded a mandatory sustainable mobility planning instrument which led to the wide-spread adoption of Sustainable Urban Mobility Action Plans (SUMAPs) in Portugal, a planning instrument with a somewhat narrower scope than that of the PMTs. SUMAPs were developed for the 21 intermunicipal communities and two metropolitan areas that covered the entire Portuguese continental territory. For the past six years, initially through the participation in the European project Endurance (2013-2016) and more recently through the participation in Prosperity project (2016-2019), IMT engaged with cities raising the awareness and establishing knowledge and experience by sharing networks for sustainable mobility. These actions were central to promoting sustainable mobility principles and enabling regional and local authorities to produce and manage PMTs/SUMPs.
1 The Institute for Mobility and Transport (IMT, I.P.) is a public institute integrated in the indirect State administration, endowed with administrative and financial autonomy and its own assets. The IMT, I.P. is a central body with jurisdiction over the entire national territory. The IMT, I.P. acts on matters related to the Ministries of Internal Affairs, Infrastructure and Housing, Environment, and Sea, under the supervision and authority of the Minister of Infrastructure and Housing. The mission of IMT, IP, is to perform the functions of technical regulations, licensing, coordination, supervision and planning in the area of inland and inland waterway transport and related infrastructures, as well as in the economic sector of commercial ports and maritime transport. 2 On the 1St Sustainable Mobility Survey (2018), 64% of Portuguese municipalities stated knowing IMT’s Mobility Package, while the European SUMP concept was known by 56% of the municipalities. 3 Olhão, Algarve Central, Margem Sul, Cascais, Aveiro, CIM Região Aveiro, Maia, Quadrilátero, Ílhavo, Matosinhos, Seia, Torres Vedras.
In 2015, the publication of the new Legal Regime for Passengers Public Transport Services (RJSPTP) that was approved by the Assembly of the Republic introduced an important change to the Portuguese mobility planning landscape. The management of public transport was decentralised from national level to municipalities, intermunicipal communities (CIM) and metropolitan areas (AM) which became transport authorities with the power to plan, manage, operate, assign, inspect, invest, finance, disseminate and develop public transport. Since 2015 these authorities have been working on the reformulation of its public transport services which are due to be for tendered before December 3rd 20194. This process contributed to improved technical experience on mobility issues within these transport authorities. When the public transport tenders are concluded, the need to further develop existing PMTs and SUMAPs will be more important than ever and the highly capable transport authorities should be able to push through a new generation of sustainable mobility plans. The goals for this new generation of sustainable mobility plans will have to face more demanding challenges because Portugal has adopted a carbon neutral goal by 2050 and it also became a founding member of the Transport Decarbonisation Alliance (TDA) that promotes stronger decarbonisation of the transport sector. Seven years after its release, the National Guidelines for Mobility needs to be updated, the Guide for the Elaboration of Mobility and Transport Plans should be revised, and new technical/thematic brochures need to be released to provide a Mobility Package 2.0 that is able to cope the present and future sustainable mobility planning challenges. Also, the current revision of the European SUMP Guidelines provides an opportunity to realign the national and European sustainable mobility planning instruments. As such, the purpose of the Sustainable Mobility Planning Programme Proposal (Programme) is to build on the existing mobility planning instruments (PMT/SUMP/SUMAP) and provide a vision for sustainable urban mobility planning and a roadmap to achieve that vision. The Programme proposes a framework to define objectives, targets and the necessary elements that should be implemented to promote regional/local sustainable urban mobility planning. The document includes an action plan that describes the short-term priority activities. The Programme is intended to be submitted, for consideration, to the Vice Minister for Environment and Mobility, in May 2019.
4 In order to fulfill Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) Nos 1191/69 and 1107/70. 2
Acronyms and abbreviations: AM – Metropolitan Areas ANMP – National Portuguese Municipalities Association CIM – Intermunicipal Communities GHG – Greenhouse Gas IMT – Institute for Mobility and Transports ITS – Intelligent Transport Systems MaaS – Mobility as a service PMT – Mobility and Transport Plans Programme – Sustainable Mobility Planning Programme Proposal NNSM – National Network for Sustainable Mobility NTF – National Task Force PT – public transport PTF – Programme Task Force RJSPTP – Legal Regime for Passengers Public Transport Services RNC 2050 – Carbon Neutrality Roadmap SM – Sustainable Mobility SUMAP – Sustainable Urban Mobility Action Plans SUMP – Sustainable Urban Mobility Plan TDA – Transport Decarbonisation Alliance
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Programme Vision The Portuguese transport system is highly dependent on the individual car, which is the mobility choice for 62% of commuters5. This situation contributes to, despite a significate reduction in Greenhouse Gases (GHG) emissions during the last decade, the transport sector still accounted for 24.5% of the national GHG emissions in 2015. In this context, the present transport GHG emissions reduction goals for the transport sector should be considered as the foundation for the Portuguese vision for sustainable mobility. Portuguese GHG emissions reduction goals for the transport sector
Base Target GHG emissions Source Year Year reduction goal National Plan for Climate Change 2005 2020 -14% National Plan for Climate Change 2005 2030 -26% Carbon Neutrality Roadmap 2005 2050 -98% to -99%
Achieving the ambitious GHG emissions reduction goals set for the transport sector will necessitate a profound transformation of the Portuguese mobility system. Higher usage of public transport and soft modes, more efficient shared mobility solutions and zero emission vehicles will need to be articulately promoted and sustainable mobility planning is the tool needed to integrate all these solutions. In addition to GHG emissions reduction goals, sustainable mobility planning is also a fundamental instrument used to address other mobility issues such as the lack of accessibility, urban congestion, traffic safety, air and noise pollution and uninviting public spaces. Through the promotion of sustainable mobility planning, Portugal will be able to ensure that the transport sector provides an important contribution to achieving carbon neutrality by 2050 and foster the adoption of the right combinations of solutions through collaborative approaches, providing safer, sustainable and shared mobility.
5 Data from National Census (2011). 4
Programme Objectives The coexistence of three different types of plans in Portugal - PMTs, SUMAPs, SUMPs - provides an assorted framework for sustainable planning. In the future this plans should gradually evolve into a second generation of sustainable mobility planning, built on the experience of the first generation as well as on the evolution of the European SUMP Guidelines. In this context, the National SUMP Programme Proposal intends to achieve the following objectives:
PRODUCE THE MOBILITY PACKAGE 2.0 IMT’s Mobility Package was first released in 2012. Seven years after its release the Programme will update the National Guidelines for Mobility, revise the Guide for the Elaboration of Mobility and Transport Plans and release new technical/thematic brochures to provide a Mobility Package 2.0 that is able to cope the present and future sustainable mobility planning challenges.
DISSEMINATE SUSTAINABLE MOBILITY BEST PRACTICES The participation of Portuguese entities in European projects for sustainable mobility, such as PROSPERITY, ENDURANCE, SUITS, DESTINATIONS, SMART-MR, amongst others has been an important instrument for the dissemination of sustainable mobility best practices. The Programme will promote a higher level of participation among Portuguese entities in European projects that focus on sustainable mobility. To further promote the exchange of best practice the Programme will promote a national annual sustainable mobility planning meeting.
FOSTER INTERMUNICIPAL COLLABORATION The role of the new decentralised transport authorities has been a strong incentive for intermunicipal collaboration on planning public transport networks. Many municipalities have delegated their authority to CIMs and AMs and these regional entities have significantly increased their technical capacity. Building on this base the Programme will support CIMs and AMs to foster higher levels of intermunicipal collaboration on sustainable mobility planning.
MONITORING THE NATIONAL SUSTAINABLE MOBILITY PROGRESS The Programme will support the annual implementation of the Sustainable Mobility Survey, conducted by IMT, as an instrument to monitor the national progress towards a more sustainable mobility.
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CERTIFICATION OF SUSTAINABLE MOBILITY PLANS The Programme will also work on the developing a certification scheme that can provide a seal of quality for PMTs, SUMPs and other sustainable mobility planning instruments.
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Programme Targets The National SUMP Programme will strive to reach the following targets:
• The National Task Force will give way to the Programme Task Force (PTF) that will coordinate the implementation of the Programme and meet twice a year
• By 2023, the National SUMP Programme for 2024-2029 will be prepared.
• In 2019, a new technical/thematic brochure on Urban Freight Logistics will be released.
• In 2020, a new technical/thematic brochure on Sustainable Intelligent Transport Systems will be released.
• In 2020, the National Guidelines for Mobility will be updated.
• In 2021, the Guide for the Elaboration of Mobility and Transport Plans will be revised.
• Between 2019-2023 the Sustainable Mobility Survey will continue to monitor the national sustainable mobility progress.
• By 2022, a certification scheme for sustainable mobility plans will be established.
• Between 2019-2023 a national annual sustainable mobility planning meeting will be organised.
• In 2021, the Portuguese Presidency of the European Council will assume as a priority: Connecting Cities and Territories - increased access, less impact
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Elements of the National SUMP Programme Proposal This chapter provides a detailed description of the Programme activities with a focus on the following areas:
• National SUMP Programme Proposal; • Financial resources and other incentives; • Guidelines and methodology; • Monitoring and evaluation; • Information, education and knowledge exchange.
National SUMP Programme Proposal Between 2016 and 2019 CIVITAS PROSPERTY has provided several stages for the debate on sustainable mobility planning and for the exchange of best practice with the following stakeholders though the National Task Force which (that includes designated representatives from the Vice Minister for Environment and Mobility, from IMT, from the AM of Lisbon and Porto, from the National Portuguese Municipalities Association (ANMP) and from the Municipality of Lisbon. It met four times to debate the measures to promote sustainable mobility planning in Portugal. The National Meeting on Sustainable Mobility Planning, held in Lisbon during September 2018 (the second national meeting is scheduled for May 2019), included more than 60 participants who were mostly from municipalities, CIMs and AMs, and it provided an exchange of experiences as well as the conciliation of different visions and objectives between the different stakeholders to promote sustainable mobility planning. Finally, the PROSPERITY SUMP Training, carried out in October 2018, allowed four sustainable mobility experts to share their knowledge with more than 45 trainees from 22 different entities (mostly from municipalities). The National SUMP Programme Proposal is the document, produced by IMT, that synthetises the participation experience on CIVITAS PROSPERTY project, namely the recommendations that emerged from the stages described above where, for the past three years, IMT interacted with national and international sustainable mobility planning stakeholders. This experience has led to the formulation of the present Sustainable Mobility Planning Programme Proposal for the promotion of sustainable mobility planning period 2019-2024. The Programme is intended to be submitted, for consideration, to the Vice Minister for Environment and Mobility, in May 2019.
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Coordination - Programme Task Force If the current Programme Proposal is approved the National Task Force members will be invited to form the Programme Task Force (PTF) that will coordinate the implementation of the Programme throughout its validity period from 2019 to 2024. The PTF will hold Programme Coordination meetings twice a year.
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Financial Resources and Other Incentives In the past, the Portuguese Energy Efficiency Fund supported the elaboration of sustainable mobility planning by financing the development of PMTs. At the same time, the access to Portugal 2020 Operational Regional Programmes required the adoption of SUMAPs. The allocation of direct funding to SUMPs elaboration is seen as a primary action to promote SUMPs and EU intervention is important because it can increase the financial support to SUMPs. The ongoing negotiations for the European regional funding framework after 2020 will determine much of the financial resources available to promote SUMPs elaboration in the future. It is important to stress that the National Investment Programme 2021-2030 foresees important investments in sustainable mobility - without directly associating the investments to a mandatory SUMP - such as the expansion of Lisbon’s and Porto’s subway networks (1.065M€), the development of the public transport system (1.015M€), the promotion of electric mobility (360M€), the decarbonisation of urban freight logistics (450M€), the expansion of the national cycling network (300M€) and the promotion of urban multimodality (200M€). Sustainable mobility planning will be a decisive tool that ensures the coordination of these set of measures and the PTF will promote the importance of sustainable mobility planning as a framework for the investments foreseen in the National Investment Programme. Finally, the recently created Public Transport Fund, although mainly targeted at empowering transport authorities and improving the transport system, also shares sustainability objectives and might promote specific sustainable mobility actions that will benefit the transport system efficiency, such as flexible transport planning.
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Methodology and Guidelines
Update the National Guidelines for Mobility The National Guidelines for Mobility, established in 2013, is the document that contains the 11 principles followed by Portuguese Mobility and Transport Plans. The new international commitments assumed by Portugal, such as achieving carbon neutrality by 2050, the emergence of new mobility issues, such as those introduced by the additional stress over the transport system resulting from the exponential growth of tourism, and the development of new mobility solutions, such as shared mobility, foster the need to update the National Guidelines for Mobility. The update of the National Guidelines for Mobility should be concluded by 2020 in order to provide the revision of the Guide for the Elaboration of Mobility and Transport Plans on the following year.
Revise the Guide for the Elaboration of Mobility and Transport Plans The Portuguese PMTs are an all-inclusive planning document conceived to serve the needs of metropolitan areas, inter-municipal regions and major cities. On the other hand, SUMAPs have a limited scope SUMP that sometimes results in a lack of depth to provide a satisfactory integrated strategic vision on sustainable mobility. The revision of the European SUMP guidelines is an opportunity for the Programme to promote a revision of the Guide for the Elaboration of Mobility and Transport Plans that will provide the methodology for a new generation of sustainable mobility plans, while narrowing the gap between Portuguese sustainable mobility plans and European SUMP. These plans will be built on the existing PMTs and SUMAPs and will be able to deliver adequate solutions for the different planning needs of larger and smaller cities, as well as intermunicipal regions and metropolitan areas.
Expand the technical/thematic mobility package brochures The Programme foresees the publication of new technical/thematic mobility package brochures that address specific mobility issues. In 2019 a new brochure on Urban Freight Logistics will be released. In 2020, coordinated with the organisation of the European ITS Congress, a new brochure on Sustainable Intelligent Transport Systems will be released.
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Monitoring and Evaluation
Sustainable Mobility Survey The monitoring of sustainable mobility at a national level was not ensured by traditional mobility and transport statistics, which mainly focus on cargo and passenger’s movement. To address this issue, IMT started conducting the Sustainable Mobility Survey in 2018, it was used as an instrument to monitor the national progress towards a more sustainable mobility. The first edition of the Sustainable Mobility Survey was answered by 150 municipalities, representing 54% of the total Portuguese mainland6 municipalities. The 2019 edition of the Survey is currently underway. The annual completion of the Sustainable Mobility Survey is fundamental to providing a national perspective of the sustainable mobility actions and goals achieved by the Portuguese municipalities, and the PTF will continue to support this monitoring instrument for the period of 2019-2024.
INDICATORS PROVIDED BY THE SUSTAINABLE MOBILITY SURVEY
• Number of municipalities that know about the Portuguese Mobility Package • Number of municipalities that know about the SUMP Guidelines • Number of municipalities with any kind of sustainable mobility plan • Number of municipalities that are part of the Covenant of Mayors • GHG emissions from transport sector, by municipality • Number of actions to reduce private car usage, by municipality • Type of actions to reduce private car usage, by municipality • Number of actions to promote PT, by municipality • Type of actions to promote PT, by municipality • Extension of cycling lanes, by municipality • Availability of bike-sharing services, by municipality • Number of bikes on bike-sharing services, by municipality • Number of electric bikes on bike-sharing services, by municipality • Number of users of bike-sharing services, by municipality • Availability of car/scooter-sharing services, by municipality • Number of electric vehicles on car/scooter-sharing services, by municipality • Number of bicycle parking places, by municipality • Number of park&ride facilities, by municipality • Number of places at park&ride facilities, by municipality • Number of free places at park&ride facilities, by municipality • Number of low emission zones, by municipality • Number of 30 km/h zones, by municipality • Number of Pedestrian Priority Zones, by municipality
6 The regions of Azores and Madeira were not included on this survey. 12
Certification scheme for sustainable mobility plans The Programme will work to develop a certification scheme that can provide a seal of quality for PMTs, SUMPs and other sustainable mobility planning instruments. The certification scheme will be based on a quality checklist to be produced during the revision of the Guide for the Elaboration of Mobility and Transport Plans. The PTF will identify the qualified entitie(s) that, using a quality checklist, will be able to provide the certification for sustainable mobility plans.
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Information, Education, and Knowledge Exchange
Sustainable Mobility Network The National Sustainable Mobility Network, started within the context of ENDURANCE Project, and further expanded during PROSPERITY project, is a network of municipal technical contacts that deal with Sustainable Mobility. This network will remain active after the end of PROSPERITY Project and its members will be the main targets for every information, education, and knowledge exchange activity carried out by the Programme. Foreseen activities for the 2019-2024 period include:
• Organisation of an annual National Conference on Sustainable Mobility Planning,
• Sustainable Mobility Network Newsletter (every 6 months),
• Regular support for municipalities and regions in preparing, updating and implementing SUMP (SUMPs are voluntarily sent to IMT and technically commented),
• Support for municipalities and regions that intend to participate on European projects that focus on sustainable mobility (promoting open calls, fostering national consortiums, providing data and technical expertise, etc.).
International promotion of sustainable mobility I - TDA The Transport Decarbonisation Alliance (TDA) was launched in 2018 that aimed to bring leading countries, cities and companies together to work on that the acceleration of the decarbonisation of the transport sector. The TDA Members form a “coalition of the willing” to accelerate the worldwide transformation of the transport sector towards a net-zero emission mobility system before 2050. The TDA´s ambition is to become the most visible and influential forum for public and private cooperation to ensure that all transport sectors contribute to the Paris Agreement ś objectives. The TDA currently consists of:
• 6 TDA Countries: Costa Rica, Finland, France, Luxembourg, Netherlands and Portugal, • 5 TDA Cities: Rotterdam (Netherlands), Lisbon, Porto, Gaia, Matosinhos (Portugal), and • 6 TDA Companies: Alstom, CEiiA, EDP, ITAIPU Binancional, Michelin, and PTV. The Programme will support the international promotion of the TDA and will stress the importance of sustainable mobility planning as a fundamental instrument to fulfil TDA objectives.
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International promotion of sustainable mobility II – Portuguese Presidency 2021 As Portugal will assume the Presidency of the European Council in 2021, the Programme will stress that one of the presidency priorities should be: Sustainable Development Mobility (Connecting Cities and Territories: increased access, less impact). Mobility will play a major role in enhancing Territorial Cohesion. Territorial and urban planning needs to consider wide accessibility to public and general interest services, including citizens with less economic capacity or with reduced mobility. Urban and rural connections need to consider mobility and transport as a strategic sector in national and EU economies. Circularity and economy competitiveness depend on how mobility and transports are planned as place based policies. In this context, it is clear that connecting cities and territories under the Mobility approach can be enhanced by coordinating Decarbonisation and Territorial Cohesion visions. Portuguese and European visions for mobility are closely integrated, following a shared agenda that promotes safe, clean and connected mobility. To implement this vision, cities must be reinvented, becoming a Connected Territory with greater interurban and rural-urban connections, in which citizens have increased access and multiple mobility choices, with less impact, that will allow them to travel safely, sustainably, comfortably, timely and affordably. Connecting Cities and Territories by increasing flows but less impacts should be part of the EU vision.
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Action Plan 2019 - 2023
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Coordination and development of the National SUMP Programme National SUMP Programme Proposal will be delivered for consideration to 2019 IMT and PTF the Vice Minister for Environment and Mobility Programme Coordination meetings Twice a year IMT and PTF Preparation of National SUMP Programme for 2024-2029 2023 IMT and PTF Financial resources and other incentives Promote the importance of sustainable mobility planning within the context 2019-2023 PTF of the Portuguese Energy Efficiency Fund and Public Transport Fund Promote the importance of sustainable mobility planning as a framework 2019-2023 IMT for the investments foreseen in the National Investment Programme Methodology and guidelines IMT and New technical/thematic brochure on Urban Freight Logistics 2019 subcontractors New technical/thematic brochure on Sustainable Intelligent Transport IMT and 2020 Systems subcontractors IMT and Update National Guidelines for Mobility 2020 subcontractors IMT and Revision of the Guide for the Elaboration of Mobility and Transport Plans 2021 subcontractors Monitoring and evaluation Sustainable Mobility Survey each year IMT Certification schema for sustainable mobility plans 2022 IMT and PTF Information, education and knowledge exchange Organisation of a National Conference on Sustainable Mobility Planning each year IMT and PTF Sustainable Mobility Network Newsletter Twice a year IMT and PTF Transport Decarbonisation Alliance : international promotion 2019-2023 IMT Presidency of the European Council – promoting priority: Connecting Cities 2021 IMT and PTF and Territories - increased access, less impact
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.14 Annex 14: NSSP for Romania
Draft document prepared by the SUMP national taskforce (GO –
PMUD)
Sustainable Urban Mobility Plans (SUMP) National Programme in Romania 2019 - 2030
July 2019
*Romanian SUMP Programme is a draft version without quality check and it has not been approved by the end of PROSPERITY, therefore some adaptations might be done before the document gets approval
Abstract: The SUMP National Programme in Romania sets out the objectives and principles for the elaboration of Sustainable Urban Mobility Plans (SUMPs) and the support measures promoted at national level to optimize the quality, adoption and implementation of these tools in the context of the application of European policies. The aim is to promote the integrated planning of sustainable urban, territorial and social-economic development of communities and to establish the necessary actions. The programme is based on good practice from countries with a long experience in SUMP development and implementation and on the EU guidelines on integrated planning. It also capitalises the positive experiences acquired in Romania through ongoing or already finalised European projects like BUMP, EVUE, ENDURANCE or SIMPLA. The SUMP programme will be coordinated, managed and implemented by the Ministry of Regional Development and Public Administrationat national level, regionally by the Regional Development Agencies (ADR), and locally by municipalities and cities, in accordance with the specific national legislation. The latter will be updated to meet the needs in the field and allow the optimization of current processes and tools in line with European recommendations. The programme is pursuing the involvement of all stakeholders by corroborating measures and actions to ensure the achievement of the European targets in the medium term until 2030 and in the long term until 2050. This approach is aimed at increasing the administrative capacity for managing the SUMP process and the development of public and private transport infrastructures and related services at local and regional levels.Particular attention is paid to accessibility for all categories of users, including those with (permanent or temporary)mobility and communication difficulties; integrated intermodal systems and transport services being promoted. The programme will update the legislative and operational framework for integrated planning with the help of the SUMP National Platform developed on the basis of the network created through the ENDURANCE project. Furthermore, the harmonization of SUMP with similar instruments in energy, environment and climate change management fields will be pursued. The SUMP programme will ensure the correlation of local and regional level investments in transport infrastructure and services with the main international and European transport corridors. In this context, the Action Plan proposed through the SUMP Programme includes the set of necessary actions, supported by recommendations for implementation, and framed by monitoring, evaluation and adjustment terms.
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Authors “Cities on the Move” (“Orașe în Mișcare”): Irina Rotaru – President and Coordinator of the Innovation Work Package for the European project Civitas PROSPERITY Monica Oreviceanu – technical expert urban mobility
Co-authors – high level civil servants of theMinistry of Regional Development and Public Administration (MDRAP): General Directorate for Regional Development and Infrastructure:
Management Authority for Regional Operational Programme (AMPOR): Sava Chiser To be completed depending on the contributions
Experts and members of the SUMP national taskforce (GO - PMUD): Violeta Mihalache – Civinet România Adrian Purcaru –Centru Regional Development Agency Cezar Grozavu - Executive Director at Regional Office for Cross Border Cooperation Florin Andronescu – ALEA Alexandru Sandu - Professor „Ion Mincu” University of Architecture and Urban Planning, Bucharest and President of the Romanian Register of Urban Planners Mihaela Negulescu – „Ion Mincu” University of Architecture and Urban Planning, Bucharest
To be completed depending on the contributions
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Table of contents
INTRODUCTION 6
Context /general framework 7
Programme Vision 7
Programme Targets and Objectives 8
Programme Impact 10
ELEMENTS OF THE NATIONAL SUMP PROGRAMME 11
Coordination and Development of the National SUMP Programme 11
Legislation 13
Financial Resources 15
Methodology and Guidelines 16
Monitoringand Evaluation 17
Information, Education and Knowledge exchange 19
ACTION PLAN 2019 - 2030 22
Recommendations 23
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Acronyms and abbreviations
ADR – Regional Development Agency CF – Cohesion Fund CFR – Romanian Railways CJ – County Council EMW – European Mobility ERDF – European Regional Development Fund FUA – Functional Urban Area GO – PMUD – SUMP national taskforce in Romania HG – National Government Decision MaaS –Mobility as a Service MDRAP – Ministry of Regional Development and Public Administration MT – Ministry of Transport ME – Ministry of Energy MFE – Ministry of European Funds MM – Ministry of Environment MMACA – Ministry for Business Environment, Trade and Entrepreneurship MPGT – General Masterplan for Transport PAEDC - Action Plan for Sustainable Energy and Climate (SEAP) POIM - Large Infrastructure Operational Programme P+R – Park and Ride PUG – General Urban Plan TC – public transport RO – Romania SUMP – Sustainable Urban Mobility Plan EU – European Union
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INTRODUCTION
Since the 1990s, the degree of motorization and mobility have increased dramatically in Romania, and over the past decade, the demand for transport has diversified both, in cities and at regional level, highly impacting the quality of life and environment. In this context, promoting a coherent SUMP national programme becomes indispensable for ensuring accessibility for all categories of users. This will allow the optimization of the implementation of the proposed measures and the development of transport infrastructure and services for people and goods. The increased rate of motorization and the urban sprawl (without accessibility to public transport, served by non-hierarchical and undersized road networks, lacked of current equipment and facilities etc.) generated peri- urban areas functionally dependent on the main city and increased volumes of car-based commuting.
