Supervised Implementation of Sustainable Urban Transport Concepts Supervised Implementation of Sustainable Urban Transport Concepts

Foreword, page 3 1 Julia Jesson

Introduction, page 4 1 City of Groningen

TRANSPOWER Approach, page 5 1 Stefanie Schmidt

Groningen, page 6-7: 1-4 City of Groningen

Graz, page 8-9: 1,2,4 Forschungsgesellschaft Mobilität, Graz 3 G. Ablasser, Graz

L‘Aquila, page 10-11: 1 City of L’Aquila 2,3 Giuseppe Abrusca

Imprint Niš, page 12-13: 1,2 Nikola Vojinovic 3 PTV AG Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH Ofﬁce German Public Sector Clients Sibiu, page 14-15: Julia Jesson 1-3 Municipality of Sibiu Potsdamer Platz 10 Skopje, page 16-17: 10785 Berlin 1-3 City of Skopje 4 PTV AG On behalf of the Ministry for Infrastructure and Spatial Planning of the Volos, page 18-19: Federal State of Brandenburg 1,