With the adoption of new legislative regulations in 2013 by updating Law 350/2001 (on urban planning and territorial development), the practice of applying the SUMP methodology in the process of urban and territorial planning has been included as the main component of the General Urban Plans (PUG).Thus, a new paradigm of spatial and functional planning was promoted. This implies the involvement of all stakeholders in the process and the monitoring and evaluation of urban measures and regulations adopted through the PUG. So far, several endeavours have been made to develop such integrated approaches for metropolitan areas with a territorial role of growth pole, for county lead municipalities and for some medium-sized localities facing problems of accessibility and traffic congestion. However, the process proved to be very difficult because of the lack of updated data and documents, the inconsistencies regarding the considered perimeters, the different deadlines for updating the various plans and strategies, and the missing real implication of the local public authorities and citizens. Cities adopted the role of "clients" instead of becoming partners in the preparation and implementation of their SUMPs, which were often not really taken over by the authorities.
Having beenprepared during the past 5 years,most SUMPs in Romania belong to the first generation. Thus, to date, no SUMP has followed the full development cycle, and the monitoring and evaluation tools are in an early stage of conception and application. The interest in adopting the new concept of urban planning and the new methodology for SUMP preparation and implementation is constantly increasing. Theseare appreciatedby the professionals in the field, but also by decision makers and citizens interested in increasing life quality by optimizing the traffic organization and the functionality of the transport systems for people and goods. The legal norms for the enforcement of the new legislation adopted by Minister Order MDRAP no.233 / 2016 specify the general content and procedure for the approval and promotion of the urban and territorial plans, including the SUMP. However, they do not provide any procedures for the monitoring and evaluation of the plans. Furthermore, there is no indication regarding their harmonization with the instruments in related fields, namely plans for energy efficiency, for prevention of and adaptation to climate change or for mitigating the effects in the areas with high risks - floods, earthquakes, landslides, avalanches, etc. The adoption of a SUMP National Program in Romania is topical for efficiently addressing the daily mobility problems. Additionally, it is very necessary for the optimisation of the regulatory and operational framework of the integrated planning process as well as for setting the milestones so that the measures adopted for each domain can be correlated and can contribute positively at reaching the targets already imposed at Community level by the European sector policies. The program sets the major objectives and targets regarding the optimization of the preparation, adoption and implementation of the SUMPs in Romania and includes the 2019 - 2030 action plan to achieve them.
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▪ Programme vision
The adoption of a new paradigm, in the sense of a complex participatory process, declined in cyclically defined stages along the entire methodological process of the SUMP, in correlation with territorial development, energy efficiency and climate change management, represents an innovative concept adapted to the specific conditions in Romania. Moreover, it is in line with good practices resulting from the positive European experiences of implementing sustainable mobility measures in order to meet development goals and targets at Community level.
The program creates the appropriate framework for the optimization of the preparation and implementation of the SUMPs in Romania and of their efficiency as current tools that support the local public administrations in the sustainable development of cities and communities.
The vision of the programme refers to the transformation of the SUMP into an operational instrument adapted periodically (depending on the evolution of the territory), which will guide public administrations in the adoption and implementation of the decisions in the urban mobility and development fields. The programme will facilitate cross-sector communication, between different levels of government and between counterparts (peers). It will help optimize the support measures for the preparation, financing and current deployment of the SUMP for the development of multimodal transport systems, with priority given to the accessibility of the most vulnerable users (children, seniors, people with disabilities) and to the less polluting and less public space-consuming uses.
In this context, there are proposed actions, measures and implementation and verification deadlines regarding: - Legislative and regulatory framework (legislation, regulations and standards); - Institutional framework; - Financial framework; - Methodologies and guides; - Operational monitoring and evaluation tools; - Education and training.
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The program will be subject to public consultation and debate. It will be transposed into a programmatic act that will be adopted at governmental level and implemented through the contribution of central, regional and local authorities under the coordination of the Ministry of Regional Development and Public Administration (MDRAP). The program will have two intermediate evaluations, in 2025 and respectively in 2030 and a final one in 2035 (which will include a new action plan for the period 2035 – 2050).
▪ Programme targets and objectives
Programme objectives:
• The optimization of the SUMP as an efficient tool supporting the current activity of local public administrations, periodically updated (living instrument) according to the urban, socio-economic and technological developments; • An unitary national framework supporting the integrated urban and territorial planning practice; • Accessibility of urban and rural settlements for all users based on a judicious balance between urban mobility, spatial proximity and digital connectivity (according to the Triple Access System promoted by Lyons and Davidson1); • Institutional and inter-community collaboration supporting and improving the investment objectives as base for sustainable and integrated development of cities and communities; • Effective participation of the local public administrations in the preparation and implementation of the SUMP; • Medium term (2035) and long term (2050) harmonisation of the urban and territorial plans and processes with strategies and action plans for mobility, energy efficiency and climate change management in order to reach the objectives set by the specific European policy; • Creation of adequate monitoring and integrated assessment tools for sustainable urban development, mobility, energy efficiency and climate change management.
1Lyons, G. and Davidson,C. (2016) Guidance for transport planning and policymaking in the face of an uncertain future in Transportation Research Part A: Policy and Practice, 88, pp. 104-116, Elsevier. Freely available at: https://pdfs.semanticscholar.org/9763/697a9f18f4f5d612ac5b0d2750c513f7534b.pdf 8
Programme targets:
• The promotion of a national strategy for the correlation of the legislation and instruments in the various sectors of urban management: mobility, spatial and functional development, energy efficiency - SUMP, PUG, PAEDC; • The adoption of an Action Plan for integrated urban and peri-urban sustainable development lasting the period 2019 - 2030; • Reaching the targets of sectorEuropean policy for clean transport, renewable sources energy, global warming reducing and prevention of negative effects of climate change; • Identification of financial instruments available forcentral and local authorities for programs and investments meant to optimize mobility, energy efficiency and the measures combating the effects of climate change.
Key elements for reaching the European objectives and targets: • Reduced greenhouse gas emissions with 40% by 2030, 60% by 2040 and 80% by 2050, compared to 2018 levels; • production of at least 27% energy from renewable sources and allowing a 27% reduction in energy consumption by 2030 compared to the current situation (2019); • significant reduction of Europe's dependence on imported oil, a 60% reduction oftransport carbon emissions and the exclusionof conventional fuel (gasoline, diesel, gas) vehicles from the Romanian municipalities until 2050; • increased resistance to climate change; • integrated urban mobility systems that meet the needs of all users while ensuring economic viability, social equity, security, health and environmental quality; • halving the number of road accident deaths by 2025(compared to 2019) and increasing road safety as stipulated by the National Strategy for Road Safety 2016 - 2020 adopted by the Romanian Government in 2016.
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▪ Programme impact
• Short term – 2025 - Update of the legislative package and of the specific technical and methodological norms regarding the design, adoption, implementation and monitoring of the SUMP (with the inclusion of specific requirements and support measures adapted for each category of localities / territorial administrative units (UAT) / territories) by 2022. - Correlation of the SUMP with SEAP and PUG. - Rendering operational the SUMP monitoring and evaluation tools and the completion of the first intermediate (mid-term) evaluation reports 2022 - 2025. - Reaching the road safety targets regarding the halving of the number of road accident victims by 2025 compared to 2019. - The preparation, approval and implementation of the first functional area SUMPs. - The reconsideration of the financing priorities and criteria for SUMP preparation and urban mobility measures, in order to ensure the balanced development of all the cities and towns.
• Middle term – 2035and long term - 2050 - The completion of the first implementation phase of the first harmonised SUMPs; - Starting of the second series of harmonised plans: for urban mobility, urban and territorial development, energy efficiency and for limiting the negative effects of climate changes; - The evaluation of the implementation of the integrated and harmonized planning, considering its capacity to respond to the European sector political targets set for 2035; - Setting the targets for 2050 regarding the consolidation and extension of the practice of harmonized integrated planning; - 100% integrated intermodal systems and ecological urban and metropolitan public transport networks – 2050; - Implementation of urban and regional integrated traffic management systems and for road safety and security, especially in areas with complex specific issues eg.: cities with more than 50 000 inhabitants, tourist areas of regional, national or international interest.
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ELEMENTS OF THE SUMP NATIONALPROGRAMME
▪ Coordination and Development of the SUMP National Programme The Coordination of the Programme will be ensured by the Ministry of Regional Development and Public Administration (MDRAP). This one will establish the programme’s monitoring and evaluation procedures and the protocols of collaboration with the other ministries to be involved. Furthermore, it will elaborate the specific guides for the activities of the local authorities responsible for the preparation, adoption and implementation of the SUMP, PUG and SEAP. MDRAP will equally regulate the correlation of these different plans and the capitalization of the activities of the European projects in the field and of their (operational and methodological) results.
Key factors The involvement of the relevant stakeholders in the promotion and implementation of the SUMP programme will be ensured through the SUMP taskforce (GO – PMUD), including experts from central, regional and local administration, researchers, representatives of nongovernmental organizations, transport companies and consulting firms active in the promotion of sustainable urban development, inter / multimodal mobility, energy efficiency and environment protection. GO – PMUD has been initiated through the Civitas PROSPERITY project and will continue its activity after its completion, constituting the engine of the programme. Depending on the activities and measures established for each stage of the programme, GO - PMUD will act as ananalysis and debate forum, elaborating recommendations for overcoming the difficulties identified in the elaboration, adoption and implementation of the SUMPs and facilitating the constant information and consultation of all stakeholders.
Multi-disciplinary and Inter-sector Collaboration GO – PMUD will ensure the interdisciplinary approach and the feeding with resourceful information from relevant disciplines, all along the various phases of the programme. As a coordinator, MDRAP will invite contributions from: - Ministry of Transport - Ministry of Environment - Ministry of Energy - Ministry of Health
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- Ministry of Education - Ministry of Communication and Information Society - Ministry of Europen Funds - Ministry for Business, Commerce and Entrepreneurship - Road Safety Inter-ministerial Council (CISR) - National Company of National Highways and Roads in Romania (CNADNR) - CFR railway companies - passengers, freight, infrastructure - National Company for Airports - National Company for Road Infrastructure Management (CNAIR) - National Agency for Environmental Protection
Support to local and regional public authorities GO - PMUD in collaboration with MDRAP will provide to local and regional authorities technical support through the topics of debate adopted, advice in the field, recommendations (proposals for measures and actions, methodological guides, etc.) and training prpmoted. Biannual meetings will be organised with thevarious representatives and will becomplemented by periodic online exchanges. These actions will support the transposition of the SUMP methodological concepts of integrated planning at county and regional level, so that sustainable mobility plans can be developed not only for cities, but also for wider and more complex territories, respectively functional areas, counties and development regions. In order for the County Sustainable Mobility Plan (PJMD) and the Regional Sustainable Mobility Plan (PRMD) to be recognized as spatial planning documentation, it is necessary to update Law 350/2001 and the specific implementation rules. The PJMD and PRMD may be included as component elements of the PATJ and PATZR and implemented and managed by the county councils (CJ) with the support of the regional development agencies (ADR). GO - PMUD will also facilitate exchanges and the transfer of good national and international practices of public authorities and non-governmental organizations, pursuing correct information of the citizens. The local and regional level responsibilities will be established by MDRAPthat will update the legislative and methodological framework, namely Law 350/2001 and its implementationnorms,for promoting integrated urban and territorial planning.
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▪ Legislation
The legislative framework necessary to carry out the Romanian SUMP Programme will be in line with the European policy directions, being guided by the Europeangood practices in the field. A first stage for the SUMPregulation and encouragement has already been passed by the adoption of Law 190/2013 updating the Law 350/2001 on urban planning and spatial planning and OM 233/2016 including the rules for applying the new provisions through which the PSUMP has become a component of PUG. This first step ensured the transfer from the mobility planning practice through traffic studies substantiating the urban and territorial plans to an integrative and participatory planning, in which the role of monitoring and evaluation of the effects of the takenmeasures becomes decisive in establishing the priorities of action and of promotion and financing of investments. The current legislation will be updated to allow the balanced development of all types of settlements. A better adaptation to the national context and to the variety of particular situations, will be pursued in compliance with the European recommendations and general framework in the field.
1. European policy – documents, regulations, initiatives and action plans
- LEIPZIG CHARTER on Sustainable European Cities (2007);https://ec.europa.eu/regional_policy/archive/themes/urban/leipzig_charter.pdf - Green Paper "Towards a new culture for urbanmobility" (2007);https://www.kowi.de/Portaldata/2/Resources/fp7/coop/com-2007-0551-urban- mobility-en.pdf - Action Plan on Urban Mobility 2009 – 2012 (2009);https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:52009DC0490&from=EN - Toledo Declaration for sustainable urban development (2010); - http://urban-intergroup.eu/wp-content/files_mf/es2010itoledodeclaration.pdf - ELTIS Urban Mobility Observatory - the SUMP concept; - The White Paper on Transport„Roadmap to a single European transport area. Towards a competitive and resource-efficient transport system”(2011);https://ec.europa.eu/transport/sites/transport/files/themes/strategies/do c/2011_white_paper/white-paper-illustrated-brochure_en.pdf - Energy Roadmap 2050 (2011);https://eur- lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2011:0885:FIN:EN:PDF - Guidelines- Developing and implementing a sustainable urban mobility plan (2011 and 2014);https://www.eltis.org/sites/default/files/guidelines-developing-and-implementing- a-sump_final_web_jan2014b.pdf
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- Urban mobility package (2013) having at its core the EU communciation “Together towards competitive and resource-efficient urban mobility” https://ec.europa.eu/transport/sites/transport/files/themes/urban/doc/ump/com%28201 3%29913_en.pdf - A European Strategy for Low-Emission Mobility (2016);https://ec.europa.eu/transparency/regdoc/rep/1/2016/EN/1-2016-501-EN-F1- 1.PDF - Pact of Amsterdam establishing the Urban Agenda for the EU (2016);https://ec.europa.eu/regional_policy/sources/policy/themes/urban- development/agenda/pact-of-amsterdam.pdf - Europe on the Move. An agenda for a socially fair transition towards clean, competitive and connectedmobility for all (2017); https://ec.europa.eu/transport/sites/transport/files/com20170283-europe-on-the- move.pdf - The European Innovation Partnership on Smart Cities and Communities (EIP-SCC). Market Place and the Sustainable Urban MobilityAction Cluster (2017 – 2020). - Urban Agenda for the EU - Partnership Urban Mobility (Action plan adopted in 2018);https://ec.europa.eu/futurium/en/system/files/ged/2019_pum_action-plan- brief.pdf - 2030 climate & energy framework (includes EU-wide targets and policy objectives for the period from 2021 to 2030);https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:52014DC0015&from=EN - The EU Convenant of Mayors for Climate and Energy (launched in 2008 in Europe with the ambition to gather local governments voluntarily committed to achieving and exceeding the EU climate and energy targets) https://www.covenantofmayors.eu/en/
2. National policy – general legislation, methodological and technical norms, collaborative actions and initiatives, strategies and plans
• General legislation: - Law 350/2001 on urban and territorial planning updated by Law 190/2013; - HG 525/1996 regarding the approval of the General Regulation of Urbanism; - Law 50/1991 modifiedand completed (2011) regarding the authorization of the construction works; - Law 363/2006 regarding PATN – Section 1. Transport Networks, update of Law 71/1996;
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- Law 121/2014 on energy efficiency; - Law 82/1998 for the approval of OUG 43/1997 regarding the legal regime of the roads, with subsequent additions and modifications; - Law 92/2007 regarding local public services, with subsequent additions and modifications; - Law 34/2007 regarding the installation of the infrastructure for alternative fuels; - The National Strategy for Road Safety for the period 2016-2020 and the Action Plan for its implementation (2016); - HG 529/2013 regarding the National Strategy on Climate Change and the Action Plan for the period 2016 - 2020 - updated through annexes 1 and 2 to HG 739/2016.
• Technical requirements: - MDRAP Order no. 233/2016 regarding the methodological norms for applying the law 350/2001 updated; - Norms for traffic studies for cities and their territory of influence, surface parking and indoorparking, dimensioning and exploitation of the public transport fleet and infrastructure; - Guides and standards for the design, execution and maintenance of streets, crossroads, traffic lights, traffic equivalence, bike paths etc. - Instructions for traffic surveys, censuses etc.
• Initiatives, plans, national strategies, collaborative actions and online information platforms: - Cities on the Move Association: network of urban mobility professionals, SUMP National Focal Point; - Civinet Romania: network for Romanian cities and areas where the Romanian language is used, to share experience and best practices on the development and implementation of sustainable urban mobility strategies, policies and measures. https://civitas.eu/civinet/civinet-romania ; https://civitas.eu/civinet ; https://www.facebook.com/civinet.ro - Regional Development Agencies (ADR) - The Mayors' Club - signatories of the Mayors’ Convention in Romania and the National Dialogue Platform of the Mayors' Convention in Romania;
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- The platform of the ENDURANCE European project for SUMP in Romania; - Cities Energy Romania Association; - the innovation briefs and the various informative materials developed and made freely available through Civitas PROSPERITY project; - the SIMPLA Guide and online Observatory for the harmonized planning of urban mobility and energy efficiency; - National action plan for 2016 – 2020 regarding climate changes (2015); - National Transport Masterplan (2016) - MDRAP Order no.2816 / 2016 for the establishment of the National Partnership on the Development of Romania, through which 4 thematic cooperation platforms were developed: 1. The platform of the professional and scientific environment platform in the field of urban planning and territorial planning 2. Local public administration platform 3. Central public administration platform 4. Business environment platform
▪ Financial resources The provision of financial resources for the development, implementation and update of the SUMPs, but especially for their monitoring and evaluation, requires complex funding mechanisms combining funds from various sources due to the important amounts needed and to the amplitude of data collection and management activities. In order to achieve positive results, it is necessary to fund the entire SUMP process (including its implementation and monitoring) and not only its preparation. Thus, within the SUMP National Program, it is necessary to create a complex integrated financing mechanism for urban mobility, energy efficiency and risk prevention and adaptation to climate change. For the main Romanian municipalities with the role of growth poles, in 2015 European funds were provided (through the ROP 2007-2013) for the preparation of the first SUMPs according to the methodology promoted by the European Commission. The existence of an approved SUMP is already a basic condition for obtaining European money (ROP and POIM) for transport infrastructure investments. For other categories of cities, were provided funds through the Regional Operational Program (ROP) 2013 - 2020, worth 2.3 billion euro. However, many lower-ranking cities have promoted
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SUMPs funded from their own sources and local participation of some stakeholders, and will go through further qualification stages in order to get money from European sources and funds. If the preparation of the SUMP can be financed from local funds, its implementation and monitoring require much more important investments, which could be obtained from external sources. Thus, negotiations are underway for the modification of the Large Infrastructure Operational Programme (POIM) 2014-2020 so that it can pay for the development of peri-urban passenger rail transport. The promotion of the SUMP National Programme requires its inclusion among the priorities of the 2020 - 2027 financing phase of Romania from the EU funds, focusing on the preparation and implementation of the SUMP for functional / metropolitan areas and those for small and medium-sized cities and municipalities, in correlation with spatial development and configuration (urban planning and territorial planning) and the energy efficiency action plans (PAED/SEAP). Punctually, EU funds 2013 - 2020 can support the implementation of various measures through the money available on sector themes or for research and innovation such as projects promoted by the CIVITAS Initiative, INTERREG programme, Horizon 2020, UIA (Urban Innovative Actions), URBACT, cross-border programs or DANUBE. Small cities with limited funding opportunities will be encouraged and financially supported to participate in partnerships with medium and large size cities for the development of territorially harmonized SUMPs covering the interurban and regional levels. The MDRAP, the Ministry of Finance (MF) and the Ministry of European Funds (MFE) will develop the financial framework and mechanisms corresponding to the SUMP National Programme in Romania, corroborating all funding opportunities at government and community level. The complete package for the entire length of the program will include all possible funding sources (and provide funds for priority actions of the approved SUMPs in correlation with PUG and PAEDC 2020 – 2030) together with tools and activities for monitoring, evaluation and updating.
▪ Metodology and guides The methodology promoted at the EU level for the preparation of SUMPs and the implementation of their action plans has been improved during the past 10 years, including numerous support tools for all stakeholders and authorities concerned.
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The European Observatory for Urban Mobility hosted by the Eltis portal2 is the main source of successful methodologies, guides and practical examples, some of them also applied in Romanian cities. The Observatory presents the updated guides for the SUMP preparation as well as thematic case studies. For the other types of plans, the portal of the European Convention of Mayors provides information and examples of good practice. The European experiences in the field transposed into useful tools for each type of plan and for their correlation can guide and nurture the SUMP national programme in Romania. Addressing actual challenges and adopting innovative approaches in the field, the European projects promoted a large variety of methodologies and applications as well as practical and training activities such as: - Online applications for urban and territorial level analysis and evaluation (such as Urban Transport Roadmaps3 ); - SIMPLA Methodology and guide for the harmonization of the preparation and of the implementation of the SUMP and PAEDC (SEAP); - Thematic training sessions, information exchanges and coaching for professionals and technical staff working for local authorities and agencies.
At national level, the MDRAP will propose normative acts, methodological guides and implementation rules for all types of sustainable mobility plans and will promote support projects for the training and coaching of the professionals and authorities responsible with the SUMPs’ preparation and implementation.
▪ Monitoring and evaluation The monitoring and evaluation activities will be done by MDRAP, as the national coordinator, together with the central, regional, county and local authorities responsible for the adoption and implementation of the plans related to each level of governance / planning.
2http://www.eltis.org/
3https://civitas.eu/sites/default/files/etc-presentation-eu-roapdmaps-2030-v1.pdf 18
The monitoring and evaluation will include the steps mentioned in the SUMP guide according to fig.1 and will identify the positive and negative effects of the measures provided by the action plans and already implemented until the evaluation date.
Fig 1. The elaboration and implementation cycle of the Sustainable Urban Mobility Plan (SUMP), Source: European Commission (2013), Guidelines. Developing and implementing a sustainable urban mobility plan, Eltisplus; available at: http://www.eltis.org/sites/default/files/guidelines-developing-and-implementing-a- sump_final_web_jan2014b.pdf
The methodology and application norms of the programme will establish the main monitoring indicators at each level of planning (local, county, regional and national). The monitoring services will set up the aggregated data banks (corresponding to the various domains) and the procedures for the assessment of the measures implemented at city level and will prepare monitoring and evaluation reports with recommendations for the SUMP coordinators. Summary reports will be sent to the ADRs and respectively to the MDRAP, which will aggregate the information at central level and publish it in the section dedicated to the SUMP National Programme.
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The recommendations included in the reports will aim at enhancing the positive effects of the implemented measures, while correcting the negative effects, by following the correlations presented in fig. 2.
Fig 2. The SUMP integration scheme as a planning - monitoring - evaluation - control tool for urban development. Source: Oreviceanu, Monica (2012), Methods and tools for modelling, evaluation, management and control of urban development and sustainable spatial planning based on integrated transport systems - PhD thesis, UAUIM, Bucharest
The main monitoring and evaluation indicators will refer the following: - The active and dependent population correlated with the age and sex structure; - The share of GDP in the area under evaluation / national GDP; - The degree of motorization; - The modal distribution; - The number and purpose of daily, weekly, occasional motorized and non-motorized trips; - The modal split in the number of trips by categories;
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- The number of commuters who come and go daily and weekly; - The level of service of urban and territorial transport infrastructures; - The degree of traffic congestion at peak hours and the share of the transport network affected; - Energy sources and consumption; - Types and consumption of fuels, share of ecological fuels and electric vehicles; - Annual number of days with climatic condition that may influence the volumes of motorized traffic and public transport, respectively rainy days, with storms, frosts, glazed frost, heat waves etc .; - Quality of transport infrastructures - modernized and not modernized ones; - Organization and monitoring systems for the traffic and environmental factors; - Travel costs; - General transport services for persons and goods; - Travel information and planning systems; - The structure of the vehicle fleet for people and goods; - Equipment, supply and maintenance services; - Characteristics of the parking system - parking lots and garages (including parking management issues). Local transporters and public transport companies will be co-opted in the collection of data on the journeys made, the efficiency and the modalities of using the different transport modes.
▪ Information, Education and Knowledge Exchange
The information, education and knowledge exchange component of the programme will be done by the following: - The creation of a section dedicated to the SUMP national programme and to its related information on the website MDRAP - The organization of an SUMP annual National Forum with wide national and international participation; - The publication of an annual brochure (newsletter type) in which case studies, technical analyses, surveys and thematic surveys will be presented; - The annual organization of at least 2 regional events for public authorities, professionals and consultants on current issues and best practices exchange at regional and national level (possible in the framework of the European Mobility Week);
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- The organization of specialized training and coaching sessions, including in webinar format, especially regarding the application of the updated legislation, the correlation of various measures and plans (SUMP, PUG and PAEDC) and the monitoring and evaluation methodology; - Information and knowledge exchange activities based on good practice experiences developed within the European projects in the field; - Support of local and national initiatives of association and collaboration in the implementation of the programme.
ACTION PLAN 2019 – 2030
IMPLEMENTATION ORGANISATION MEASURES DEADLINE IN CHARGE The Coordination and Development of the SUMP National Program MDRAP in collaboration 2 meetings of GO - PMUD Each year with Cities on the Move MDRAP in collaboration The correlation of SUMP, PUG and PAEDC - 100% urban level, 90% 2022 with ADR, county regional level, 80% county level councils and cities MDRAP in collaboration The update of the SUMP National Programme 2025 with GO - PMUD The joint evaluation of SUMP and PAEDC for large and medium sized MDRAP, local, regional 2025 cities, regions and counties and county authorities The joint update of SUMP, PAEDC and PUG for the phase 2030 - MDRAP, local, regional 2030 2040 and county authorities Legislation The update of Law 350/2001 and of the application norms 2020 MDRAP Financial resources The set up of the funding mechanism of the programme for the 2020 MDRAP, MF, MFE period 2019 – 2030 Methodologies and guides Update and detailing of the methodological guide for the different MDRAP in collaboration types of mobility plans (for functional areas, for small and medium- 2020 with GO - PMUD sized cities, etc.) Pilot studies for the correlation (integration in a single tool) of SUMP, MDRAP, ADR, CJ and PAEDC and urban and territorial plans at urban, regional and county 2022 cities levels Monitoring and evaluation MDRAP in collaboration Establishment of the mechanism, procedures and indicators for SUMP 2022 with GO – PMUD, ADR, monitoring CJ and cities MDRAP in collaboration Creation of a network for SUMP monitoring and evaluation 2020 with GO – PMUD, ADR, CJ and cities 22
IMPLEMENTATION ORGANISATION MEASURES DEADLINE IN CHARGE Information, education and knowledge/information exchanges Creation of a section dedicated to the SUMP national programme on 2020 MDRAP the website of MDRAP MDRAP in collaboration Brochure / newsletter programme annually GO – PMUD MDRAP in collaboration Training and certification of specialists to evaluate and monitor the 2021 with Cities on the Move, SUMPs Civinet and ADR MDRAP in collaboration with Cities on the Move, Organisation of a SUMP national forum annually Civinet, GO – PMUD and ADR MDRAP in collaboration Coordination of the activities in the framework of the European annually with Cities on the Move, Mobility week at national level Civinet and GO – PMUD ADR and CJ supported 2 regional events for CJ and cities annually by GO – PMUD
▪ Recommendations
1. The SUMP National Programme represents an essential element for updating the legislation and the technical norms of integrated urban and territorial planning and requires formal procedures of consultation, debate and approval. A first step will be pursued through the consultation within GO - PMUD and the specialized departments of the MDRAP and of the line ministries, respectively the ones coordinating the transport, energy, environment, health, education, communications, finance, European funds, trade and entrepreneurship matters.
2. The programme will capitalize on the theoretical and good practice experience of the authorities and institutions that have participated or are currently carrying out national and European projects in the field of urban mobility, urban development, spatial planning, energy efficiency, and combating and adapting to climate change. For a successful implementation, the programme will integrate into its agenda actions and events developed within the ongoing projects or proposed for various thematic funding sources.
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3. The coordination activities will be carried out both centrally (through the Ministry) and regionally through Regional Development Agencies (ADRs). The latter will develop comparative synthetic reports on planning levels - local, county, regional - and will manage data banks for national and European statistics. In practice the ADRs will also have the role of Mobility and Sustainable Development Regional Observatories.
4. The financial arrangement required for the programme will have a flexible character by phasing the funding of activities and practical measures in correlation with the national and European budgeting systems. The funding sources will be planned for the entire period of the program, respectively 2019 - 2030, while having in mind the specific periods related to the sources considered.
5. The annual publication of the programme will raise the public awareness of the problems that can be addressed through a good SUMP and change the attitude of the Romanian communities and society regarding the essence and relevance of accessibility and mobility for sustainable development, socio-economic prosperity and quality of life.
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D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.15 Annex 15: NSSP for Slovenia
National Sustainable Urban Mobility Planning Programme 2018–2028
October 2018
Abstract: The National Sustainable Urban Mobility Planning Programme (National SUMP Programme) delineates the activities implemented by the Ministry of Infrastructure (MoI) in collaboration with other stakeholders to encourage and support the development of comprehensive SUM (Sustainable Urban Mobility) planning, especially at the local and regional levels. The Programme defines the roles and framework for the activities of the relevant ministries, regions, municipalities, professional organisations, and other stakeholders that are involved in SUM planning on all levels. It is based on EU documents and guidelines, the experience of countries with longer SUM planning traditions, the experience of MoI and Slovenian municipalities with adopted Sustainable Urban Mobility Plans (SUMP), the experience of the Slovenian Platform for Sustainable Mobility (SPSM), and the results of European and national projects on the topic. The first National SUM Planning Strategy was created in 2012 as part of the national project on preparation of SUMPs, which was part of the Ministry of Infrastructure and Spatial Planning’s activities in the area of integrating public transport (flagship project Integrated Public Passenger Transportation System – IJPP). It was focused mainly on SUM planning at the local level. Its upgrade and expansion to the regional level was implemented during the CIVITAS PROSPERITY1 project, in which 14 countries collaborated in preparing and upgrading National SUMP Programmes.
1 The CIVITAS PROSPERITY project (2016–2019) received financial resources from the EU Framework Programme for Research and Innovation Horizon 2020 based on contract no. 690636.
Authors – working group at the Urban Planning Institute of the Republic of Slovenia (UIRS):
Aljaž Plevnik Luka Mladenovič Mojca Balant Simon Koblar
Co-authors – working group at the Ministry of Infrastructure, Sustainable Mobility and Transport Policy Service (SMTPS):
Polona Demšar Mitrovič Gregor Steklačič Tadej Žaucer Marija Lesjak Nataša Ilnikar
Expert support – other members of the National Task Force for SUMP (NTF for SUMP): Mojca Strbad, Ministry of the Environment and Spatial Planning Marjan Lep, University of Maribor, Faculty of Civil Engineering, Transportation Engineering and Architecture Peter Zajc, Koroška Regional Development Agency Tjaša Kump Murn, Development Centre Novo mesto Mitja Kolbl, Municipality of Ljutomer Vanda Mezgec, Municipality of Nova Gorica Urban Jeriha, Coalition for Sustainable Transport Policy and Institute for Spatial Policies David Razboršek, Vozim Institute
Table of Contents
INTRODUCTION 1
Programme Vision 3
Programme Objectives 3
Programme Targets 4
Expected Programme Impacts 4
ELEMENTS OF THE NATIONAL SUMP PROGRAMME 5
Coordination and Development of the National SUMP Programme 5
Legislation 8
Financial Resources and Other Incentives 9
Methodology and Guidelines 9
Monitoring and Evaluation 11
Information, Education, and Knowledge Exchange 13
ACTION PLAN UP TO 2023 15
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Introduction
Sustainable urban mobility planning (SUM planning) is based on the experience of well-established practices in many European cities, but also on the experience of some Slovenian cities and regions, that have already comprehensively dealt with the challenges of transport and mobility and are successfully implementing the key principles of the approach. The comprehensive approach to transport challenges expands existing planning methods and considers the principles of strategic thinking, inclusion, cooperation, and evaluation. It has quantifiable benefits and a significant added value, which has led to an increasing number of Slovenian stakeholders recognising the advantages of using this kind of approach in a local and regional environment. The programme’s main ambition is to strengthen this approach at the local level and to start implementing it at the regional and national levels. Sustainable mobility and transport planning results in a comprehensive transport system, bringing a more efficiently utilised transport infrastructure, lower mobility costs, less congestion, more effective investments, greater satisfaction and less pollution. It introduces an objectively measurable increase in resident’s quality of living of their environment and increases the options of local communities, regions and the country as a whole for successful development. SUM planning will contribute to achieving national goals in the field of transport, such as improving accessibility and traffic safety, and increasing the use of environmentally friendly modes of transport. Indirectly, the introduction of SUM planning will also contribute to achieving goals in other areas, such as quality of the environment (decreasing CO2, NOx and particles emissions and noise), health, better quality of living environment and tourist draw. The purpose of the National Sustainable Urban Mobility Planning Programme (National SUMP Programme or Programme) is to plan activities that can be used by the state or the Ministry of Infrastructure in collaboration with other stakeholders through the National Task Force for Sustainable Urban Mobility Planning (NTF for SUMP) and by coordinating with other sectors to encourage and support the establishment and development of SUM planning at the national, regional, and local levels. The Programme defines the role and framework of operations of the competent ministries, municipalities, regions, professional and business organisations and other stakeholders that are included in SUM planning on all levels. It also proposes the methods that support SUM planning practices and will help to establish the new practice. The Programme expands the National SUM planning Strategy at the local level from 2012, but otherwise stems from EU documents and guidelines, countries with longer SUM planning traditions, and the results of European and national projects on the topic. It also considers experience from over 70 Slovenian municipalities and consultancies that had undertaken SUM planning in recent years by creating their own Sustainable Urban Mobility Plan (SUMP). The latter are at the core of SUM planning and are becoming the prevailing practice in Slovenia as well. The Programme also builds on the experiences of the Slovenian Platform for Sustainable Mobility (SPSM), which has been providing support in the field of SUM planning to municipalities and regions for several years. The Programme begins with the SUM planning vision for Slovenia, the expected Programme impacts, objectives and targets. This is followed by a detailed presentation of the Programme’s elements. The document is concluded by the action plan describing the short-term priority activities.
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Acronyms and abbreviations:
CF – Cohesion Fund EMW – European Mobility Week ERDF – European Regional Development Fund EU – European Union IMWGSM – Inter-Ministerial Working Group for Sustainable Mobility ITI – Integrated Territorial Investments MaaS – Mobility as a service MoI – Ministry of Infrastructure National SUMP Programme or Programme – National Sustainable Urban Mobility Planning Programme NTF for SUMP – National Task Force for SUMP P+R – Park and Ride PT – public transport RS – Republic of Slovenia SM – Sustainable Mobility SMTPS – Sustainable Mobility and Transport Policy Service SORS – Statistical Office of the Republic of Slovenia SPSM – Slovenian Platform for Sustainable Mobility SUM – planning Sustainable urban mobility planning SUMP – Sustainable Urban Mobility Plan UIRS – Urban Planning Institute of the Republic of Slovenia
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Programme Vision During the transition to sustainable mobility, Slovenia will recognise its crucial opportunity in making SUM planning a common practice and one of the country’s central planning pillars on all levels: from the EU, the country and regions, to municipalities and individual settlements. The recognition that local and regional traffic flows play a major role in shaping the state of transport and the subsequent quality of living will boost the country to actively co-create and help implement local and regional Sustainable Urban Mobility Plans (SUMPs). Using this approach, Slovenia will retain its leading role in Central and Eastern Europe, serve as an inspiration to the countries in the region and become one of EU’s most advanced countries in this regard.
Programme Objectives The National SUMP Programme strives to achieve the following objectives:
IMPLEMENTING THE NATIONAL SUMP PROGRAMME The Ministry of Infrastructure (MoI) will execute and expand the national SUM planning framework and will be actively included in transport planning at the regional and local levels. By using different mechanisms and through collaboration with stakeholders and other sectors, it will encourage the preparation, updating and implementation of SUMPs in Slovenia’s municipalities and regions. It will use the Slovenian Platform for Sustainable Mobility (SPSM) to regularly update the practices and transfer new knowledge. The Programme will be regularly updated at least every 5 years; the National SUMP guidelines will be reviewed and updated every 10 years (or more often if needed), and individual SUMPs every 5 or 10 years.
EXPANDING THE SUM PLANNING TO THE NATIONAL LEVEL Comprehensive urban mobility planning was first established at local level and has slowly extended to regional level. Alongside this development, it have become increasingly evident that this approach is also necessary for planning and overseeing transport and mobility at a national level. The National SUMP Programme will strive for this expansion.
ESTABLISHING A COMPREHENSIVE APPROACH SUM planning will become the established and prevailing practice in all Slovenian municipalities and regions and the first SUM planning steps will also be taken at the national level. The Programme’s elements, such as including the public, monitoring and evaluation, investment efficiency, and cross-financing will be important building blocks of urban mobility planning.
INTERMUNICIPAL COLLABORATION When preparing and upgrading their SUMPs, the municipalities will learn to collaborate further by preparing regional SUMPs. The smaller municipalities’ impetus for this will be their lack of staff and resources and the larger municipalities will want to manage the traffic flow in their gravitational hinterland.
MONITORING AND EVALUATION The Programme will establish a national monitoring and evaluation system for all levels and a SUMP quality assessment system, both of which will be aligned with European monitoring and evaluation practice in this area.
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Programme Targets The National SUMP Programme will strive to reach the following targets: • By 2023, all major municipalities will review and update their SUMPs (city municipalities and municipalities with a settlement with over 10,000 inhabitants) and 80% of the smaller municipalities with adopted SUMPs. • By 2023, 75% of all municipalities will have SUMPs (their own or as part of a regional SUMP), while most of the other municipalities will be functioning in line with SUM planning principles. • By 2023, the following activities will be carried out annually: a yearly National Conference on Sustainable Mobility; a coordinated discussion of at least one SUM planning topic during the European Mobility Week (EMW); publication of 4 e-newsletters, 2 events for municipalities, regions, and/or professionals, 1 study visit to Slovenian or foreign city, regular support for municipalities and regions when preparing, updating and implementing SUMPs. • By 2023, at least one set of Topical Guidelines yearly will be prepared for SUM planning topics, along with a training course and knowledge exchange. • By 2020, a national monitoring and evaluation scheme for all levels will be established. From 2020 on, all municipalities with adopted SUMP will report on the monitoring and evaluation results (following the predefined set of indicators) every 1 to2 years and all other municipalities every 5 years. • By 2020, a SUMP quality assessment scheme will be established. • In 2019, the National SUMP Guidelines will be updated. • By 2022, the National SUMP Guidelines for Regional SUMPs will be prepared. • All major municipalities will update their SUMP every 5 years, other municipalities at least every 10 years. • By 2023, the financing of national infrastructure at the local and regional levels will be conditioned with existence and quality of municipal/regional SUMP.
Expected Programme Impacts SUM planning development in Slovenia will have the following short-term impacts: • By 2023, all Slovenian cities will meet the current European emission standards for road transport. • By 2023, the modal split at the national level will change in favour of sustainable travel modes. • By 2023, the car ownership in the country will be halted. • By 2023, the number of traffic accidents with deaths and serious injuries at the national level will be halved2. • By 2023, the share of passenger kilometres with public transport (PT) will increase from 6% (2016, MoI) to 10%. • By 2023, the share of active modes (walking and cycling) will increase from 15% (2016, MoI) to 20%. • By 2023, investment in transport infrastructure will be proportional with the goals of SUMPs on different levels.
2 In accordance with the Resolution on National Programme on Road Traffic Safety for 2013–2022 (ReNPVCP13-22).
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Elements of the National SUMP Programme
The National SUMP Programme focuses on the following areas, described below: • Coordination and development of the National SUMP Programme; • Legislation; • Financial resources and other incentives; • Methodology and guidelines; • Monitoring and evaluation; and • Information, education and knowledge exchange.
Coordination and Development of the National SUMP Programme The National SUMP Programme is a ten-year programme that outlines the activities that will be undertaken by the Ministry of Infrastructure (MoI) in collaboration with other stakeholders to encourage and support the development of SUM planning at the regional and local levels and take the first steps to transfer the SUM planning approach to the national level. The Programme defines the contents of SUM planning support and the role, framework and manner of operation of the relevant ministries, regions, municipalities, professional and business organisations that are included in SUM planning on all levels. The National SUMP Programme will be updated at least every 5 years and renewed every 10 years. The Programme is based on EU documents and guidelines, the experiences of countries with longer SUM planning traditions, the experiences of MoI and Slovenian municipalities with adopted SUMPs, the experiences of the SPSM and the results of European and national projects on the topic. The responsible entity for the National SUMP Programme is MoI in collaboration with other stakeholders.
Coordination The National SUMP Programme coordinator is the Sustainable Mobility and Transport Policy Service (SMTPS) at the MoI. As SUM planning develops, the service will gain staff and authority. Maintaining this trend is also important for the development and implementation of the National SUMP Programme. The SMTPS will expand its activities and staff by carrying out the Cohesion Policy and collaborating on EU projects. Currently, as part of this Programme preparation, a few EU project applications are pending (especially LIFE - CARE4CLIMATE), which will enable further expansion of the service.
Key Stakeholders The implementation body for the coordination and development of the National SUMP Programme is the MoI working in close collaboration with the National Task Force for SUMP (NTF for SUMP). The latter was established within the CIVITAS PROSPERITY project and takes the role of the expert consulting body for developing and implementing the National SUMP Programme. It consists of a group of stakeholders from the administrations at the national, regional and municipal levels, experts in SUM planning and traffic safety as well as non- governmental organisations. The National SUM Programme was co-created by the m embers of the NTF at regular meetings during the CIVITAS PROSPERITY project. When this project is concluded, the NTF for SUMP will remain the central consulting body for the development and implementation of the National SUMP Programme and will meet at least twice a year. Its composition will change according to the prevailing activities for each period of operation.
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Sectoral Collaboration The interdisciplinary and cross-sectoral approach to SUM planning will be ensured by regularly including and coordination with all the relevant ministries and sectors as part of the established Inter-Ministerial Working Group for Sustainable Mobility (IMWGSM), which is composed of representatives of the following ministries and state institutions:
• Ministry of Health, • Ministry for the Environment and Spatial Planning, • Ministry of Labour, Family, Social Affairs and Equal Opportunities, • Ministry of Education, Science and Sport, • Ministry of Culture, • National Institute of Public Health, • Slovenian Environment Agency, • Slovenian Traffic Safety Agency, • National Education Institute Slovenia. The IMWGSM has been operating successfully for a number of years and this collaboration will be strengthened by the preparation of the SUM planning legal framework, which is detailed in the chapter on Legislation. The group is planning to expand with representatives of Ministry of Public Administration, Ministry of Finance and Ministry of Economic Development and Industry. The Ministry of Infrastructure and the Ministry of the Environment and Spatial Planning are also involved in research activities to improve the integration of SUM with spatial planning. Under the auspices of the Public Agency for Research, a research program Integration of SUMPs and Municipal Spatial Plans was launched in 2018 that focused on accessibility in spatial planning. The program concludes in 2019, but the programme results have demonstrated that the integration of these two areas, at different levels, will need to be developed further in the future.
Expanding SUM Planning to Regional and National Levels With the coordination and development of the National SUMP Programme, SUM planning will be developed by upgrading, supplementing and expanding the approach in all respects. While the SUM planning focused on local level efforts in the past, the current Programme’s ambition is to strengthen and expand the activities to regional level and to take the first steps to national level SUM planning. The programme’s ultimate ambition is to establish SUM planning at all levels of urban mobility planning and management in the country.
Transfer of Jurisdiction to the Regional Level One of the National SUMP Programme’s ambitions is to transfer the jurisdiction of the MoI in the area of SUM planning from the national to the regional level. Following the example from Flanders, Slovenia will also develop a regional network of SUM planning coordinators who will manage the development, implementation and monitoring of the SUM planning at the regional and local levels. A pilot transfer will be implemented to one region within the CROSSMOBY project.
Support for Municipalities and Regions The National SUMP Programme’s main driver will be continuous updating of the SUM planning practices as well as knowledge transfer between municipalities and regions in Slovenia and beyond. Transferring practices from abroad to the country and exchange within the country will be facilitated by the SPSM, the national contact point for SUM planning, which is established and it is already a functioning central tool for implementation and
National SUMP Programme | 7 communication of the National SUMP Programme with other SUM planning stakeholders in the country. Activities are further detailed in the chapter on Information, Education and Knowledge Exchange.
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International Knowledge Exchange The use of best practice examples from abroad and good practice transfer, in conjunction with EU initiatives, has been the main mechanism for SUM planning development in Slovenia to date. International exchange will continue to ensure high quality National SUMP Programmes, which is why the MoI and other members of the NTF for SUMP actively engage in EU projects on the topic. During the preparation of this Programme, the participation in the CROSSMOBY strategic project of the SI-ITA programme was confirmed. Within this project, the transfer of some National SUMP Programme activities from the national to the regional level will be facilitated. Another integral project, CARE4CLIMATE of the LIFE programme, is also in the final preparation phase. It will enable financing and staffing to facilitate further development and expansion of the National SUMP Programme for the next 8 years. Establishing a consulting group of foreign experts in SUM planning is also planned that will meet once a year. Their task will be to monitor and guide activities of the National SUMP Programme in Slovenia.
Legislation Over the past few years of rapid SUM planning development in Slovenia, it was noted that the development and stability of this planning approach needs to be placed in a legal framework and that some legal basis for SUM planning has to be developed. The experience of more experienced countries indicates that legislation is an important step in the development and stability of SUM planning and could contribute to less dependence of SUM planning in Slovenia on EU financing and initiatives. Legislation can also strengthen cross-sectoral integration in SUM planning.
Purpose of the Act The Act on Sustainable Mobility (SM) will form the basis of future SUM planning development. It will delineate the organisational framework, responsibilities, minimal SUM planning standards on all levels and set monitoring and evaluation and quality assessment schemes. It will also serve as the basis for integrating SUM planning with other sectors, especially the spatial and environmental and will define the relationship between SUM planning and strategic spatial planning in municipalities and regions and its role in spatial planning, environmental protection and other sectors. The Act will also form the basis for the stabile financing of SUM planning from national resources and to reduce the dependence on EU initiatives. The relationship to existing national funds, such as the Climate Fund or the Eco Fund will be defined. Following the example of other countries, access to these funds and other state sources of financing will be conditioned on a minimal scope of SUM planning in the municipality or region. At the same time, the Act is intended to encourage rather than limit development because its purpose is to boost the development of SUM planning in as many municipalities and regions as possible.
Preparation of the Act The MoI using the expert support of the NTF for SUMP will lead the preparation process for the Act. Collaboration with other sectors, especially the spatial, environmental and financial sectors will also be part of the process.
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Financial Resources and Other Incentives Experience from more developed countries shows that a successful National SUMP Programme requires stable and clearly defined financial and other support schemes. Financial resources (EU and national) are an important element of implementing SUM planning on all levels. European resources are the main motivation for kick-starting SUM planning in many countries, however a more comprehensive system of support, for municipalities and regions, can be achieved by countries deploying their own resources. The financial mechanisms are often used as a lever to raise the quality of SUMP and its implementation, even though the minimal quality standards for SUMP as a prerequisite for acquiring resources to implement it, they are still a rare practice.
Financial Incentives The current financial incentives for SUM planning in Slovenia are mainly based on cohesion funding for sustainable mobility. The Cohesion Fund (CF) finances the preparation of SUMPs and implementation of some measures for sustainable mobility in cities (e.g., pedestrian and cycling infrastructure, public transport stops, and P+R systems). The European Regional Development Fund (ERDF) finances implementation of sustainable mobility actions in 11 city municipalities as part of the Integrated Territorial Investments (ITI) and the construction of regional cycling routes as part of the Regional Development Agreement. A smaller portion of funding is also guaranteed from the national Climate and Eco Funds, which could potentially become a permanent source of finance for SUM planning activities in Slovenia.
Other Forms of Incentives A number of incentives and mechanisms will be implemented to stimulate the interest in SUM planning in municipalities, regions and responsible bodies at the national level. Smaller municipalities, with limited financial support and staff resources for SUM planning, will be encouraged to network and collaborate with other municipalities for SUMP development. The municipalities will also be invited to upgrade their SUMPs to inter- municipal or regional SUMPs. Larger towns will take a leading role in this process in order to manage traffic flows in their gravitational hinterland.
When collaborating with other ministries, SUMPs will be recommended as a tool for managing challenges indirectly related to mobility (e.g. inadequate air quality).
Methodology and Guidelines Around the world, particularly in the EU, SUM planning methodology and guidelines are constantly evolving with new insights and approaches. The most advanced countries in SUM planning are continuously improve the field. Therefore, the NTF for SUMP’s task is to monitor and transfer new knowledge and to develop their own methodology and guidelines. The first steps in this direction have already been taken with the preparation of National SUMP guidelines along with some other, more specific guidelines for specific SUM planning topics (e.g. for walking, cycling). The preparation of guidelines for managing mobility in institutions and the integrating SUM planning with spatial planning are being in 2018. Other SUM planning topics will also be methodologically addressed within the National SUMP Programme activities in the coming years. An important part of developing SUM planning methodologies is knowledge exchange and education on new approaches, so the methodological development of SUM planning is closely connected to activities regarding information, education and knowledge exchange. The latter is described in more detail in the following sections.
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National SUMP Guidelines The existing National SUMP Guidelines will be updated in 2019. The revision will draw on the experiences of municipalities and experts involved in the preparation of 62 SUMPs within the national tender in 2016 and 2017. Underdeveloped sections of the existing guidelines have been identified (e.g., undefined minimal contents of the SUMP, inadequate information on measure selection, under-defined public cooperation and monitoring and evaluation activities) and they will be addresses and improved in the updated guidelines. The latter will also include good practice examples from Slovenian municipalities.
National SUMP Guidelines for Regional SUMPs Introducing a regional SUM planning level and developing regional SUMPs requires guidelines to create a strategy at a higher spatial level. The National SUMP Guidelines for regional SUMPs will be developed and based on a number of pilot regional SUMPs (planned within the CROSSMOBY and CARE4CLIMATE projects). These guidelines are expected to be completed by 2022.
Topical Guidelines One of the National SUMP Programme’s most ambitions undertakings will be the preparation of a number of detailed guidelines on SUM planning topics. Topical Guidelines for the following areas: walking, cycling, mobility of children in kindergartens, elementary and secondary schools and Park and Ride have already been prepared. Further guidelines on mobility management for institutions and integrating SUM planning and spatial planning are also being prepared. More topics will to be covered in the coming years, to include:
• Mobility management in schools and kindergartens (upgrade of existing guidelines); • Public participation; • Monitoring and evaluation; • Parking management; • Parking standards for new buildings; • Traffic calming zones; • Mobility as a service (MaaS); • Urban logistics. The guidelines and manuals will be created under the common layout of the Slovenian Platform for Sustainable Mobility and will share the same design. They will contain links to the Guidelines for Preparing SUMP and will define the minimal contents each SUMP must contain for each area addressed. This will be supported by SUMP monitoring and evaluation, which is described in detail in the following chapter.
Developing the SUM Planning Approach at the National Level With the rapid SUM planning development, at the municipal and increasingly at the regional level, it evident that SUM planning needs to be transferred to the national level and that a SUMP must be created for the entire country. The individual steps have not been defined yet, but the need has been identified by the MoI and will be a topic for future meetings of the NTF for SUMP.
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Monitoring and Evaluation To monitor the efficiency and successful implementation of the National SUMP Programme, a national monitoring and evaluation scheme will be set up for SUM planning with indicators for national, regional and local level. A SUMP quality assessment scheme will also be developed. The purpose of the schemes will be to monitor the development and impacts of SUM planning, improve the quality of the SUMP preparation process along with the quality of documents and implemented activities. The SUMP quality assessment scheme is being developed by NTF for SUMP as part of the CIVITAS PROSPERITY project and is based on established European approaches in the field.
Ensuring Quality SUMPs The SUMP quality assessment scheme will monitor and evaluate the preparation process, the contents of the document and its implementation. The scheme will aim to consult with and encourage authorities to constantly improve the SUMP quality. The scheme development will be based on experience from Slovenia and beyond, build on the expanded contents of National SUMP Guidelines and Topical Guidelines on SUM planning topics. It will be tested using SUMPs for various size municipalities. In phase one the scheme and quality of SUMPs will be managed and encouraged by experts at the national level (NTF for SUMP); this task will be later shifted to the regional level, where regional consultants / SUM planning coordinators will take over quality control.
National SUMP Programme Indicators SUM planning’s status and development will be monitored by indicators at all levels. The indicators will be partly monitored at the national level and partly by the municipalities and regions. They are divided into performance indicators, which illustrate the direct outcomes of the programme’s implementation and impact indicators, which measure the effects of SUM planning on all levels. The indicators at the national level are a compulsory part of implementing and monitoring the National SUMP Programme. At the local and regional level MoI will encourage municipalities and regions to monitor the indicators. The indicators at the local and regional level will be recommendations only because the scope and depth of the monitoring will differ significantly between municipalities and regions and will depend on the municipality’s size and the level of SUM planning development. The indicators are listed in the table below. In order to ensure the comparability of the indicators, a common methodology will be established to monitor them, and a national database will be created, both in collaboration with the Statistical Office of the Republic of Slovenia (SORS). SORS will guarantee public access to the data, as well as international comparisons and versatility (e.g. for reporting of other sectors, like environmental indicators of the Slovenian Environment Agency).
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INDICATORS UNDER THE AUTHORITY OF THE MINISTRY OF INFRASTRUCTURE PERFORMANCE AT THE NATIONAL LEVEL • Number of municipalities with adopted SUMP • Number of regions with adopted SUMP • Number of SUMPs that have been subject to quality assessment • Number of municipalities with updated SUMP • Number of issued Topical Guidelines • Extent of national investment in transport infrastructure for each travel mode • Extent of national co-financing of SUMP measures (amount and source of funds) • Extent of supporting activities: - Organisation of a National Conference on Sustainable Mobility - Coordinated discussion of at least one SUM planning topic during the EMW - Number of published e-newsletters - Number of implemented events for municipalities, regions and/or experts - Number of study visits - Implementation of support for municipalities and regions IMPACT AT THE NATIONAL LEVEL • Modal split of RS inhabitants • Motorisation rate in RS (number of vehicles/1000 inhabitants) • Number of traffic accidents with deaths and serious injuries in RS (all; within settlements; within urban settlements) • Passenger transport in PT in RS • Household expenditure for mobility in RS • Number of cities in RS with an exceeded number of days with a daily excessive concentration of particulate matter and NO2
INDICATORS UNDER THE AUTHORITY OF MUNICIPALITIES AND REGIONS PERFORMANCE AT THE LOCAL AND REGIONAL LEVELS • Share of implemented measures from the SUMP action plan • Length of new cycling connections • Structure of cycling network according to the infrastructure type • Number of new bicycle shelters and/or bike racks • Extent of pedestrian zones and traffic calming zones • Share of accessible public buildings for persons with reduced mobility • Kilometres driven in PT • Share of inhabitants within 500 m of PT stops including PT frequency • Share of public parking surfaces with controlled parking • Share of annual local government budget investments in transport infrastructure according to each travel mode IMPACT AT THE LOCAL AND REGIONAL LEVELS • Modal split of inhabitants • Modal split of children in elementary school • Modal split of employees • Number of days with a daily excessive concentration of particulate matter and NO2 • Motorisation rate (number of vehicles /1000 inhabitants) • Number of traffic accidents with deaths and serious injuries • Number of PT passengers • Number of cyclists along main corridors • Share of empty bar and shop premises in city centre
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Information, Education, and Knowledge Exchange The elements of the National SUMP Programme will only be implemented after all sectors of the state administration have accepted them, after they have been used by experts and consultants, after they have been transferred by municipal or regional administrative employees to their own municipalities and regions, after teachers and educators have started spreading knowledge about them in faculties, secondary and elementary schools and kindergartens, and, last but not least, after the inhabitants have started changing their travel behaviour. This is why information, education, and knowledge exchange are an important element of the National SUMP Programme for all the stakeholders and the general public to be aware of the SUM planning concept, its advantages and benefits, which are all necessary for the transport system to be comprehensively utilised on all levels for the benefit of all. In 2018 coordination of information, education and knowledge exchange of SUM planning and SUMP will be taken over by the SMTPS at MoI. Implementation of activities will continue to be done by the national contact point for SUM planning - the Slovenian Platform for Sustainable Mobility (SPSM).
Slovenian Platform for Sustainable Mobility The SPSM was established a number of years ago a part of other mobility projects as a support service for cities and municipalities that were actively working on SUM planning and were tackling new or upgrading existing SUMPs. It has become well-established and known among the stakeholders over time. It has a recognised corporate brand and a mailing list of several hundred relevant addressees around the country. In 2018, its coordination will be taken over by the SMTPS at MoI.
Activities of Slovenian Platform for Sustainable Mobility The National SUMP Programme plans to continue to implement the existing information, education, and knowledge exchange activities and even expand or upgrade them. Activities in the coming 5 years will include:
• Organisation of a yearly National Conference on Sustainable Mobility, • Coordinated discussion of at least one SUM planning topic within each EMW, • Publish 4 e-newsletters a year, • Regular support for municipalities and regions in preparing, updating and implementing SUMP, • An annual study visit to Slovenian or foreign city, • 2 events for municipalities, regions and/or experts each year, for instance: o Networking events in Slovenia for Slovenian partners in EU projects on SUM planning for knowledge exchange and enabling synergies, o Events for informing and educating municipalities and regions on SUM planning and SUMP, o Specialised training courses on SUM planning and SUMP for individual municipalities or regions, o Training courses for SUM planning experts, especially after the Topical Guidelines have been published, o Training courses for regional SUMP coordinators, o Promotional events for mayors, o Summer school on SUM planning for university students.
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Regional SUM planning Coordinators A network of regional SUM planning coordinators will be established. Regional coordinators will receive regular training. Their primary role will be to support and inform municipalities in SUM planning and preparing, to update and implement SUMPs. The entire country will be covered by at least one SUM planning coordinator in each region. The SPSM will ensure their basic training which will be developed further through regular training courses. After the national monitoring and evaluation schemes for SUMP and SUM planning for local and regional level have been established, the coordinators will be responsible for implementing these schemes (see sub-chapter Ensuring Quality SUMPs).
European Mobility Week Over the past decade, European Mobility Week (EMW) has become the central national and European event on sustainable mobility. The majority of activities are organised at the local level, with some regional and national level events. It is a widely recognised international event with good media coverage. Since the initiative was launched in 2002, over 100 Slovenian municipalities have participated at least once. Its confirmed effect and national coordination by MoI makes EMW one of the central channels for promotion and education about the National SUMP Programme. MoI organises two annual meetings for the municipal and regional coordinators for EMW. The starting meeting of EMW coordinators has been coupled with the National Conference on Sustainable Mobility, which is intended for a wider group of stakeholders in SUM planning. The concluding meeting is reserved for knowledge and experience exchange between local and regional EMW coordinators and sectors that take part in activities in the field of sustainable mobility. EMW offers an excellent communication framework for activities such as promoting SUM planning and SUMP in municipalities, regions and among the general public, systematically tackling current issues in SUM planning, a coordinated and deliberate inclusion and informing of the public about SUM planning topics, a coordinated nation- wide promotion of SUM planning’s main achievements and permanent measures from SUMPs.
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Action Plan up to 2023
The National SUMP Programme’s action plan issues priority measures for each of the elements up to 2023, their implementation deadline and responsible bodies are set out in the table below.
IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Coordination and development of the National SUMP Programme MoI in collaboration 2 annual NTF for SUMP meetings each year with NTF for SUMP Establishment of a consulting group of foreign experts in SUM planning 2019 MoI and UIRS Consultation with foreign experts on current topics each year MoI and UIRS MoI in collaboration Review and update of the National SUMP Programme 2023 with NTF for SUMP Update of SUMPs of all major municipalities and of 80% smaller MoI and municipalities 2023 municipalities with adopted SUMP with subcontractors MoI and municipalities Adoption of municipal SUMPs - 75% of municipalities with SUMP 2023 with subcontractors Network of regional SUMP coordinators in all regions 2023 MoI and regions MoI and regions with Adoption of regional SUMPs in all regions 2027 subcontractors Legislation Preparation and adoption of the Act on Sustainable Mobility 2023 MoI Financial resources and other incentives Establishment of the national financial scheme for SUMP preparation and MoI in collaboration 2023 implementation with other sectors Methodology and guidelines MoI and UIRS in Update of the National SUMP Guidelines 2019 collaboration with NTF for SUMP Preparation of a pilot regional SUMP 2020 MoI and UIRS MoI and UIRS in Preparation of the National SUMP Guidelines for Regional SUMPs 2021 collaboration with NTF for SUMP Preparation of at least one Topical Guideline on SUM planning topics and each year MoI and subcontractors connected training Monitoring and evaluation MoI and UIRS in Establishment of the SUMP quality assessment scheme 2020 collaboration with NTF for SUMP Establishment of the national monitoring and evaluation scheme for all MoI in collaboration 2020 levels with NTF for SUMP Information, education and knowledge exchange SPSM maintenance and upgrade each year MoI and subcontractors Organisation of a National Conference on Sustainable Mobility each year MoI and UIRS Organisation of EMW at the national level each year MoI and subcontractors 4 e-newsletters each year MoI MoI in collaboration 2 events for municipalities, regions and/or experts each year with relevant projects MoI in collaboration 1 study visit to Slovenian or foreign city each year with relevant projects
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IMPLEMENTATION RESPONSIBLE MEASURE DEADLINE BODIES Establishment of a network of regional SUM planning coordinators and 2021 MoI and UIRS connected training
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.16 Annex 16: NSSP for Spain - Barcelona region
Support Programme for Sustainable Urban Mobility Planning (SUMP) in Barcelona Region
2019–2025
March 2019
Summary: Like Catalonia, Barcelona has favourable legislative framework for the Development of Sustainable Urban Mobility Plans (SUMPs). However, the existence of a programme to support the development of the plan, from the Barcelona Provincial Council (DIBA, in its local acronym), that includes economic technical and training support, has significantly boosted the development of SUMPs in its territory. This is demonstrated by the fact that it is the Catalan territory has the highest number of SUMPs in place. The large number of municipalities that have a SUMPs in Barcelona, which is not required by the Law, is noteworthy. However, beyond the success of the figures, the accumulated experience over several years shows that the quality of these Plans can be improved, as well as capacity building that is usually associated with effective implementation of actions. To this end, a series of actions have been designed to complement those already offered by DIBA within the framework of its SUMP Support Programme, the characteristics of which are described in this document. The review of the SUMP Support Programme was carried out within the framework of the CIVITAS- PROSPERITY1 project in collaboration with 13 other countries and regions to define the support measures for sustainable urban mobility planning.
1 CIVITAS-PROSPERITY is a project funded by the EU through its Horizon 2020 programme (contract no. 690636), developed between 2016 and 2019.
Authors - technical staff of the Mobility department of the Barcelona Provincial Council:
Hugo Moreno Mercè Taberna Roger Torrell Susana Aladro Jesus Carmelo Rivero
Co-authors - GEA21 mobility experts:
Miguel Mateos Màrius Navazo
Collaborators - representatives of the rest of the administrations that make up the SUMP working group: Generalitat de Catalunya-GENCAT Autoritat del Transport Metropolità de Barcelona-ATM Área Metropolitana de Barcelona-AMB
Index
INTRODUCTION 1
Vision 3
General objectives 3
Specific objectives 4
Expected impact 4
FEATURES OF THE SUMP SUPPORT PROGRAMME 5
Methodological approach 5
Financing 6
Technical Support 7
Education and training 8
Evaluation and monitoring 10
Coordination and Management 11
ACTION PLAN 12
SUMP Support Programme | 1
Introduction
In Catalonia Law 9/2003 on mobility defines the Urban Mobility Plans (UMPs)2 as the basic document for configuring sustainable mobility strategies at a municipal level. Its development is mandatory for all municipalities that, in accordance with local regulations or the corresponding master plan, must provide public transport services. In general, this means that every municipality with more than 50,000 inhabitants and the main municipality in each county is required to have a Sustainable Urban Mobility Plan (SUMP). In addition, all municipalities in the Barcelona Metropolitan Area, with more than 20,000 inhabitants, are also required to prepare a SUMP. The territorial scope of the plans is the municipality of the territory may comprise several municipalities, with agreement of the relevant municipalities, within an interdependent mobility scheme. The SUMPs must be updated every 6 years.
From a hierarchical point of view, the SUMPs are subject to the National Mobility Guidelines (Directrices Nacionales de Movilidad) which is a guiding framework for the application of mobility objectives in Catalonia, and is subject to the Mobility Master Plans (Planes Directores de Movilidad) which facilitates the territorial development of the DNMs across different areas into which it is divided. This hierarchical relationship means that the guidelines of the SUMPs must be aligned with the objectives of the PDMs in which they are framed and that they must contribute to their achievement. This has practical implications for defining SUMP objectives and for monitoring and evaluation. In short, the legislative framework forms a complex jurisdictional reality, in which urban mobility is a fundamental competence of the town councils, with direct bearing on a series of supra-municipal administrations, namely:
Department for Territory and Sustainability of the Generalitat de Catalunya (GENCAT) Department for Roads and mobility of Diputació de Barcelona (DIBA) Metropolitan Transport Authority of Barcelona (ATM), made up of 164 municipalities Metropolitan Area of Barcelona (AMB) made up of 36 municipalities Following the approval of the Mobility Law of Catalonia, Barcelona Provincial Council (DIBA) launched a programme to support the development of SUMPs that provides financial support, for, technical references and technical assistance as well as training for municipal technicians responsible for SUMP implementation. To date, 115 municipalities in the Barcelona Province have a SUMP in place, 64 of are voluntary and are not a mandatory requirement of the Mobility Law. In addition, 39 municipalities are preparing their first SUMP and8 are updating existing SUMPs.
2 At the time this law was issued, the term SUMP was not so generalized. However, the name Urban Mobility Plan which was used before is equivalent to the current concept of Sustainable Urban Mobility Plan, which will be used throughout the document to replace it.
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Acronyms and abbreviations:
AMB: Área Metropolitana de Barcelona ATM: Autoritat del Transport Metropolità de Barcelona DIBA: Diputación de Barcelona DNM: Directrices Nacionales de Movilidad (National Mobility Guidelines) ERDF: European Regional Development Fund EU: European Union GEA21: Grupo de Estudios y Alternativas 21 GENCAT: Generalitat de Catalunya M&E: Monitoring and Evaluation PDM: Planes Directores de Movilidad (Mobility Master Plan) SUMP: Sustainable Urban Mobility Plan UMP: Urban Mobility Plan
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Vision The SUMP support programme, developed by the Barcelona Provincial Council, has achieved substantial success following the approval of the Mobility Law of Catalonia. First and foremost, it introduced the (then) innovative SUMP tool into the policy agenda and promoted their development as a useful urban policy instrument in the absence of any legal requirement for their adoption in Catalonia. It has also contributed to the promotion of a change of vision among municipal technicians, who increasingly approach the mobility from a sustainable mobility perspective rather than the traditional traffic approach previously adopted. As a result the SUMP concept has consolidated to become the ideal framework for tackling mobility and transport policies in the urban sphere and stable source of financing SUMP preparation and development has been achieved.
This consolidation process was accompanied by continuous discussion, improved methodology, scope and realisation of the benefits associated with SUMPs which has resulted in the need to update the support programme. With greater knowledge, both regarding the tools and the implication, and scope of sustainable mobility and the challenges to be faced (climate change, health, equity, etc.), the focus is now on achieving results. The new programme aims to go one step further such that SUMPs become transformational tools, focusing their attention not so much on the process of developing the SUMP document, but on the subsequent phases of implementation and monitoring.
General objectives The general objectives of the updated SUMP Support Programme of the Barcelona Provincial Council are:
IMPROVE THE QUALITY OF SUMPs One of the main motivations for updating the SUMP Support Programme for the Barcelona Provincial Council is to increase the transforming capacity of these plans and to support to the subsequent implementation and monitoring phases. The starting point to achieve this is the production of a high quality technical document developed from an optimal elaboration process.
INCREASE THE TRANSFORMING CAPACITY OF SUMPs Frequently, economic or technical difficulties prevent the implementation of the measures in the different SUMP action plans that limits their transforming capacity. In order to mitigate this technical and financial support must be taken beyond the drafting phase of the SUMP.
IMPROVE THE COORDINATION BETWEEN ADMINISTRATIONS AND STAKEHOLDERS A key aspect for high quality SUMPs, as well as for their subsequent implementation, is coordination with the different administrations involved at higher levels of the administration or at neighbouring town council levels and this is particularly important because of the complex context in Barcelona, Similarly the coordination with stakeholders involved in the development of SUMPs (operators, service providers, etc.) in important. Structures and mechanisms must be set up to guarantee an optimum framework for collaboration between these actors, ensuring that objectives and measures align.
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ACHIEVE GREATER POLITICAL INVOLVEMENT As discussed earlier, one of the fundamental objectives of this new phase of support for sustainable mobility planning by the Barcelona Provincial Council is to provide SUMPs with greater capacity for transformation. By doing so, the political relevance of these types of plans is increased because they have the potential to impact and improve the quality of life of citizens. Therefore, one essential prerequisite for the success of SUMPs is stimulating a clear leadership form policy makers and their greater involvement in the elaboration, implementation and monitoring processes. This will facilitate the dedication of the human and economic resources necessary for SUMP development.
COMMUNICATING ACHIEVEMENTS Closely related to the previous point, the political involvement in the development of SUMPs, it is key to improve communication of the plan achievements. Dissemination of the positive impacts from SUMPs facilitates citizen support for the initiatives developed within the framework of the Plan which aids faster and safer progress in the planned action strategy.
STREAMLINE THE REVIEW AND UPDATING OF SUMPs The monitoring and evaluation of SUMPs are key to their development, it is the mechanisms in place to assess whether progress towards the objectives is achieved and to identify the actions needed to correct possible deviations, as well as adapting the development of the SUMP to accommodate possible changes in the context in which they take place. However, monitoring and evaluation can present difficulties, sometimes due to their technical complexity or due to their demand in terms of dedication of resources for data collection. It is therefore necessary to develop a methodological framework that simplifies monitoring and evaluation work and thereby streamlining the necessary review and updating of the SUMPs.
Specific objectives Barcelona already has legislative framework (facilitated by GENCAT) that quantitatively determines the scope of the SUMPs. There is also a support programme for SUMP development (offered by DIBA) that facilitates compliance with the specific objectives set by the Law. Therefore, there are no specific quantifiable objectives associated with the revision of DIBA's SUMP Support Programme, therefore the focus is on qualitative aspects such as quality improvement and better SUMP monitoring as reflected in the description of the general objectives.
Expected impact It is expected that, by improving the quality of the SUMPs and contributing to their effective deployment, DIBA's new SUMP Support Program will result in the following positive impacts: • Reduce energy consumption and greenhouse gas emissions; • Reduction of emissions and improvement of air quality standards in Barcelona's municipalities; • Modal shift in favour of non-motorised modes and public transport; • Reduction of the motorization rate; and • Reduction in road accidents.
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Features of the SUMP Support Programme
The areas of work contained in the new SUMP Support Programme for the Barcelona Provincial Council is structured as follows and the general characteristics are described below:
• Methodological approach • Financing • Technical support • Evaluation and monitoring • Education and training • Institutional coordination
Methodological approach The methodological approach for the development of SUMPs, financed by the Barcelona Provincial Council, are characterised by two fundamental aspects:
Terms of Reference The request for financial support to DIBA to develop a SUMP is accompanied by the obligation to contract the corresponding technical assistance in accordance with the Terms of Reference provided by the Provincial Council itself, which reflect the requirements regarding the scope and methodology of the work to be carried out. They indicate what has to be done and how each of the work phases has to be approached to structure the process. The Terms of Reference are, therefore, the main mechanism for establishing the methodological approach to be followed in the development of the SUMP. In this sense, having covered a first phase of development of SUMPs in Barcelona, a decision has been taken to review and update the Terms of Reference that guide the development of SUMPs. The criteria used for this revision have been:
- Introduce a pre-diagnosis phase that facilitates the process of defining objectives and challenges. - Better reflect the priorities of each municipality in the design of the vision for the future - Simplify fieldwork - Reinforce the ‘package of measures’ structure of the action plans, with particular attention to the push and pull approach. - Explain the actions better The modification of the Terms of Reference in this sense has been the subject of debate with the different administrations involved (GENCAT, ATM, AMB) within the framework of the working group set up for this purpose (PROSPERITY Task Force). Throughout 2018 a pilot test was carried out in Sant Just Desvern, where technical assistance for the preparation of its SUMP was contracted with a first draft of the updated Terms of Reference, the results of which will be evaluated, with the aim of preparing the definitive version of the new Terms of Reference and consolidating their application throughout 2019-2020.
Methodological guidelines In 2010, the Barcelona Provincial Council published two volumes with methodological guidelines for the development of SUMPs:
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- Mobility Plans. Reflexions and Overall Approach - Volume I: http://xarxamobal.diba.cat/XGMSV/documents/biblioteca/diba_pmu_i.pdf - Mobility Plans. Technical guidance for its elaboration- Volume II: http://xarxamobal.diba.cat/XGMSV/documents/biblioteca/diba_pmu_ii.pdf
This is the main methodological reference available to municipal technicians for the development of SUMPs. In addition, the plans financed by DIBA must comply with the guidelines contained therein, which, in turn, are reflected in the Terms of Reference for contracting technical assistance, as already mentioned. To this day, it is considered that the guides are still relevant. Although it is true that, over the years since their publication, knowledge of the sustainable mobility concept and its implications has improved considerably, making the contents of the publication subject to revision. Substantial changes have also taken place in relation to technical issues, including the emergence of new transport technologies, modes and services. However, considering that we are still immersed in a paradigm shift process regarding urban mobility, it is not considered appropriate to update the SUMP methodological guide in the short term. DIBA's strategy for the short/medium term is, as will be seen below, to develop knowledge generation processes that result in the elaboration of methodological notes and technical documents that complement and expand the knowledge currently included in the guides.
Financing Traditionally, DIBA has provided financial support for the elaboration of SUMPs to those municipalities that request it through the so-called "Catalogue of services" of this organization (https://seuelectronica.diba.cat/tramits-ens/cataleg-de-serveis/default.asp, an on-line tool for the application and management of all types of services provided by DIBA). As in other territories with similar initiatives, the establishment of a stable framework of financial support has contributed significantly to the take up of SUMPs, with more and more municipalities having one (regardless of their obligatory nature). However, the SUMPs developed so far have not always managed to deploy their measures and meet the objectives with which they were drafted. This is often due to economic reasons. To help overcome this constraint, with this new SUMP Support Programme, DIBA will also provide financial support for the implementation of measures envisaged by the SUMPs.
Support for SUMP elaboration DIBA co-finances the elaboration of SUMPs in the municipalities of its territory. Interested municipalities can apply for this assistance, both for the elaboration of a new SUMPs and for the updating of existing ones. The level of co-financing varies according to the size of the municipality, according to these criteria:
- Less than 1,000 inhabitants: exempt from the co-financing requirement (100% financing) - 1,000 - 5,000 inhabitants: 10% co-financing by the municipality - 5,000 - 20,000 inhabitants: 20% co-financing by the municipality - 20,000 - 50,000 inhabitants: 35% co-financing by the municipality - More than 50,000 inhabitants: 50% co-financing by the municipality
In DIBA's new SUMP support programme, this aid is maintained under the same conditions as in the past.
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Support for the implementation of measures envisaged by SUMPs During 2018, DIBA has benefited from funds from the ERDP Operational Programme to provide financial support for the implementation of measures envisaged by SUMPs. As for the elaboration of the Plan, it is a co-financing scheme, up to a maximum of 50% of the cost of the measure, with a maximum limit of € 50,000. Measures have to be implemented within one year. It is, therefore, a scheme to finance measures of rapid implementation, which contribute to the visibility of the kind of changes pursued with the SUMP, and therefore strengthen the transforming strategy of the applicant municipality. Following the satisfactory assessment of the 2018 experience, within the framework of DIBA's new SUMP Support Programme, financial support to the implementation of measures will continue from 2019 on, now financed by DIBA's own funds. They are also processed through DIBA's "Catalogue of Services".
Technical Support Since DIBA began to provide financial support for the development of SUMPs, the Mobility area of this body has a team of technicians in charge of monitoring the Plans to which financial aid has been granted and providing technical support to municipal officials. The main objective of this support is to resolve all methodological doubts that may arise during the process of development of the SUMP. This is a much appreciated help, but in some cases it does not completely cover the needs of the municipalities immersed in the development of the SUMPs, which in many cases require more personalized technical support, which extends to issues that go beyond the process of elaboration of the SUMP document.
Personalised technical assistance The development of a SUMP is often an enormous challenge for the municipal technicians responsible for implementing it. In addition to deploying a tool that is new to many of, the very philosophy of the SUMPs requires approaches that significantly broaden the perspective usually applied to transport planning. This translates, for example, into the need to set objectives not previously considered and to design packages of measures that cover a wide range of fields of action, some of them of an innovative nature or not previously addressed. All this is often done in a context of very limited human and economic resources. Aware of this situation, DIBA has designed a personalised technical assistance service through which municipalities that request it can count on the help of an external specialist (not belonging to DIBA’s staff) who will work in situ with the municipality in question on the development of the SUMP. This assistance is not centred on the process of drawing up the plan (which is already being carried out in the Mobility area of DIBA) but is aimed at helping municipal authorities to design the action strategy and, where appropriate, some of the measures to be implemented. Throughout 2018, as a pilot test, DIBA provided this assistance to the municipality of Cardedeu, which has had the support of an independent expert for the design of the action strategy of its SUMP. The positive assessment of this pilot experience has led DIBA to incorporate this service into its new SUMP Support Program, so that, from 2019 on, any municipality that wishes to do so may request this personalised technical assistance through the "Catalogue of Services".
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Innovation platform The incorporation of innovative solutions (especially, but not exclusively, technological) to the actions of the SUMP is one of the most difficult aspects for municipal technicians, since it is a rapidly evolving field in which it is difficult to keep the knowledge up to date. In addition, due to their innovative nature, these types of measures or approaches have a level of uncertainty regarding their effectiveness, which usually generates doubts regarding their application. However, if they are properly integrated into action strategies, they have a great capacity to generate positive impacts for citizens. On the other hand, the parties involved in the development of innovative solutions need "test banks" to refine and progress in the design of their solutions. Something that is not always easy to find, due to the aforementioned issues. Thus, in order to stimulate the incorporation of the most innovative aspects of mobility into the SUMPs under development in Barcelona, DIBA is studying the incorporation, in the medium/long term, of a cooperation programme between municipalities and research institutes, private companies or other types of platforms (for example, the recently constituted MOBILus consortium, based in Barcelona). For this purpose, DIBA would create a catalogue of supplies (developers) and demands (municipalities), with DIBA's role being to facilitate the connection between initiatives and municipalities willing to try them out. The programme is still in the study phase, with some pilot actions planned in the medium term and the consolidation of the programme in the long term.
Help desk Aiming to improve the technical support in mobility matters provided to municipalities through Xarxa Mobal3 (http://xarxamobal.diba.cat), DIBA is considering the creation of an ‘issue tracking system’ through a help- desk’ service, linked to Xarxa Mobal. Through this service, specific incidences and queries from municipalities’ technical staff could be managed and tracked. This ‘help desk’ service could be framed under a wider on-line platform providing a greater range of services, like working networks, experience Exchange mechanisms, thematic forums, etc.
It is a long term feature whose scope and specifications are currently under discussion.
Education and training DIBA's SUMP Support Programme incorporates an educational programme aimed at training new mobility technicians. In addition, on an annual basis, it develops a Seminar, in which knowledge and experiences are exchanged on issues related to urban mobility. However, this offer does not meet the needs of the most experienced technicians and professionals in their necessary updating and expansion of knowledge. This subject is especially relevant in a context of paradigm change such as the one we are currently experiencing in the field of urban mobility.
Training courses for municipal technicians DIBA's training courses on mobility include: 1. Course on "Sustainable Mobility Planning" (36 hours)
3 DIBA’s on-line portal dealing with urban mobility issues
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2. Course on "Mobility Management" (36 hours) The two courses are held annually, with an average attendance of about 20 students per course. DIBA's new SUMP Support Programme will maintain these training courses, as it is understood that it plays an important role as a "gateway" for the new technicians to their responsibility as urban planners in their respective municipalities.
Annual seminar Since 2005, DIBA has held an annual Seminar on urban mobility, accessibility and road safety (http://xarxamobal.diba.cat/mobal/cat/jornades_diba/jornades_diba.asp). These seminars follow a classic scheme in which:
- Experts from the sector present the state-of-the-art in terms of the selected subject. - Good practices and success stories implemented in Barcelona's municipalities are presented. - A slot is reserved for the participation of the audience and the exchange of ideas on the subject. The seminars are very well received, with an attendance of around 250 participants in recent editions. Therefore, DIBA's new SUMP Support Programme will also maintain the organisation of these Seminars.
Thematic workshops DIBA has identified the need to include in its training programme an offer that satisfies the needs for updating and broadening the knowledge of the technicians responsible for mobility planning in Barcelona's cities. It would be a continuous training programme, with an eminently practical approach, in which the following types of topics would be dealt with:
1. Areas of mobility in which there has been a great deal of evolution over the last few years, for which it is appropriate to establish a common methodological body that takes into account the know-how acquired over these years of experience. 2. Innovative areas of mobility, on which knowledge has not yet been consolidated for optimum application in cities, either because of the novelty of the technology or because they are new concepts. 3. Implications for the mobility of other areas of urban policy with which it is related and whose objectives need to be incorporated into planning practice. The sessions would have a participative format (workshop type) in which, with the help of experts selected in each case, the municipal technicians would apply their knowledge and experience in the sector in order to unify criteria and generate new approaches to be applied in their respective municipalities. Given that the format chosen significantly limits the possibility of attending these sessions, with the aim of reaching the entire community of mobility technicians in the Barcelona region, it is expected that the seminars will culminate in the preparation of methodological notes and technical documents that complement and expand the knowledge currently collected in the guides already published. These documents will be made accessible through the Xarxa Mobal. In 2018, as a pilot test, a first edition of these seminars was held, focusing on the incorporation of health objectives into the SUMP. Once its viability and good reception have been confirmed, the objective of the new DIBA’s SUMP Support Programme is to repeat and gradually increase this type of seminar until there are 3 annual seminars on offer. For the selection of the topics, the opinion of the final recipients will be taken into account, the mobility technicians themselves, who will be surveyed periodically about their training needs.
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Evaluation and monitoring According to the Mobility Law of Catalonia, SUMPs must be evaluated and updated every 6 years, using a panel of indicators common to all the SUMPs developed in Catalonia. These indicators have been selected to assess the legal requirement for SUMPs to contribute to the achievement of the objectives of the higher- level Barcelona Mobility Master Plan. In addition, 3 years after the approval of the Plan, a SUMP monitoring report must be prepared, for which a selection of the common panel of indicators is used. On the other hand, the Mobility Law also indicates that the SUMPs must be submitted to environmental evaluation, in accordance with the European criteria in this respect, established by the Generalitat de Catalunya in its document "PMU: avaluació ambiental en la planificació de la mobilitat". This process involves the measurement of a series of additional indicators. In order to respond to this, DIBA establishes the measurement of the panel of indicators made up of these two requirements as an obligatory criterion in the Terms of Reference that govern the contracting of the technical assistance to the development of the SUMPs, to which any other deemed necessary by the municipality in question can be added. This evaluation and monitoring process is, on the one hand, very demanding in terms of data collection. All municipalities are equally affected, regardless of their size and characteristics. This is a considerable challenge, especially in the case of municipalities with fewer resources. On the other hand, there is a lack of qualitative evaluation mechanisms related to the development process of SUMPs and the context in which they are framed. These aspects are very relevant when drawing conclusions for the revision and updating of the plans.
Indicator panel update Today, the evaluation and monitoring of Barcelona's SUMPs is carried out using a panel of 47 indicators structured in 9 sectoral areas, with 16 additional indicators related to the environmental evaluation process to which all these plans must be submitted.
The measurement and calculation of these indicators involves the collection and statistical treatment of data of various kinds, the carrying out of surveys and gauges, and even the use of traffic and emissions models. This is a complex process with the following difficulties:
- The technical and financial resources required to complete the panel of indicators are considerable, and it is difficult for some municipalities, especially those of a smaller size, to undertake this task. - In many cases, but especially in the case of urban agglomerations or metropolitan areas, it is difficult to discern and segregate the indicators that strictly correspond to the municipal level. In an effort to address these issues, DIBA has initiated a review process of the existing indicator panel. To this end, a working group was set up in 2017 (in the framework of PROSPERITY’s Task Force), involving the different administrations with responsibilities in evaluation and monitoring (GENCAT, ATM, AMB). The aim of the revision is to simplify the process, making it simpler and more accessible for the municipal technicians responsible for planning, while observing the aforementioned legal requirements. It also strengthens the link between the particular objectives of each SUMP and the monitoring indicators used. The options under discussion include a reduction and greater specificity of the common panel of indicators, the redistribution of responsibilities in terms of data collection and calculation, and the establishment of intermunicipal collaboration mechanisms for the aggregate calculation of the indicators required. However, this is a complex debate, precisely because of the existence of conflicting perspectives and interests. No consensus has yet been reached. The aim of the new DIBA’s SUMP Support Programme is, in
SUMP Support Programme | 11 the short term, to keep the working group on evaluation and monitoring active. In the medium/long term, if consensus is reached, the aim is to incorporate a new evaluation and monitoring scheme into the SUMP development process.
Qualitative assessment The development of SUMPs, particularly the implementation of their actions, combines elements of a technical nature with others of an organisational nature, and is also conditioned by factors of the political, economic and social context. It is precisely when a good technical approach is accompanied by an ideal organisational framework and optimal outlining conditions that the best results are obtained. On the other hand, a good technical approach may see its results minimised as a result of an unfavourable context or failures in the implementation process. If we also bear in mind that mobility services require knowledge and acceptance on the part of their recipients (i.e. the users), then the tasks of participation, communication and awareness-raising become key factors for the success of the measures. However, DIBA's current SUMPs evaluation and monitoring scheme does not address this qualitative evaluation with sufficient intensity. To correct this situation, DIBA's new SUMP Support Program will incorporate a qualitative evaluation scheme consisting of: - Design of a checklist on procedural and organizational aspects associated with the development of SUMPs - Conducting an "audit" of SUMPs from this checklist - Deployment of a round of interviews and visits to municipalities with a SUMP written in the last 3-6 years. This qualitative evaluation scheme will serve, in combination with the panel of indicators, to address the updating and/or refocusing of those SUMPs that already have a sufficient track record to do so.
Coordination and Management
Mobility Task Force (Mobility Forum) As already mentioned, coordination with the different administrations involved (whether they are higher levels of the administration or neighbouring municipalities), as well as operators, service providers, etc., is a key aspect for the development of quality SUMPs, especially in a context of distribution of competences as complex as that of Barcelona. Currently, this coordination exists, but it is based on non-formalised structures, whose main mechanism is the closeness and daily contact between the technicians responsible for each competent administration. However, it is considered that the formalisation of this cooperation structure, systematising a series of periodic meetings and documenting their progress, would contribute to greater efficiency in this coordination task, making decision-making more efficient and, with it, improving the results of the different levels of mobility planning in Barcelona territory. For this reason, DIBA proposes the creation, in the medium/long term, of a "Mobility Forum” for Barcelona, in which the administrations with competences in mobility in Barcelona region periodically meet to discuss aspects such as: - Defining/updating of methodological approaches - New support needs for municipalities
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- Future challenges for mobility - Others Within the framework of the PROSPERITY project, some meetings of this type have been held (Task Force meetings). For the medium -term, it is the goal of DIBA’s new SUMP Support Programme to institutionalise and consolidate this Forum. Action Plan
Below is a description of the Action Plan for defining the new support programme for the development of SUMPs of the Barcelona Provincial Council:
ACTION TIME FRAME RESPONSIBLE Methodological approach DIBA, in New SUMP Terms of Reference in force Short-term (2019-2020) collaboration with GENCAT, ATM, AMB Review of the SUMP methodological guidelines Long-term (2023-2025) DIBA Financing Economic aid for the elaboration of SUMPs In force DIBA Financial support for the implementation of SUMP measures Short-term (2019-2020) DIBA Technical support Technical support for the elaboration process of the SUMPs In force DIBA Customized technical assistance for SUMP deployment Short-term (2019-2020) DIBA DIBA, in Medium-term (2021- collaboration with Sustainable mobility innovation platform 2022) research organisations Education/Training Training courses for municipal technicians In force DIBA Annual technical seminar In force DIBA New editions of thematic workshops. Short-term (2019-2020) DIBA Pilot testing of additional formats. Consolidation of the continuous training programme: Medium-term (2021- DIBA 2 or 3 annual thematic workshops 2022) Evaluation and monitoring DIBA, in Medium-term (2021- Defining an updated panel of M&E indicators collaboration with 2022) GENCAT, ATM, AMB DIBA, in Incorporation of the new M&E requirements for the development of the Long-term (2023-2025) collaboration with SUMPs GENCAT, ATM, AMB Round of interviews to completed SUMPs Short-term (2019-2020) DIBA Medium-term (2021- Qualitative evaluation scheme DIBA 2022) Coordination and management DIBA, in Establishment of the “Mobility Forum" for Barcelona. Long-term (2023-2025) collaboration with GENCAT, ATM, AMB
D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.17 Annex 17: NSSP for Sweden
Proposal for national programme for traffic strategies in Sweden 2020-2029
CONCEPT
The Swedish Transport Administration Postal address: 781 89 Borlänge
Cover Photo: Photographer Göran Ekeberg
E-mail: [email protected] Telephone: 0771-921 921
Document title: Proposal for national programme for traffic strategies in Sweden 2020-2029
Authors: Ulf Pilerot, Victoria Stridsman, Mathias Wärnhjelm
Document date: 01/04/2019
2
Contents
SUMMARY
1. INTRODUCTION ...... 6
1.1. Purpose ...... 6
1.2. CONCEPT ...... 6 1.2.1. CIVITAS PROSPERITY ...... 6 1.2.2. TRAST ...... 6 1.2.3. SUMP...... 7
1.3. Recipients of the national programme for traffic strategies 2020–2029 ...... 7
2. TRAFFIC STRATEGIES IN SWEDEN ...... 7
2.1. The current situation in Sweden ...... 8
2.2. Factors for a successful traffic strategy ...... 8
2.3. Design and content ...... 9
2.4. The benefits of traffic strategies ...... 10
2.5. The role of traffic strategies ...... 11 2.5.1. Traffic strategy in relation to comprehensive plans ...... 12 2.5.1.1. Support in the Planning and Building Act ...... 13 2.5.2. Traffic strategy in relation to regional planning processes ...... 13 2.5.3. Traffic strategy in relation to strategic choice of measures...... 14 2.5.3.1. Traffic strategy as input and basis for SCM studies...... 14 2.5.3.2. The traffic strategy as a recipient of SCM results ...... 14 2.5.3.3. Preparation of a traffic strategy and implementation of SCM as a coordinated process ...... 14
3. VISION AND GOALS ...... 15
4. PROBLEM STATEMENT ...... 15
4.1. Not enough traffic strategies ...... 16
4.2. Lack of effective policy documents ...... 16
4.3. Lack of content quality ...... 16
4.4. Overly localised strategies ...... 17
4.5. Their formal status is unclear ...... 17
4.6. Conflicts between various goals and levels are not dealt with ...... 17
5. ACTION PLAN ...... 17
3
5.1. Different types of initiatives ...... 18
5.2. Administrative initiatives ...... 18 5.2.1. Platform for common learning ...... 18 5.2.2. Initiative: Arrange development arena at regional level ...... 18 5.2.3. Example bank of goal conflicts ...... 19
5.3. Financial initiatives ...... 19 5.3.1. Traffic strategy as a condition for state aid ...... 19 5.3.2. Support for strategic traffic work at regional level ...... 19 5.3.3. State Financial contribution for the preparation and implementation of traffic strategies ...... 20
5.4. Competence support initiative ...... 20 5.4.1. Training traffic strategists ...... 20 5.4.2. Improved communication regarding the role of traffic strategies as policy documents ...... 20 5.4.3. Implementing communication plan ...... 21 5.4.4. Developing competence support ...... 21 5.4.5. Support for strategic traffic work at regional level ...... 21 5.4.6. Management of system changes ...... 22
5.5. Concluding comments on initiatives ...... 22 5.5.1. Overall organisation and responsibility for the national programme ...... 22
6. FOLLOW-UP ...... 23
6.1. Following up project and effect goals ...... 23 6.1.1. Project follow-up ...... 23 6.1.2. Following up effects ...... 23
7. APPENDICES ...... 23
7.1. Appendix 1: CIVITAS PROSPERITY: Method/Process ...... 23
7.2. Appendix 2: Provisions in the Swedish Planning and Building Act linked to traffic strategy ...... 24 7.2.1. Swedish Planning and Building Act (SFS 2010:900) Chapter 2 Section 3 ...... 24 7.2.2. Swedish Planning and Building Act (SFS 2010:900) Chapter 2 Section 5 ...... 24
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Summary
A traffic strategy is a tool for developing municipal transport and societal planning, in a way that creates attractive and accessible environments, while including aspects such as congestion, sustainability, health and social justice.
A good traffic strategy gives a total view of how the traffic system and the different types of mobility management should be developed, in conjunction with land use and other physical planning. The measures are developed in accordance with the four-stage principle. Municipalities that have successful traffic strategies have usually had a broad and well endorsed process and the traffic strategy is an integral and governing part of daily operations.
Until now, work on traffic strategies in Sweden has been at the local level. Many of the country's municipalities do not have a fixed traffic strategy even though experience shows that it promotes a positive living environment and a focus on sustainable travel.
There are good reasons for government and regional stakeholders to engage in developing an overall traffic strategy. This draft national programme for traffic strategies describes how central government can take responsibility for developing such a function and creating a common approach to the development of transport systems at local and regional level.
Within the EU project CIVITAS PROSPERITY, working groups from 15 countries exchange knowledge and experience on infrastructure as an integral part of urban development. All participating countries will develop national programmes for traffic strategies. The Swedish proposal has been developed by groups from municipalities, regions, consultants, the academic world, the Swedish Transport Administration and the National Board of Housing, Building and Planning. The Swedish Agency for Economic and Regional Growth and the Swedish Energy Agency have also participated but to a more limited extent.
The present proposal advocates 12 actions at national level, for the purpose of creating a broader and better outcome from local and regional traffic planning:
Three actions involve financial support, two of which are direct contributions to the development of traffic strategies and one related to financial incentives.
Three actions are aimed to develop the formal framework for work on traffic strategies.
The other six address informative support measures. These include competence support through training activities, guidance documents and communication tools, promoting the exchange of experience and knowledge dissemination and the exchange of knowledge about examples and market monitoring.
With an overall approach and a consensus on the role of traffic in urban and regional development issues, Sweden can have long-term, sustainable development for both urban and rural areas and everything in between. Well-considered state aid and clear government directives also make it easier for local policies to deal with potential conflicts of interest, as well as justify actions that may be controversial. The traffic strategy becomes a part of a holistic approach in which transport systems grow in a desirable way and in harmony with society at large.
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1. Introduction
1.1. Purpose
There is great potential for developing traffic strategies as a function in Sweden. The TRAST equivalent in the EU is called the Sustainable Urban Mobility Plan (SUMP). At present, work on traffic strategies in Sweden lakes place as municipal local initiatives however, there are good reasons for government and regional stakeholders to engage in the development. This document proposes the creation of a national approach to and support for work on traffic strategies, for the purpose of creating a common understanding of the role of traffic in urban development issues for long-term sustainable development, in built-up environments and in rural areas. The manuals that are produced nationally (TRAST) can form the basis of the work but do not provide enough progress. The power to generate traffic strategies in Sweden’s municipalities and functional regions is expected to be achieved with this programme.
A broad-based traffic strategy provides support for policies to make informed decisions on traffic issues. It is a planning document with perspectives on the entire transport system that links municipality development with regional development.
A traffic strategy also connects traffic issues and infrastructure planning to urban planning, which facilitates the fulfilment of many sustainability objectives in Agenda 2030(Sustainable Development and its 17 Sustainable Development Goals). The main sustainability objectives are the goals of sustainable cities and communities, sustainable industry, innovation and infrastructure. A traffic strategy can also help achieve health and well-being objectives, clean water and sanitation for all and sustainable energy for all. The implementation of a traffic strategy promotes sustainability objectives, such as ecosystems and biodiversity, combating climate change to provide a peaceful and inclusive society.
This proposal is based on knowledge and experience from many local and national experts that developed TRAST and contributed experience and effect correlations for traffic strategies. The EU project CIVITAS PROSPERITY has also contributed in addition to experience from the European work on SUMP. Within the framework of the CIVITAS PROSPERITY project, more than 30 people from municipalities, regions, consultancies, academia, the Swedish Transport Administration and the National Board of Housing, Building and Planning participated.
1.2. CONCEPT
1.2.1. CIVITAS PROSPERITY
In the EU's three-year CIVITAS PROSPERITY project (2017 – 2019), 15 countries exchanged knowledge and their experience of transport and mobility as an integral part of urban development. All participating countries shall, among other things, devise and/or develop national programmes for traffic strategies.
1.2.2. TRAST
TRAST (traffic for attractive towns and cities) is a Swedish national document published in 2014 that describes how municipalities can effectively and successfully work with traffic strategies and related issues. TRAST is a manual to support the process of traffic strategies. The TRAST guide develops work on traffic strategies. There are also several more detailed manuals, the so-called TRAST family, available. The TRAST document has a great deal of relevant content, but it is not mandatory.
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1.2.3. SUMP
The TRAST equivalent in the EU is called a Sustainable Urban Mobility Plan (SUMP). The function of a SUMP is that towns and cities should be able to offer their residents sustainable and enough mobility alternatives with the goal of creating a better quality of life. SUMP, like TRAST, is based on processes and broad participation, and it includes an evaluation methodology. Developing national SUMP programmes is a goal of CIVITAS PROSPERITY, and it is within this area that Sweden participates.
1.3. Recipients of the national programme for traffic strategies 2020–2029
Work on the Swedish contribution to CIVITAS PROSPERITY is a relatively extensive process. The result affects all participating groups: municipalities, regions, academic, consultants and the central government authorities the National Board of Housing, Building and Planning, the Swedish Transport Administration the Swedish Agency for Economic and Regional Growth and the Swedish Energy Agency.
In April 2019, the proposal was submitted in an English-language version to CIVITAS PROSPERITY’s main project, which arranges a final conference in June 2019.
After the proposal has been endorsed by the participating authorities, it will be submitted to the respective ministries by August 2019.
2. Traffic strategies in Sweden
A traffic strategy is an important tool for developing municipal traffic and town planning, leading to a politically adopted orientation document. Work on developing the strategy can also develop the municipality's activities, processes, knowledge and mindset in a broader sense. The traffic strategy, together with other municipal orientation documentation, is intended to contribute to developing the municipality in the desired direction.
A good traffic strategy demonstrates how the traffic system and mobility management measures should be developed in conjunction with land use and other physical planning. It will also be integrated into daily activities and be permitted to govern the content of budgets and operations. One key to success is consensus – on the current situation, objectives and how to optimally work towards those objectives. TRAST offers proposals for such processes, as well as the quality aspects that need to be included in the strategy; for example, the nature of the urban environment, accessibility, security, road safety, environmental impact and health.
• The traffic strategy is a document that describes the orientation of traffic planning and how it should contribute to overall municipal objectives.
• The traffic strategy provides a summary of how the traffic system should be developed.
• The traffic strategy deals with how to balance competing interests and different modes of transport.
• The document provides all stakeholders with the opportunity to take measures to contribute to the desired urban development.
Traffic strategies can promote initiatives and investments in sustainable modes of transport, such as walking, cycling and public transport (see, inter alia, Effekter av trafikstrategier (Effects of Traffic Strategies), SKL, Swedish Transport Administration, Swedish Energy Agency (2012)). Mobility
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projects, in the form of measures to influence attitudes and behaviours, can also be prioritised and developed with the support of traffic strategies.
Before adopting a traffic strategy, it is important to anchor values and orientations through clear participation on the part of politicians, other administrations and external stakeholders. Many successful municipalities have formed working groups with broad expertise that were able to contribute to the development of their traffic strategies from a variety of perspectives. Another success factor is linking the process to a political steering committee that can be informed on an ongoing basis and conduct a dialogue on the project.
Given the right implementation, the preparation of a traffic strategy can be an interesting learning curve for civil servants, politicians and other participants, not least in providing the municipality with a picture of the current situation and an opportunity to discuss desirable developments – i.e. the municipality’s vision and goals. This working process and dialogue also leads to a better understanding on the part of politicians and civil servants regarding their respective approaches and methods, making it easier for them to communicate in the ‘same language’.
Figure 1, the figure illustrates that working with traffic issues is a continuous process that takes account of external changes and successively reduces flaws. The various elements of the process need to handle different modes of transport and qualities in order to ensure a holistic approach. The structure and scope of the document may change depending on the size of the municipality. A large municipality may need a traffic plan to clarify how the traffic strategy applies to the various modes of transport and qualities. Action programmes can then be created.
2.1. The current situation in Sweden
According to a 2013 survey, conducted by the Swedish Association of Local Authorities and Regions (SKL), more than half of Sweden’s municipalities lack an established traffic strategy. Most of these are smaller municipalities that refer to a lack of resources and the need to prioritise other issues.
2.2. Factors for a successful traffic strategy
A study on the effects of traffic strategies revealed the following factors that were important to achieve positive outcomes (Effekter av trafikstrategier (Effects of Traffic Strategies), SKL, Swedish Transport Administration, Swedish Energy Agency (2012)).
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• Maturity The traffic strategy instigates knowledge and development processes that can lead to greater understanding and insight into problems and opportunities in urban development. It is therefore important in the early stages to work on process-related development and knowledge building.
• Timing This is partly linked to maturity. The content and level of ambition of the traffic strategy must be linked to the preconditions existing in the municipality. Timing is also a matter of grasping opportunities for financing and development, for example as a result of larger urban development projects or externally financed projects.
• Engagement and anchoring The alpha and omega of successful traffic strategy. Constant interaction between civil servants and politicians provides the conditions for continuous use and successive development.
• Perseverance This applies both to the work of preparing a traffic strategy and the subsequent day-to-day work in which the strategy is utilised to support planning, actions, knowledge building and follow-up. Persevering with the work presupposes clear responsibilities and procedures that are known and accepted.
• Resources Initially, resources are required to develop the policy document; however, later they will also be required to implement the measures. It is important to be able to show results in the form of implemented measures.
2.3. Design and content
A traffic strategy may take many forms and should be adapted to the local conditions. In some parts of the country, there is a need to produce a traffic strategy as a separate document. In other places, existing documents that deal with strategic traffic issues may suffice. Irrespective of the form a traffic strategy takes, there are certain areas that should be addressed if the document is to be classed as a strategy as follows:
• The nature of the urban/geographical area and plans for future development, • Travel and transport o Distribution between modes of transport o Ambition for controlling traffic,
• Accessibility o Distances o Journey times,
• Security (especially at a local level), • Traffic safety, and • Environmental and health impact.
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The traffic strategy is a guideline for how the municipality’s traffic-related objectives can be achieved, and it should be prepared in a process that is broadly anchored. Many municipalities have programmes for various modes of transport, qualities and subject areas. Strategic objectives should be defined based on weighing up programmes, policies and plans for the various subareas within the traffic sector and it should be clearly stated how cooperation with regional stakeholders will be achieved.
The following issues need to be dealt with in the traffic strategy:
• It should explain how the work of achieving sustainable travel and transport within and between urban areas is to be managed, the orientation and approaches on which the work will be based, and which modes of transportation the municipality intends to prioritise.
• It should include an action programme containing the activities and measures required to achieve the stated objectives. It should also coordinate land use and infrastructure in order to optimise sustainable travel. By developing locations and routes in urban areas, an attractive, lively and mobile urban environment can be created.
• The strategy should clarify how it should be used as a basis for developing business plans. The traffic strategy’s goals, planning conditions and strategies should guide the planning, implementation and monitoring of each administration’s operations. For example, traffic aspects should be included in impact assessments when planning the closure or concentration of schools.
• It should deal with the role of goods transportation in the urban area, given that distribution has become increasingly important to the function of the urban environment.
• It should deal with and develop traffic regarding both the situation in the urban environment and the surrounding rural areas.
• It should place the traffic system in an urban environment in a regional context.
• It needs to prepare for future infrastructure needs for electric vehicles and renewable fuels.
A good traffic strategy provides both strategic and operational guidance. For a traffic strategy to be relevant, it must be updated and linked to the municipality’s comprehensive plan and other documentation for which the time horizon is the mandate period.
Within the framework of regional development, regional parties may have a coordinating responsibility for the chain from regional infrastructure planning to small-scale municipal measures.
The Swedish Transport Administration’s approach to traffic strategies contains a procedure that includes both a process for creating agreements and support for developing traffic strategies.
2.4. The benefits of traffic strategies
A traffic strategy prepared with broadly based municipal and regional support provides support for policy makers to reach well-founded decisions on individual traffic issues and other areas in which traffic is a prerequisite.
The benefit of traffic strategies is that they create an improved basis for decision-making, as they contain analyses that reveal flaws and necessary measures from the perspective of the entire transport system, i.e. all forms of traffic and transport. This overview can link the municipality’s development with regional and national levels. For example, a plan for cycling at municipal level provides a good basis for cycling measures on regional and national routes. Coordination reduces the risk of individual measures that are not placed in context.
Traffic strategies connect traffic issues and infrastructure planning with urban planning. This makes it easier to make decisions on measures to assist individual areas. They are also an effective tool when sustainability goals and ambitions in Agenda 2030 must be translated into concrete operational
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planning. Working with traffic strategies can contribute to a more transport-efficient society with reduced greenhouse gas emissions, noise pollution and air pollution. The State’s work to support traffic strategies is an important complement to planning and building legislation, comprehensive planning and the Swedish Municipal Energy Planning Act (SFS 1977:439).
Work on traffic strategies should start with the findings of six Swedish public authorities in the Strategic Plan for Transitioning the Transport Sector (SOFT). In order to achieve a 70% reduction in greenhouse gas emissions, from the transport sector by 2030, and climate neutrality by 2045, measures are required in three areas: i) a transport-efficient society, ii) fossil-free, energy-efficient vehicles and vessels, and iii) renewable fuels. Traffic strategies are important because they create a transport-efficient society, although they also touch on the other two areas.
In all likelihood, those municipalities that have prepared traffic strategies have carried out the analysis of the need for measures and funding required to apply for state support to promote sustainable urban environments. Municipalities that have prepared a traffic strategy have consulted on the strategic issues involved, have developed a vision and goals and often implementation plans as a thorough and agreed basis for their applications for state funding. Municipalities with established traffic strategies also have a better overall grasp of the available opportunities for co-financing of public transport and cycling measures pursuant to the Swedish Ordinance regarding Support to Promote Sustainable Urban Environments (SFS 2015:579), in which packaged solutions are important for gaining the maximum benefit for the agreement, or via the Swedish Ordinance on Government Co-Financing for Certain Regional Public Transport Infrastructure (SFS 2009:237).
When working with traffic strategies, it is necessary to seek measures according to the four-stage principle: Step 1, includes measures that influence transport needs (demand) and the choice of transport investments. Step 2, measures that provide more efficient use of existing roads and vehicles; Step 3, limited renovations; and Step 4, new investments and major renovations. It is important that work begins with Steps 1 and 2.
2.5. The role of traffic strategies
Traffic strategies have various functions in different organisational contexts. These are described in more detail in Figure 2 below.
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Figure 2 Long-term regional and national financial planning interacts with regional growth activities. Municipal comprehensive plans must take these plans and programmes into consideration. Strategic thinking regarding traffic needs to be described in many of these policy documents. Source: Swedish National Board of Housing, Building and Planning Report 2013:33
2.5.1. Traffic strategy in relation to comprehensive plans
The coordinated development of the built environments and infrastructure is crucial for reducing transport needs, creating the preconditions for climate-smart transportation and reducing climate impact. In this context, the comprehensive plan is an excellent instrument for coordinating regional and municipal investments in infrastructure with the development of the built environment. The comprehensive plan is primarily intended to show land use and the consequences thereof. In the process leading to the comprehensive plan, it can be beneficial to work to coordinate various interests. These may include municipal collaboration with the infrastructure builder, as well as with the organisation responsible for regional public transport.
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Private vehicle traffic dominates large parts of the urban traffic system, both physically and psychologically. Sustainable urban development presupposes that this dominance is broken and replaced by a broader approach that has a balance between various modes of transport. Prioritising modes of transport and the interplay between traffic functions and urban welfare should be based on a set of values that emphasis the urban environment’s accumulated qualities and good urban living, rather than the demands of individual modes of transport. Planning must be based on a holistic approach where the combined contribution of the various modes of transport is the important thing.
The purpose of the traffic strategy is to create the holistic approach that the municipality intends to use to achieve long-term sustainability for its transport system in harmony with the overall development of the municipality. The traffic strategy is an expression of the overall direction of the municipality’s transport plan, using existing transport infrastructure as its starting point. It should also ensure that the desired development and the various measures do not conflict. In order to create a sustainable transport system, it is important to focus on accessibility to various functions and destinations and for individuals and businesses.
Preparing the traffic strategy in parallel with the municipality’s comprehensive plan has value because these documents represent a strategic function and impact on one another. Municipalities that have done this, or have done so with alternating influence, have experienced synergies. When the traffic strategy is part of a comprehensive planning process the public is afforded greater scope to express opinions on traffic development because of statutory consultation required by the planning process. For the traffic strategy to have real impact, it must be integrated with, or at least have an influence on, the municipality’s comprehensive plan, as well as the operational planning, budgets and organisation.
2.5.1.1. Support in the Planning and Building Act
The Swedish Planning and Building Act (PBL) (SFS 2010:900) contains several provisions that indirectly point to the importance of working with traffic strategies as an integrated element of urban planning, primarily PBL Chapter 2 Section 3 but also PBL Chapter 2 Section 5.
PBL Chapter 2 Section 3 states that planning with regard to natural and cultural values, environmental and climate aspects, and intermunicipal and regional conditions must promote: a purposeful structure and an aesthetically pleasing design of the built environment, green spaces, and transportation routes; a from a social perspective viable living environment that is accessible and usable for all social groups; long-lasting and effective management of land and water areas, energy recourses and raw materials, as well as good environmental conditions in other respects; good economic growth and efficient competition; and construction of dwellings and the development of the housing stock (see Appendix 7.2). All of this facilitated by robust traffic strategies at local and regional level.
2.5.2. Traffic strategy in relation to regional planning processes
As county planners, regions have a distinct role to play in preparing regional traffic strategies and similar documents. At regional level, it is appropriate to link this to systems analysis and county transport plans, as well as regional transport-provision programmes and regional development strategies. The traffic strategy must have the same orientation as these other documents and adopt a clear cross-border perspective.
When preparing traffic strategies that span a larger geographical area than a single municipality, for example a functional labour market region, all districts affected should actively participate in the work. The region can then take responsibility for coordinating the involved municipalities.
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2.5.3. Traffic strategy in relation to strategic choice of measures
An important element for the early stages of national planning is the strategic choice of measures (SCM) studies. The purpose of an SCM study is to analyse transport issues at an early stage and to test the need for measures in four phases: 1) Initiate, 2) understand the situation, 3) test possible solutions, and 4) shape direction and recommend measures. In this way it is possible to identify the types of interventions that respond best to each specific planning situation.
SCM studies often focus on a defined geographical area or a route, while the traffic strategy describes a broader context. They are therefore not interchangeable.
The SCM study is an informal planning stage that should precede formal physical planning of national infrastructure to ensure that decisions on infrastructure measures are well-founded. Approximately 150 to200 detailed SCM studies are conducted in Sweden each year. The municipalities play a key role in most of the proposals contained in SCM studies, particularly for measures related to phases 1 and 2. This means that there is an important interface between SCM studies and traffic strategies.
SCM studies and traffic strategies can provide an important basis, and input, for each other. As the implementation of SCM studies and the preparation of traffic strategies follow similar methodologies and planning logic, the process is conducive to coordination. The three types of connections between them are outlined in the following sections.
2.5.3.1. Traffic strategy as input and basis for SCM studies
Even if SCM studies are intended to be unconditional, in practice they are conducted in specific planning contexts to which they must adhere. Local traffic strategies are therefore important points of departure, for example in understanding the issues, setting goals, planning measures and making assumptions for forecasting.
One important attribute that sets traffic strategies apart from SCM studies is their basis in municipal policy. When an SCM study is based on an established municipal traffic strategy, part of the work of obtaining consensus for its proposals has already been done.
Traffic strategies can also lead to awareness of and/or provide clarification regarding traffic-related issues, which in turn can form the basis for deciding to conduct a new SCM study.
2.5.3.2. The traffic strategy as a recipient of SCM results
While traffic strategies can provide input and a basis for SCM studies, the relationship works both ways. Measures identified in SCM studies can explicate measures described in more general terms in traffic strategies. Step 1 and 2 measures in accordance with the four-stage principle cannot always be dealt with by the Swedish Transport Administration, rather the responsibility often rests with municipalities. These measures can then be implemented within the framework of the municipality’s traffic strategy, either as a specific project (e.g. informational measures or influencing campaigns) or through integration with routine operations (e.g. parking fees, traffic regulations, etc.).
SCM studies can also highlight the need to make important decisions about the long-term development of the local traffic system, therefore they facilitate the initiation of the traffic strategies in those municipalities that lack them. There are many examples of SCM studies that recommend the preparation of a local traffic strategy.
2.5.3.3. Preparation of a traffic strategy and implementation of SCM as a coordinated process
There are some examples of SCM studies and traffic strategies that have been prepared simultaneously. When this is the case – especially when the questions addressed by the SCM study are limited to the same geographical area as the traffic strategy – many planning activities and individuals
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will be involved in both processes. It provides opportunities to streamline documentation, meetings, workshops and hearings, etc. so that all parties can allocate their time more efficiently. Coordination can also encourage consensus on the direction planning should take and the proposed measures developed during the two processes.
While traffic strategies and SCM studies are characterised by fundamental similarities, they also have different functions and organisations and are based on different initiatives and purposes. Perhaps the connection should therefore be best described as potential, rather than established practice.
3. Vision and Goals
The following vison applies to the development of this programme and the effects of the action plans:
There is a clear and transparent method for the provision of national support for municipalities and functional area’s traffic strategy work.
All Swedish municipalities have adopted goals that steer their activities, as well as locally adapted action plans.
Concerned stakeholders, private and public sectors, can easily understand the direction and goals and can enter dialogue about the strategic traffic policy in the common interest.
There is intermunicipal and regional coordination of the strategic traffic goals and measures that impact the common functional areas.
The traffic strategy vision in Sweden is permeated by the intentions expressed in Agenda 2030.
4. Problem Statement
The problem statement contained in this section constitutes an introduction to proposals for measures (the action plan). The problems are:
• Not enough traffic strategies • As a policy document the existing traffic strategy are not effective • Lack of content quality • Overly localised strategies • Their formal status is unclear • Conflicts between various goals and levels are not addressed
These problems were identified and based on the evaluation of local and national traffic strategies. When TRAST was developed, many local and national experts contributed their experience and observations about the cause and effect within traffic strategy work. The EU project CIVITAS PROSPERITY also contributed experience from the European work on SUMP. The following sections address each of the problems listed above.
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4.1. Not enough traffic strategies
There are only a few traffic strategies in operation that are used for planning purposes. This may be due to several reasons, a lack of knowledge regarding the potential benefits of the process, lack of resources to prepare strategies or a lack of clarity about the contents and uses of a traffic strategy.
Without a traffic strategy, there is a risk that traffic planning will be short-term and conducted without coordination with affected stakeholders. If more municipalities had traffic strategies it is likely that this would lead to increased emphasis on transport issues in municipal strategic planning (e.g. at comprehensive plan level) and it would also facilitate transport planning and related activities at the regional and national level.
In the absence of a strategy that definiens the desired development of the transport system it will be more difficult to communicate with other local stakeholders, such as the business community, private organisations and the retail sector. Traffic development policy does not need to be formulated in a traffic strategy prepared in accordance with TRAST; it can be found in other policy documents. The important thing is that more municipalities should develop their traffic strategy and their understanding and capacity in this field.
4.2. Lack of effective policy documents
The Traffic strategy are currently managed in a similar way to a project, i.e. have a start and end, rather than a necessary grounding process. This leads to a lack of understanding of the process and fails to incentivise the long-term use of the strategy. The traffic strategy should therefore be accorded the status of a policy process with broad political support for implementing the contents.
It is important that the content of a traffic strategy demonstrates how in can deal with relevant planning conflicts within the municipality rather than simply dealing with overarching goals on which it is relatively easy to reach consensus. Much of the municipalities work may have links to a traffic strategy therefore it can generate good synergies. In addition to a broad process to gain support for the traffic strategy at the development stage, an organisation is also required to ensure that the finished strategy is utilised in all relevant planning contexts.
4.3. Lack of content quality
The CIVITAS PROSPERITY Project has drawn attention to the lack of quality within many municipal traffic strategies for example, omission of important aspects, ambiguous strategic policy descriptions, failure to deal with implementation issues concerning the action plans or measures in relation to the stated goals. Shortcomings in terms of quality present a risk to both internal and external acceptance and expected impact.
Determination of the ‘correct’ level of quality for content is a problem because there are no globally accepted criteria for the content of a traffic strategy. However, evaluation of the results from municipalities that have prepared several traffic strategies indicate that those and have become successively better at choosing content have also begun to implement more advanced measures.
Adopting advanced goals and proposing advanced measures before an organisation had gained competence to achieve them risks inferior implementation. Therefore, it is important to start implementing measures and plans that are commensurate with the level of competency within the organisation.
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4.4. Overly localised strategies
There is an inherent risk that traffic strategies will place too much emphasis on local issues rather than using regional collaboration to resolve problems effectively, for example improving regional commuting between smaller municipalities and regional centres. The regional perspective is discussed in the TRAST handbook but, as regions expand and travel and transport patterns change, intermunicipal and regional issues need to be highlighted. Rural development and transport planning in smaller urban areas requires a more in-depth discussion. The support provided by national handbooks such as TRAST makes it easier for municipalities to collectively deal with transport planning for smaller towns.
4.5. Their formal status is unclear
Traffic strategies are not defined in binding guidelines applicable to zoning plans and comprehensive plans. However, some municipalities have defined their traffic strategies as governance and policy documents, but this is still the exception rather than the rule in Sweden
The lack a clarity about the formal status of traffic strategies may results in their lack of use as governance documents or failure i prioritise or prepare a strategy at all. This means that traffic strategies have vastly different designs, content and status from one municipality to the next.
Where municipalities have successfully adopted traffic strategies, they have been broadly well supported. A formal status was ensured by escalating decisions at a high level politically and because implementation of the action plan was integrated with other operational and budgetary processes.
4.6. Conflicts between various goals and levels are not dealt with
Almost all traffic strategies set goals. They are less likely to highlight goal conflicts that may arise due to factors such as limited financial resources or differing opinions on how available space in highly built-up areas should be utilised. The functionality of the traffic strategy deteriorates if such conflicts are not dealt with, even if it is broadly supported and has been granted the status of governance document.
Some goals may have conflicts between different levels of society (local, regional, national) and between different political areas (such as environmental and trade and industry policies). As discussed, there is a growing need to deal with increasingly complex planning situations that requires collaboration between different levels and interest groups in society. This issue includes situations in which there are clearly conflicts of interest and differences between the organisations’ motivations and assignments.
5. Action Plan
This section provides proposals for the preparation and use of traffic strategies that can be promoted from the national level. The basis for preparing measures was discussed in Section 4 as well as the experience gained locally, nationally and European wide where measures have been successfully implemented. Municipal and national experts have participated in this work, as well as specialists from the consultancy sector. The proposals constitute a mix of initiatives with varying levels of influence over local traffic strategies.
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5.1. Different types of initiatives
The carrot and stick approach are often used to describe the theory of instruments of control between administrative, financial and informative instruments. A similar categorisation can be made for initiatives that may promote the use of traffic strategies.
Administrative initiatives involve changes to praxis and regulation intended to develop formal structures around traffic strategies and their use.
Financial initiatives require the use of financial resources to influence the conditions for working with traffic strategies.
Informative initiatives may refer to the dissemination of knowledge and experiences or the development and provision of various forms of competence support.
As in many other planning contexts, isolated interventions rarely achieve the anticipated effect in full. When deciding which elements to include in the action plan, it is necessary to consider implementing the proposed initiatives in combination. For example, administrative changes may be a prerequisite requirement to make financial initiatives possible. Similarly, information initiatives may be crucial to obtain the desired effect from the financial initiatives. Decisions related to action plans should be based on the most urgent problems that need to be addressed because the initiatives are formulated regarding the problem statement in Section 4.
5.2. Administrative initiatives
5.2.1. Platform for common learning
A platform for common learning could raise the level of competence at local and regional levels. It could be organised in a similar manner to the Example Bank and information on PBL (PBL Knowledge Bank, Sustainable Urban Development Platform) on the National Board of Housing, Building and Planning website and, if possible, be built on these already existing platforms. The platform should be organised by the authority at the national level and be freely available. It would be advantageous if the platform could also include a dialogue forum for questions that could be answered by both experts and other users. Forums on traffic strategies and adjacent themes at both regional and national level can raise the level of knowledge. There is a need for increased competence across the industry and in- depth among experts and those responsible for traffic strategies and strategic traffic and transport planning.
Type if initiative: Digital platform/conferences/seminars Problem areas: Lack of quality in content Proposed responsibility: Swedish Transport Administration, head of regional development (alternatively County Administrative Board)
5.2.2. Initiative: Arrange development arena at regional level
Initiatives are required to hold regional meetings and dialogues on traffic strategies, if possible, within the framework of already existing forums. This may be with the aim of creating interest in the work by discussing common issues within a region and identifying possible benefits of collaboration. In this context, municipalities may also receive competence support, both from regions and the Swedish Transport Administration. Systematic stakeholder analysis and good examples of collaboration may
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serve as inspiration. This initiative may also require some skills development at regional authority level. Type if initiative: Communication Problem areas: Overly localised strategies Proposed responsibility: The Swedish Transport Administration, together with head of regional development and SKL.
5.2.3. Example bank of goal conflicts
The initiative deals with highlighting and describing learning examples focusing on how traffic strategies have contributed to good conflict resolution. This can serve to illustrate how other municipalities have handled conflicts between different types of goals or orientations in planning. Sharing other municipality’s experiences can be very informative and provide a practical example of how to avoid pitfalls. It should be possible to coordinate the example bank with the platform for common learning and make it available via that platform. Type if initiative: Information, advice Problem areas: Conflicts between various goals and levels are not dealt with Proposed responsibility: The Swedish Transport Administration, together with head of regional development
5.3. Financial initiatives
5.3.1. Traffic strategy as a condition for state aid
Preparing a traffic strategy, or revising an existing traffic strategy, can be a reciprocal requirement for obtaining state aid. For example, to support the promotion of sustainable urban environments. The regulatory framework pursuant to the Swedish Ordinance regarding Support to Promote Sustainable Urban Environments should be reviewed and, where possible, adapted to support the increased use of traffic strategies at municipal level. Support to promote sustainable urban environments is primarily aimed at large municipalities which to a relatively large extent already have traffic strategies. In addition to support to promote sustainable urban environments, smaller municipalities also have recourse to funding pursuant to the Swedish Ordinance on Government Co-Financing for Certain Regional Public Transport Infrastructure, although this might require increased financial aid. Type if initiative: Financial Incentive Problem areas: Too few traffic strategies Proposed responsibility: The Swedish Transport Administration
5.3.2. Support for strategic traffic work at regional level
Incentives are required to encourage a broader geographical and functional approach to the traffic strategy. This can be achieved through a model for regional sustainable urban environment support. By setting several criteria, the fulfilment of which should show a higher overall benefit to participating in a regional traffic strategy, municipalities can be shown a picture of the joint profit to be made, instead of each municipality preparing their own traffic strategy. It is also worth considering support to each municipality based on reciprocal requirements in the form of an active contribution to a joint regional traffic strategy. Type if initiative: Financial support
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Problem areas: Overly localised strategies Proposed responsibility: The Swedish Transport Administration and head of regional development.
5.3.3. State Financial contribution for the preparation and implementation of traffic strategies Financial contributions in various forms have previously been successful in encouraging more municipalities to prepare and adopt policy documents. As an example, when the first edition of the TRAST handbook was published, a small sum was paid to several municipalities who prepared the first traffic strategies in accordance with TRAST. Grants have also previously been paid to municipalities for conducting road safety programmes and similar traffic plans. Any such support could advantageously be linked to the employment of external competence support in conducting the work, even if it is important that the municipality owns and leads the work process. Financial contributions can also encourage municipalities to prioritise their traffic strategies. Type if initiative: Financial contribution Problem areas: Too few traffic strategies Proposed responsibility: The Swedish Transport Administration, in cooperation with other authorities, e.g. the Swedish Energy Agency
5.4. Competence support initiative
5.4.1. Training traffic strategists
A training programme is required with recurring courses on TRAST and traffic strategies. If possible, such a training programme should be adapted to different types of municipality and to their level on the Development Staircase. Training courses are important both in terms of raising the level of competence and motivating municipalities by conveying the benefits of traffic strategies at local level. It would be advantageous if training initiatives could be aimed at elected representatives, perhaps in conjunction with taking office after an election, as well as at regional and national authorities which should be participating in traffic strategies; for example, regional administrators and urban planners at the Swedish Transport Administration. Type if initiative: Training Problem areas: Too few traffic strategies Proposed responsibility: The Swedish Transport Administration in collaboration with the National Board of Housing, Building and Planning and SKL
5.4.2. Improved communication regarding the role of traffic strategies as policy documents
A communicative image in the form of a visual representation is required, showing the traffic strategy in context with and linked to other policy documents in urban and transport planning; for example, county transport plans at a more comprehensive level as well as traffic plans and inquiries at an operational level.
Another important area may be to link the traffic strategies to strategic choice of measures (SCM) studies. This may connect more readily to everyday issues on which the traffic strategy can provide support for choosing measures and making prioritisations. The benefits of the traffic strategy as compiled documentation also becomes clearer. Type if initiative: Communication tool
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Problem area: Ineffectual policy document Proposed responsibility: Swedish Transport Administration and SKL, individual municipality with regard a picture of local conditions (preferably in collaboration with neighbouring municipalities and regional planning function).
5.4.3. Implementing communication plan
A basis is required for how a simple communication plan can be applied to traffic and urban planning processes. The communicate plan shows which stakeholders are included in the work and how/when they should communicate with one another. There is no such thing as a one-size-fits-every- municipality model; rather, a toolbox is required that deals with critical moments such as outstanding issues that need to be addressed before proceeding to the next step. The national level should be communicated based on the municipal level, so that there is always a lowest common denominator for the work to create a common picture. Type if initiative: Communication tool Problem areas: Their ineffectuality as policy documents Proposed responsibility: The Swedish Transport Administration in collaboration with SKL to meet general needs, individual municipality regarding communicating with stakeholders based on local conditions (preferably in collaboration with neighbouring municipalities and regional planning function).
5.4.4. Developing competence support
Competence support for municipalities is included in a number of initiatives, including “financial contribution from the state for the preparation and implementation of traffic strategies” and “staff resources at public authorities to support municipal processes”. These supports should be directed at improving the quality of municipal traffic strategies, while at the same time the support can be expected to provide more traffic strategies. This places large demands on those experts who provide competence support, which highlights that some form of expert training or traffic strategy certification is needed. As with other support measures and competence support, it is vital that the expertise in question provides relevant support based on the conditions and level on the Development Staircase. This also includes continuous improvement of handbooks. Type if initiative: Expert training Category: Lack of quality in content Proposed responsibility: The Swedish Transport Administration in collaboration with the National Board of Housing, Building and Planning and SKL
5.4.5. Support for strategic traffic work at regional level
The regional level is becoming increasingly important in transport planning and the need for coordination between municipalities and the regional stakeholders. System analysis will be conducted within the framework of the orientation planning, which may include a regional traffic strategy approach. Existing handbooks should be supplemented to provide an image of the possibilities, conditions and benefits of thinking strategically about traffic. Various models should be presented depending on factors such as size of the municipality, structure of the region and other conditions, together with proposed working methods. Traffic strategies at regional level should be based on the functional area or need, rather than the administrative boundaries. This implies that, in practice, traffic strategies at sub-regional level and for amalgamated regions may become relevant. Type if initiative: Guidance
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Problem areas: Overly localised strategies Proposed responsibility: The Swedish Transport Administration, together with head of regional development and SKL.
5.4.6. Management of system changes
This initiative is intended to draft and prepare documentation to support the management of system changes. This documentation will facilitate the utilisation of potential benefits within the framework of digitalisation and mobile services.
Type if initiative: Planning support, inquiry documentation Problem areas: Lack of quality in content Proposed responsibility: The Swedish Transport Administration in collaboration with affected public authorities
5.5. Concluding comments on initiatives
The proposed action plan covers 12 initiatives. Most of these initiatives are intended to increase the quality of municipal traffic strategies, as well as to address the issue of the current lack of traffic strategies in use for operational planning. In general, it can be confirmed that none of the proposed initiatives impose any mandatory requirement on municipalities to prepare traffic strategies, nor to regularly revise existing strategies. The action plan does not contain any sticks, rather it consists entirely of carrots in the form of encouragement and supporting initiatives.
Only three of the proposed initiatives involve purely financial support, of which two consist of direct grants for the preparation of traffic strategies (at local and regional level respectively) while one offers indirect support through financial incentives. Three of the 12 initiatives are intended to develop a formal framework for working with traffic strategies and can therefore be characterised as administrative. Among these there are initiatives to clarify the meaning of the term traffic strategy and the Swedish Transport Administration’s role in relation to municipal traffic planning, and to monitor how work with traffic strategies and the quality thereof is being conducted around Sweden.
Most of the initiatives consist of informative support initiatives. These include competence support through training activities, guidelines and communication tools, promoting the exchange of experience and knowledge dissemination via various form of digital meeting, and the exchange of knowledge in the form of examples and business intelligence. In conclusion, it can be stated that there are various points of entry for the promotion of functioning traffic strategies at a national level in Sweden. The overview also demonstrates that the State has the best scope to exert influence, by creating the conditions for exchanging experiences and disseminating knowledge and by offering competence support. Given the key assumptions of municipal self-governance and planning monopoly, the scope for imposing formal requirements is relatively limited. Administrative support initiatives may still affect the institutional framework around work on traffic strategies. In the long term it may even be possible to influence the function of traffic strategies more formally, for example by including them in terms and conditions for state aid, perhaps via support to promote sustainable urban environments.
5.5.1. Overall organisation and responsibility for the national programme
It is proposed that the Swedish Transport Administration be responsible for managing and monitoring the national programme. This should be undertaken in collaboration with the National Board of Housing, Building and Planning.
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6. Follow-up
The results achieved by action plans must be followed up at various levels; the activities to be undertaken in the project, the initiatives proposed and that these are implemented according to the stated timetable. This can be done at brief intervals and reported to the client.
The effects of the action plan, including increased sustainability, also needs to be monitored. As the effects are dependent on a wide range of parameters, this should be linked to other national goal structures such as Agenda 2030. Effects should be monitored in the long term and at longer intervals, preferably every five years. The National Board of Housing, Building and Planning’s environmental goals questionnaire is one source of information.
6.1. Following up project and effect goals
6.1.1. Project follow-up
The project follow-up is linked to the project goals, with indicators selected based on areas of intervention, i.e. what the project was intended to improve. Project goals are followed up by the Swedish Transport Administration and it will issue a report.
6.1.2. Following up effects
The follow-up of the effects is linked to the selected effect goals. Effect goals can be traced to goals such as those stated in Agenda 2030, although they are often also linked to the content of traffic strategies. Effect goals cannot be directly linked to the action plan; many different factors are involved in achieving effect gaols. The overall purpose of actions plans is to increase sustainability in society which makes it important to follow this development as well. That said, effects in the form of increased sustainability tend to be long term, meaning that these should be followed up at longer intervals, preferably every five years. Evaluation will be carried out by of the Swedish Transport Administration.
7. Appendices
7.1. Appendix 1: CIVITAS PROSPERITY: Method/Process
The work conducted by Sweden on the CIVITAS PROSPERITY Project is limited to developing a national programme for traffic strategies that proposes how the State can contribute to the development and use of traffic strategies.
On 12 December 2017, representatives of municipalities’ academia, consultancies, the National Board of Housing, Building and Planning and the Swedish Transport Administration gathered for an initial meeting (regional authorities would join the project a short while later). The purpose of the meeting was to present and anchor the project and to discuss the current situation in Sweden, the opportunities offered by the development of traffic strategies and the responsibility for this development.
Shortly after, in spring 2018, the various groups met individually to consider the major issue: What do we think the State should do to promote the development of traffic strategies form our specific perspective?
All the groups gathered once again in Stockholm in May 2018 to report on the discussions that had taken place. During the autumn, the results were documented and compiled to be formulated in this
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document. A proposed structure based on Slovenia’s national programme has been processed and is now in use.
A final meeting was held on 20 March at which the finished results was reviewed, and a vision developed. The results were sent to the CIVITAS PROSPERITY Project and instilled in the Swedish Transport Administration in April.
The results are based on the combined efforts of many people with extensive experience and knowledge of traffic and urban planning.
7.2. Appendix 2: Provisions in the Swedish Planning and Building Act linked to traffic strategy
It is primarily PBL Chapter 2 Section 3 that indirectly points to the importance of working with traffic strategies.
7.2.1. Swedish Planning and Building Act (SFS 2010:900) Chapter 2 Section 3
The Act states that planning regarding natural and cultural values, environmental and climate aspects, and intermunicipal and regional conditions must promote:
1. a purposeful structure and an aesthetically pleasing design of the built environment, green spaces, and transportation routes;
2. a from a social perspective viable living environment that is accessible and usable for all social groups;
3. long-lasting and effective management of land and water areas, energy recourses and raw materials, as well as good environmental conditions in other respects;
4. Good economic growth and efficient competition; and
5. Construction of dwellings and the development of the housing stock.
7.2.2. Swedish Planning and Building Act (SFS 2010:900) Chapter 2 Section 5
In planning, and in matters concerning building permits or advance notices in accordance with this Act, built environment and construction works must be located on land that is suited for the purpose, regarding:
1. The health and safety of people;
2. Soil, rock and water conditions;
3. Possibilities for providing traffic facilities, water supply facilities, sewerage facilities and other community services,
4. Possibilities to prevent water and air pollution as well as hazardous levels of noise; and
5. The risk of accidents, flooding, and erosion.
The built environment and construction work requiring a supply of energy for their function must be in a way that is suitable regarding the energy distribution and energy management. Act (SFS 2018:636).
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The Swedish Transport Administration, 781 89 Borlänge. Visiting address: Röda vägen 1
Telephone: +46 771 921 921, Text telephone: 020 600 650 25
www.trafikverket.se D3.3 – Summary of new / enhanced programmes to encourage SUMP in PROSPERITY countries and regions August 2019
5.18 Annex 18: SUMP Quality Assurance approach in Slovenia
w
SUMP Quality Assurance approach in Slovenia
Project Acronym: PROSPERITY
Full Title: Prosperity through innovation and promotion of Sustainable Urban Mobility Plans
Grant Agreement No.: 690636
Workpackage/ Measure Title: Policy and SUMP programmes / Development of a new programme or improvement of an existing national SUMP programme in each participating country
Responsible Author(s):
Aljaž Plevnik (UIRS), Mojca Balant (UIRS), Luka Mladenovič (UIRS)
Responsible Co-Author(s):
Date: 10.8.2019
Status: Final
Dissemination level: PC
T4.3.1 - Analysis of tools and guidelines 10.8.2019
About CIVITAS PROSPERTITY
Supporting local and national authorities to improve the quality and uptake of Sustainable Urban Mobility Plans
CIVITAS PROSPERITY is a 3-year project, started in September 2016 and supported by the European Commission within the H2020 programme. It aims to enable and create a culture shift in government agencies and local authorities to support Sustainable Urban Mobility Plans (SUMPs).
The project focuses on promoting and supporting a broad take-up of SUMPs especially in countries / regions and cities where the take up is so far so low. It aims to achieve this through: providing mechanisms and tools for national / regional agencies to take a leading role in the development of SUMPs; building professional capacity through peer-to-peer exchange programmes and tailor-made training programmes on various aspects of SUMPs and/or innovative approaches in sustainable urban mobility.
Contact: Robert PRESSL | Austrian Mobility Research FGM-AMOR | [email protected]
www.sump-network.eu
CIVITAS PROSPERITY is a member of the European Platform on Sustainable Urban Mobility Plans.
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Project Partners
Organisation Country Abbreviation
Forschungsgesellschaft Mobilität Austrian Mobility Research AT FGM Edinburgh Napier University UK ENU Urban Planning Institute of the Republic of Slovenia SI UIRS Cities on the Move RO CiMO Mobilissimus Ltd. HU Mobi Mobiel 21 BE M21 German Institute of Urban Affairs DE DIFU SMG EKSPERT PL SMG Sustainable Development Civil Society Assoc. BG CSDCS Environmental Centre for Administration and Technology LT ECAT Grupo de Estudios y Alternativas 21, S.L. ES GEA 21 Instituto da Mobilidade e dos Transportes, I.P. PL IMT Centrum Dopravniho Vyzkumu v.v.i. CZ CDV Stratagem Energy Ltd CY STE City of Koprivnica HR Koprivnica TRT Trasporti e Territorio IT TRT City of Lisbon PT Lisbon City of Limassol CY Limassol Municipality of Jonava LT Jonova City of Kassel DE Kassel City of Dubrovnik HR Dubrovnik Municipality of Ljutomer SI Ljutomer Municipality of Hradec Kralove CZ Kralove Municipality of Fagaras RO Fagaras City of Katowice PL Katowice City of Varna BG Varna City of Szeged HU Szeged
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Document History
Date Person Action Status Diss. Level
Aljaž Plevnik, Mojca 10.8.2019 Balant, Luka For review Draft PC Mladenovič (all UIRS) 16.8.2019 Tom Rye Quality Assurance Final PC Status: Draft, Final, Approved, and Submitted (to European Commission).
Dissemination Level: PC=Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
Disclaimer
CIVITAS PROSPERITY has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 690636.
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Contents
1 INTRODUCTION ...... 6 2 APPROACH ...... 7
2.1 RESEARCH OF LITERATURE AND PROJECTS ...... 7
2.2 THEMATIC WORKSHOP ...... 7
2.3 EXCHANGE WITH MINISTRIES AND NATIONAL FOCAL POINTS IN PARTNER COUNTRIES ...... 8 2.4 DEVELOPMENT OF THE PILOT ASSESSMENT SCHEME ...... 8 3 DESCRIPTION OF THE ASSESSMENT TOOL ...... 9
3.1 AIM OF THE TOOL ...... 9
3.2 WHO CAN ASSESS THE SUMPS? ...... 9
3.3 WHEN? ...... 10
3.4 HOW? ...... 11 3.5 ASSESSMENT QUESTIONNAIRE ...... 12
3.6 FUNDING ...... 16 4 NEXT STEPS ...... 16 ANNEX I: FLEMISH QUICK SCAN TO EVALUATE THE LOCAL MOBILITY PLANS ...... 17
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1 Introduction
One of the aims of CIVITAS PROSPERITY is the support of a broad take-up of SUMPs in participating countries. The main concept is to activate the national level and work through peer-to-peer supported policy transfers, enhanced by innovation and capacity building.
The approach has in its core the development and improvement of national SUMP programmes, where the national level takes responsibility for SUMP policy. These was supported by exchange processes on a national and international basis, as well as by training and capacity building. One of elements of the National SUMP programme that was developed in Slovenia was a SUMP assessment tool which is a topic of this document.
More than 80 SUMPs have been prepared in Slovenia in recent years. Their development was in line with the national guidelines for development of SUMPs entitled Sustainable Mobility for a Successful Future from 2012. Most of them were co-financed by the Ministry of Infrastructure, some from the National Climate Fund and some municipalities decided and financed the development of their SUMP on their own. Through these calls, the quality of the preparation process was well described, assured and monitored. The methodology of preparation, obligatory steps and minimum number of events and other forms of public participation were defined. Several aspects of the development of the SUMP, such as the number of stakeholders involved in the preparation was monitored as well. The focus of the quality assurance process was therefore on the preparation process and much less on the content.
The analysis of several documents developed with the above mentioned funding showed, that monitoring of output of this process in terms of assessing the quality of the content of the actual SUMP documents produced was missing. Thus, during the preparation process, as well as in the final documents, individual topics and measures were discussed and included which are not in line with the SUMP objectives. There were also difficulties in ensuring the balance of individual thematic sets and/or modes, budget funds allocated to them, and the coherence of vision, objectives and measures. All stakeholders involved in development and implementation of the National SUMP support programmes expressed a need for future development of a monitoring and assessment tool for the content of SUMP documents in the country. Exchange with other National focal points and ministries involved in the WP 3 of CIVITAS PROSPERITY project showed that there is demand for such a tool or approach in the majority of active SUMP countries in Europe.
The aim of the National SUMP assessment tool is to improve the overall quality of SUMPs, build capacities in cities and municipalities and consequently improve mobility in urban areas. Since the field of sustainable mobility planning in Slovenia is still under development, key personnel with knowledge in the field of SUM planning, as well as in more specific planning fields as walking, cycling, PT, parking and other fields of planning and planning approaches in general are often missing. Therefore, to efficiently use the funds intended for the preparation of SUMPs, it is necessary to ensure their quality.
Within the CIVITAS PROSPERITY project, first steps were taken to develop a tool for quality assurance of SUMP content in Slovenia. The tool will be further developed and tested within the CARE4CLIMATE project in the following years.
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2 Approach
The PROSPERITY project’s overall approach embraced innovation but did not aim to reinvent the wheel. Besides existing tools and guidelines it built on a range of already successful tools, guidelines and structures. PROSPERITY used such instruments, further developed and thus enhanced them. The same approach was used in development of the SUMP assessment tool in Slovenia. It consisted of 4 steps:
1. Research of literature and projects 2. Thematic workshop 3. Exchange with ministries and National Focal Points in partner countries 4. Development of the pilot assessment scheme
2.1 Research of literature and projects The SUMP assessment tool was built on the existing knowledge and approaches of SUMP assessment, which were developed within projects such as ADVANCE, QUEST, ENDURANCE, EcoMobility SHIFT and most recently, CH4LLENGE. These projects have already developed processes and assessment tools that help SUMP to set priorities, to structure the SUMP process and to assess SUMP progress. The assessment tools proposed within the projects varied in approaches and complexity.
This research showed that none of the existing tools fully assesses the quality of the SUMP document. And, similarly as the EU guidance for development of SUMPs needs national adaptation, SUMP assessment needs to be adapted to national legislation, planning processes and administrative structure in order to work. Therefore, the National Task Force (NTF) for Slovenian National SUMP support programme decided to develop a new assessment tool specific to our local planning system, though based on the experience of the above-mentioned approaches.
2.2 Thematic workshop
The next step in developing a national SUMP assessment tool was to organise a workshop about experience with SUMP assessment in the UK, Flanders, France and other European countries. The workshop was organised in cooperation between PROSPERITY partners UIRS from Ljubljana and ENU from Edinburgh at Leeds Institute for Transport Studies on December 16th, 2016. 4 persons attended live – Prof Anthony May (ITS Leeds), Prof Tom Rye (ENU Edinburgh), Michael Goodwin (formerly of UK DfT) and Aljaž Plevnik (UIRS Ljubljana); 2 persons attended via Skype – Thomas Durlin, CEREMA Lyon (from the SUMPs-Up project), and Patrick Auwerx, Mobiel21, Leuven. The first part of the workshop was dedicated to reviewing experience in those countries that have already had some form of national assessment methodology for SUMP in order to try to answer two key questions:
• What are the key aspects of an effective SUMP assessment methodology? What should it assess, and how? • Do existing methodologies include these aspects that could then be “borrowed” for a PROSPERITY assessment methodology – one that individual ministries might then further adapt?
The second part was dedicated to a discussion about the steps of developing a national assessment tool around topics including the following:
• Is there a need for a new tool or upgrade of one of the existing?
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• What will make a good tool – bearing in mind that we want to assess structure and content of SUMP, not just to assess that a process has been followed? • Is there something that can be copied, or should we start from scratch?
The conclusion of the event was that the framework for the assessment tool should build on:
• Links between the EU (and/or a national) SUMP guidance and the assessment tool. • Links to any legal framework on SUMP. • A licence for auditors.
One of the important decisions made in the discussion was that any tool should not assess only whether the SUMP document meets the minimum quality standards or not. Instead, a clear need for the assessment to contribute constructively to the improvement of the document’s quality was expressed. Therefore, the assessment is aimed at describing the following characteristics of a SUMP:
• Does the document contain all the recommended elements? • Is the structure in line with the guidelines? • Does something stand out in a positive sense? • Is something missing, not well explained or not in line with the rest of the content?
2.3 Exchange with ministries and National Focal Points in partner countries The main concept of PROSPERITY was to activate the national level to develop policy frameworks that would improve or start up National SUMP supporting programmes. National level activation worked through peer-to-peer supported policy transfers, enhanced by innovation and capacity building. The approach had at its core the development and improvement of National SUMP support programmes. These were supported by exchange processes on a national and international basis, as well as by training and capacity building.
To prepare the development or improvement of National programmes, PROSPERITY started with the analysis of the status of National programmes in EU member states. This analysis aimed to identify and assess:
• status of National programmes in EU member states; • successful existing National programmes and their key contents; • key problems hindering SUM-planning in cities, regions and countries; • needs of national and/or regional level representatives for development or improvement of National programmes. Within this work of WP3 of CIVITAS PROSPERITY partners analyzed existing quality assessment approaches. The closest and most appropriate for Slovene needs was the Flemish Quick check (English translation included in Annex II). Specific elements of Catalan and Polish approach were used as well. More information on this is available in CIVITAS PROSPERITY D3.1.
2.4 Development of the pilot assessment scheme The basic structure of the Slovenian assessment tool was based on before mentioned Flemish Quick Scan approach. The quick scans aim is to test the mobility plan by topics and to give direction to the future municipal mobility policy.
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An excel based questionnaire was developed which helps the auditors to prepare a structured overview of the content of the SUMP and relationship between individual chapters. The questionnaire has 3 parts (Framework, Thematic chapters, Measures and action plan) with several questions.
The questionnaire was tested at a two-day meeting of Slovene SUMP National Task Force in July 2018. Three groups of NTF members audited actual SUMPs, similarly to the way in which the proposed approach would work in practice. Groups needed to prepared reports on SUMPs. Proposals for improvements of the audit approach and questionnaires were collected as well.
A longer discussion session took place on topics such as how to organize the network of evaluators, who could carry out the evaluation, at what stage of SUMP development it should take place and so on. Where final decisions on the approach could not be made, different scenarios were prepared in order to set out advantages and disadvantages of specific solution. An updated version of the approach was presented at one of the next NTF meetings in June 2019. After this meeting an assessment tool was compiled in a draft version is presented in the following chapter. It will be further tested and developed in the follow-up projects CARE4CLIMATE and CROSSMOBY. Its completion is planned for 2020.
3 Description of the assessment tool
3.1 Aim of the tool The aim of this tool is to assess the quality of draft or final SUMP documents in order to constructively contribute to improvement of the document’s quality. It is not focused on an assessment of whether the audited document meets the minimum quality standards or not. The assessment is aimed at describing the following characteristics of a SUMP:
• Does the document contain all the recommended elements? • Is the structure in line with the national SUMP and topic guidelines? • Does something stand out in a positive sense? • Is something missing, not well explained or not in line with the rest of the content?
3.2 Who can assess the SUMPs? The establishment of a group or groups of auditors presents a number of challenges. Three scenarios were developed on who can assess the content of SUMPs:
1. A group of experts (a so-called “wise people” group) on national level; 2. A pool of evaluators on national level; 3. A group of auditors on regional level.
Each of the proposed scenarios has several advantages and disadvantages. Therefore, the optimal scenario has not yet been selected and will be based on results of future tests.
In practice, the second scenario (a national level group of auditors) is likely to be tested first, which will later, if necessary, develop into third scenario (regional auditors). For both scenarios, the licensing system for auditors will need to be developed. This could be similar to the licensing of SUMP experts (which was part of the previous National SUMP programme in Slovenia) or the scheme of national road safety auditors in the country. It will also be necessary to provide regular trainings for experts who will want to become auditors and for auditors which will wish to maintain the license.
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It is also necessary to develop a mechanism to ensure an adequate number of active auditors, as the problems could be caused by both a too small or an excessive number of licensed auditors.
Potential auditors could be invited from the set of trained SUMP experts (participants of previous SUMP trainings for experts, which have been involved in development of a certain number of SUMPs in the past). Ministry of Infrastructure staff working on the topic could also be invited, but the work of the auditors would be performed additionally to their existing work tasks (similarly as road safety auditors).
3.2.1 Scenario 1: A group of wise men on national level A permanent group of auditors - experts will be established on the national level. The group will be composed of recognized experts from individual planning areas. The group would have regular appointments for reviewing SUMPs (for instance four two day meetings per year). Municipalities which will need or request a review would register for assessment and conduct a hearing with the group once it’s their turn.
3.2.2 Scenario 2: A pool of evaluators on national level A list of evaluators on the national level will be established. The list should include representatives of the Ministry of Infrastructure and other experts who will undergo joint training and will participate in continuous training on SUMP methodology and other specific areas of mobility planning.
For each assessment, a group will be formed that will bring together three experts covering different aspects of SUMP planning. The number of assessors will need to be adjusted to the estimated number of assessments to be performed (e.g., in case of 70 audits in a few months, as it was the case in the past, the number of assessors may be problematic). Testing has shown that an expert with well-developed support tools can inspect qualitatively only up to 2 SUMPs per day.
In case evaluations will specialize for different topics based on topic guides planned (e.g. walking, parking, cycling, PT, SUMP process), the pool will need to provide an overview of experts with specific topics and trainings will need to help providing enough experts for each topic.
3.2.3 Scenario 3: A group of auditors on regional level Regional groups of evaluators will be established to ensure the quality of SUMPs in municipalities in each region. Since there are no administrative regions, the decision of which type of region will be applied will be made based on the first pilot regions.
It will be necessary to provide a system by which municipalities will be assigned to evaluators who will not be in conflict of interest regarding taking part in development of SUMPs. This could pose a problem at regional level, since experts are often involved in development of SUMPs in their local environment.
At the regional level, challenges may arise also regarding coverage of all topics, as the number of local experts is limited.
3.3 When? Quality assessment of SUMP should ideally take place prior to the adoption in the municipal council, that is, when the entire contents of the document is clear, but it is still possible to influence it. The best time would therefore be when the proposal of SUMP is ready and the whole content of document is completed including an action plan. Evaluation should be then
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done before final design of the layout of the document. For assessment in this step, it will be necessary to update the SUMP development methodology and anticipate the time for assessing and possibly adjusting the SUMP proposal (e.g. at least 1-2 months). It would be also possible to assess the SUMPs as one of the first steps of updating or renewing the existing SUMP in cities. This assessment would help the experts to focus on improving key deficiencies of the old document when preparing a new one.
3.4 How? The SUMP assessment will be prepared based on a questionnaire (testing carried out under the NTF meeting in July 2018). The questionnaire (see annex) contains the following topics:
• Part 1 - Framework: checks whether a meaningful relationship between the status analysis, vision and objectives is ensured. • Part 2 - Thematic chapters: checks whether the contents of all key thematic areas are represented, balanced and whether they are related to one another. • Part 3 - Measures and action plan: checks whether measures relate to previous steps, are realistic and balanced.
The questionnaire will be further tested and might need minor updates, and some of the dilemmas that have been opened during the meeting will have to be resolved (e.g. minimum and recommended content, deviation from the expected structure of the document, benchmarking, different requirements for small and large municipalities, etc.). A special topic will be regional SUMPs, which, depending on the issues discussed and the complexity of the preparation, are likely to be significantly different from the municipal ones. Therefore, a separate guideline will need to be prepared for them.
Additional tools for quality assessment were also proposed (e.g. assessment of proposed measures not only between pillars but also for specific target groups, evaluation of synergy effects between measures, etc.).
The final proposal of the SUMP document should be assessed. Even though other materials, analyses and various supporting materials have been developed during the preparation process, these will not be included in the evaluation. SUMP document must clearly state the entire message itself, therefore the assessment should focus only on it.
Assessment based on the questionnaire will be carried out by minimum 3 evaluators. Each of them will prepare his individual assessment first, the all three will present their findings at a joint meeting where they will discuss possible major deviations in the assessment and prepare a joint final report.
The final form of the assessment still needs to be defined (confirmation or rejection, supplementation, awarded stars or other grading system).
The protocol of assessment also needs further development (does assessment repeat in case of rejected and supplemented SUMP, who covers costs in this case, etc.).
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3.5 Assessment questionnaire Part 1 - Framework
Is status analysis based on the following starting points?
yes no partially comment
Comprehensive - Takes into consideration the practices and policies of different sectors, levels of government and neighbouring admins. areas.
Sustainable - Balances economic development, social justice and the quality of the environment.
STOP principle: Pedestrians > cyclists > public transport > cars.
Which elements of the status analysis are included? Are the challenges clearly defined?
yes no partially comment
Achievements
Shortcomings
Opportunities
Challenges
Is there a clear link between status analysis - vision - strategic goals?
yes no partially comment
Link between status analysis - vision - strategic goals
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Is the vision specific to the city/municipality or is it very general?
Part 2 - Thematic chapters
Which topics are included in the document?
yes no partially comment
SUMP planning
Walking
Cycling
Public transport
Motorized traffic
Logistics
Is a topic appropriately represented?
yes no partially comment
SUMP planning
Walking
Cycling
Public transport
Motorized traffic
Logistics
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Are ambitions of the topics within SUMP appropriate?
yes no partially comment
SUMP planning
Walking
Cycling
Public transport
Motorized traffic
Logistics
Is a topic balanced with other topics/content?
yes no partially comment
SUMP planning
Walking
Cycling
Public transport
Motorized traffic
Logistics
Is the topic adequately connected to other topics?
yes no partially comment
SUMP planning
Walking
Cycling
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Public transport
Motorized traffic
Logistics
Are topics within SUMP in general well balanced?
yes no partially comment
Part 3 - Measures and action plan
Links between elements
yes no partially comment
Link between strategic goals – measures – action plan Link between vision – measures
Are selected measure realistic and well balanced (soft / hard)
yes no partially comment
Realistic within each topic
Balanced within each topic
Number of measures within each topic
Between topics
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3.6 Funding Quality assessment should become an integral part of the SUMP preparation. Therefore, the financing of the assessment should also be included in financial plan of SUMP development. It is therefore necessary to add this item also to the municipal financial construction of the SUMP development in future tenders.
4 Next steps
On the national level, development of the basic assessment tool design and testing took place under the CIVITAS PROSPERITY project. Further development of the system, additional tools and testing will take place under CARE4CLIMATE project. In the long term, financing of a group of evaluators should be covered by the Ministry of Infrastructure, which would provide training and possible certification, maintain the appropriate number of evaluators, methodology and supporting materials.
In addition to testing the basic questionnaire (NTF meeting), further testing was carried out at the UIRS on SUMPs of municipalities of the coastal region. In the forthcoming months in autumn 2019, continuation of testing, preparation of a sample rating, an updated version of the questionnaire and other tools will be developed. Once the major part of the assessment tool is ready, the first training for auditors (possibly in spring 2020) will be carried out.
In 2020 preparation of the new national guidelines for the preparation of SUMPs at local level in Slovenia is also planned in which the methodology for the preparation of SUMPs based on the new EU guidelines will be adapted. Quality assessment will be included among the steps and necessary resources in this guideline.
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Annex I: Flemish Quick scan to evaluate the local mobility plans
Form (march 2013)
Quick scan to evaluate the local mobility plans
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Please do not enter information or text outside the charts (boxes). You can also make the name of the municipality automatically appear on all pages in the footer: double-click the footer, type in name, close the footer window. This document is not a substitute for the official ‘Municipal Guiding Commission’ report.
Quick scan to evaluate the local mobility plans of
Name municipality
GBC
This quick scan was approved on the Municipal Guidance Commission (MGC) of date.
Present
Name Department
You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
Excused
Name Department
You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
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Introduction
The quick scan serves to test the topicality of the mobility plan and to give direction to the future municipal mobility policy. Under the new municipal decree, the municipal mobility plan (SUMP) will give guidance to the local policy of the next policy period.
Integrated approach via MGC Going through the quick scan and adjusting the mobility plan is the responsibility of MGC, as was the case for drafting the municipal mobility plan. Therefore, it is of utmost importance that all the actors, who are a member of the MGC, are present on the quick scan meetings of MGC. A sustainable mobility policy remains the core idea. Thus, an integrated approach is necessary. The connections with other policy areas such as Spatial Planning and the Environment are logical. It is therefore urged to extend the MGC with an environmental officer and/or sustainability officer, in addition to the municipal spatial planner.
How up-to date is the municipal mobility plan yet? The members of the MGC will be asked to take a substantive position on the municipal mobility plan (SUMP) as it is known at that time. The ultimate goal of the quick scan is not the revision itself, which follows afterwards, but a mere revision of the topicality of the existing mobility plan. From this, a conclusion follows that indicates how and when the adjustment is tackled and what the commitments of each actor are. In a rare case, a complete renovation of the municipal mobility plan will be necessary after the quick scan (Track 1).
The mobility can also be adjusted by refining existing themes (deepening) and / or by extra attention to new themes (widening) (Track 2). New themes can be: low-traffic centers, cut- through traffic, inter municipal (or top local) freight routes, municipal parking policy, municipal border-crossing issues, road safety, ...
But it may also be that the mobility plan is confirmed and that an update of the Action Plan suffices. (Track 3).
Three steps The quick scan is done in three steps:
● Step 1: Informative part; ● Step 2: Review of the mobility plan ● Step 3: Conclusion.
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1. Step 1 – Informative part
In the informative part, the current situation of the planning context is being evaluated. From this, a number of conclusions can be drawn concerning the further approach. These mere informative charts can be partly prepared together with the provincial Unit Policy Mobility and Road Safety (PMR) from the Department MPW.
Furthermore, it is necessary to draw attention to the policy scenario from the mobility plan. The municipal officer, who prepares the quick scan, can explain this briefly in the MGC.
Preferably, a copy of the policy scenario and a card with an indication of the strategic projects are attached to this form. It is merely a presentation of the current policy scenario, it is not the intention to launch a substantive discussion at this stage.
Finally, in the informative part is examined which themes per working domain in the mobility plan are present and if they are topical.
1.1. Scrutiny of planning context
The mobility plan of your municipality is not an autonomous document. It has been established at a given time, taking into account a known or existing space, planning and legal state. The following overview provides information regarding the timeliness of the planning context.
Conformity declaration / disclosure of the mobility plan: date and status1.
Chart 1a: Planning context of the municipal mobility plan
Key elements in the context of mobility planning Date = before = after
mobility plan (place a cross in one of the two columns) Mobility Plan Flanders Spatial Structure Plan Flanders Provincial Spatial Structure Plan Municipal Spatial Structure Plan Top local Functional Cycle Route Introduction Basic Mobility (mobility for all/ social inclusion) Demarcation Urban Area Environment Policy Plan …
You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
1 ‘Status’ is the clarification of the indicated date: publication Belgian official journal , (provisional) determination by the city council, declaration of conformity,….
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Chart 1b: Date of the declaration of conformity/ /disclosure of mobility plans of the neighboring municipalities.
Name neighboring municipality Date and = before = after status mobility plan (place a cross in one of the two columns))
You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
1.2. Informative review of the working domains
The policy scenario is further developed in the working domains A-B-C.
● Working domain A. Spatial developments and their mobility effects. ● Working domain B. Networking by mode. ● Working domain C. Supporting measures. Chart 2 (in step 2) lists a number of topics that are addressed in these working domains. Members of the MGC are expected to answer the following informative questions for each of these themes: (see: chart 2 in step 2).
1. Does this theme occur in the mobility plan? (Present) 2. Is the mobility plan for this theme still sufficiently up-to-date? By ‘sufficiently up-to date’ is meant that for the next 6 years, an adequately operational policy can be pursued.
Possible critical issues Screen the completed columns ‘working domains’, ‘present’ and ‘topical’ in chart 2 (step 2). If there are fundamental problems with the topicality value and the substance of the current mobility plan, discuss them briefly in the MGC and formulate them briefly in the entry area below.
If it is decided to integrate environmental aspects into the mobility plan, the environment/sustainability officer is expected to have an active contribution in identifying the relevant environmental themes in the working domains. The methodological support that is provided by the Department of Environment, Nature and Energy can be used to do this (LNE)
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2. Step 2: Review of Mobility Plan
Based on the informative part (Step 1) and the two questions that are discussed in the MGC, the actual test is run. The conversation in in de MGC gives rise to the result of the quick scan: one of the three tracks that give guidance to the planning of the future local mobility policy.
Vraag 1: Consensus over gemeentelijk mobiliteitsplan?
Neen Ja
Vraag 2: Verder uitwerken of toevoegen van thema’s?
Ja Neen
Spoor 1 Spoor 2 Spoor 3 Vernieuwen Verbreden- Bevestigen- verdiepen actualiseren
The assessment of the current mobility plan is done based on two questions, and ultimately leads to one of the three tracks.
2.1. Question 1
The first question checks if the MGC still supports the spirit of the policy scenario and the current mobility plan. It is important to verify whether the public support within the MGC is still sufficient to continue working based on the current mobility plan.
If the answer is “yes”, this means that one can continue in accordance with the global context. If the answer is “no”, this means that in the previous mobility plan choices were made that are no longer supported.
It is in particular an ideological question that assesses if the MPC wants to continue working or clearly wants to go in a different direction, although within the framework of sustainable mobility.
Question 1 Are the actors that are a member of the MGC still undivided Yes / No and explicitly supporting the policy scenario? (delete where applicable)
Answer No If the answer to question 1 is “no”, the foundation of the mobility policy is questioned and Track 1 (Renewal of the municipal mobility plan) should be pursued for the further planning of the local mobility policy.
Track 1: Renewal of the municipal mobility plan One or multiple actors are no longer in favour of the policy scenario of the existing mobility plan or a couple of strategic choices are being questioned; the mobility plan needs innovation.
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You don’t have to finish the rest of the questionnaire of step 2.
Make concrete agreements about the precise approach within the MGC. Note these arrangements under Step 3: Conclusion (Track 1).
Answer Yes If the answer to question 1 is “yes”, then the MGC is asked to organise a substantive consultation about the enumeration of all possibilities for adjustment of the mobility plan. Use the completed chart 2 in de MGC to detect which important themes are missing and/ or which possible themes would be best elaborated.
Examples extra themes working domain A: ● subspaces (industrial sites, school environments, station area, office areas, districts…) ● specific protection areas with impact on mobility (SPZ (Special Protection Zone) (LUN (Large Units Nature), FEN (Flemish Ecological Network), …) ● ... Examples themes Working domain B: ● cut-through traffic; ● traffic calming areas; ● slow traffic shortcuts ● ... Examples extra themes Working domain C: ● municipal border-crossing aspects ● traffic livability – traffic calming areas – measures against cut-through traffic ● ...
Use the last column in chart 2, in particular the column “elaborate/add”.
At this stage of the quick scan, the intention is to formulate more possibilities, a selection can take place later.
Although the several columns in chart 2 separate numerous elements, it is important to keep an eye on the interdependence in the evaluation. A decision to further elaborate one working domain or aspect can affect other domains.
Chart 2: Topical value of the working domains+ possibly elaborated/added themes per working domain
Informative review (see 1.2) Working domain A Present Topical Elaborate/ add SPATIAL DEVELOPMENTS (cross in AND THEIR MOBILITY EFFECTS case of ”yes”) A.1 Spatial Planning A.1n: Municipal Spatial Structure plan A.1n: Spatial Implementation plans ...... A.1n: ... A.1n: ...
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... A.2 Strategic spatial projects with exemplary role and/ or significant impact on traffic and mobility A.2n: ... A.2n: ...... A.3 Categorization of roads and their spatial consequences A.3n: ... A.3n: ...... You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key .
Working domain B Present Topical Elaborate/ add NETWORKING BY TRANSPORT MODE (cross in case of ”yes”) B.1 Residential areas and pedestrian facilities B.1n: ... B.1n: ...... B.2 Bicycle route network B.2n: ... B.2n: ...... B.3 Public transport network B.3n: ... B.3n: ...... B.4 (Re)design of roads B.4n: ... B.4n: ...... B.5 Parking policy B.5n: ... B.5n: ......
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B.6 (Freight)transport B.6n: ... B.6n: ...... You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
Working domain C Present Topical Elaborate/ add SUPPORTING MEASURES (cross in case of ”yes”) C.1 Mobility management with businesses, services, schools, events C.1n: ... C.1n: ...... C.2 Pricing C.2n: ... C.2n: ...... C.3 General awareness Marketing, information and promotion directed at target groups C.3n: ... C.3n: ...... C.4
Enforcement C.4n: ... C.4n: ...... C.5 Policy support C.5n: ... C.5n: ...... C.6 Monitoring and evaluation C.6n: ...
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C.6n: ...... You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
Spend sufficient amount of time in the MGC to discuss this chart. After all, on this basis you can reach clear agreements relating to the themes that have to be further elaborated or added, the reason for this and the scope of additional studies.
2.2. Question 2
Question 2 Further elaborating or adding themes? Yes / No (delete where applicable) If yes which themes (see chart 2) does the MGC wish to elaborate or add to the municipal mobility plan? Also specifically discuss the relationship between the various themes. Specifically, the coherence between the selected themes and the current mobility plan should be considered when answering the question.
You can make this chart longer by placing the cursor in the last cell to the right and then pressing the tab key
Answer Yes The MGC wishes to broaden-deepen the current mobility plan on a number of themes.
● Track 2: Broadening-deepening the municipal mobility plan. The selected option is to add one or more specific themes to the mobility plan (broadening) and/or to elaborate (deepening) These themes are selected in the quick scan. Make concrete agreements within the MGC about the precise approach. Note these agreements under Step 3: Conclusion (Track 2).
Answer No If the MGC can complete few aspects in chart 2, the current mobility plan and the working domains are still considered well and topical. The MGC does not wish to add or elaborate new themes so the MGC proceeds to Track 3.
● Track 3: Confirming - updating the municipal mobility plan. The existing mobility plan is still sufficiently up-to-date and supported, so it can be further elaborated. Thus, the mobility plan is confirmed. The action plan will be updated. Make concrete agreements within the MGC about the precise approach for this update. Note these agreements under Step 3: Conclusion (Track 3).
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3. Step 3: Conclusion
Mark with a ‘cross’ the track that MGC decides to follow.
Track 1: The MGC decides to ‘renew’ the municipal mobility plan.
Track 2: The MGC decides to ‘broaden-deepen’ the municipal mobility plan.
Track 3: The MGC decides to ‘confirm-update’ the mobility plan.
3.1. Who does what when how?
Track 1 If the MGC decided to revise the mobility plan, write down the most important aspects that determine that the mobility plan needs a profound revision. Note the necessary agreements (description, initiator en timing).
Track 2 If the MGC decided to broaden or deepen the mobility plan, write down the themes that are being addressed and the coherence with the other subjects. (the interdependence). Note the necessary agreements (description, initiator en timing).
Track 3
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If the MGC decided to confirm the mobility plan, write down the guidelines for the adaptation of the action plan. Note the necessary agreements (description, initiator and timing). ....
3.2. Further Proceedings
Advice on the quick scan
The president (chair) of the MGC gives the results of the quick scan together with the MGC- reports to the Regional Mobility Commission (RMC). De RMC verifies if the quick scan was conducted properly and if the members of the MGC reached a consensus on the track that must be followed
De RMC also takes account of the agreements concerning the selected track that the MGC has in mind for the municipal mobility plan. After a discussion in the RMC, the quality consultant provides an advice on the quick scan, including the selected track. If the advice on the presented quick scan is favourable, the further procedure can begin depending on the selected track.
A quick scan that has received an unfavorable advice must be repeated. When the MGC has adjusted the quick scan to the issues that were the cause of the unfavorable advice, the president of the MGC returns the modified quick scan to the quality consultant and the president of the RMC. The quality consultant gives a new advice.
To renew (track 1) or to broaden-deepen (track 2) the municipal mobility plan, a grant can be requested.
Application of the participation principle The Decree of 20 march 2009 concerning the mobility policy, amended by the decree of 10 February 2012, introduces the participation principle as a generally applicable principle along with the STOP (Dutch abbreviation) or WCPP-principle ( English abbreviation of Walking, Cycling, Public Transport, Private car – Sustainable Transport hierarchy). On these grounds, citizens are effectively and timely asked to participate and give their when planning, defining, implementing monitoring and evaluating the mobility policy. In concrete terms, this means that the college of Mayor and Aldermen decides on a proposition of participation trajectory and submits this for approval to the Municipal council. It goes without saying that such a
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participation trajectory is best set out and established as early on in the procedure as possible. This preferably happens while the decision to set out or redirect the mobility plan is taken. The decree gives municipalities full autonomy to set up a custom participation trajectory themselves. The participation principle is applied to track 1 and track 2.
Integration of environment and mobility Cities and municipalities who choose to want to draw more specific attention to environmental aspects in their mobility plan, can use the instruments made available by the Department of Environment, Nature and Energy (ENE)
More info on www.mobielvlaanderen.be/overheden/ (theme environment).
4. Appendix
● The policy scenario and overview strategic projects. ● The report of the MGC -meeting(s) in reference to the quick scan.
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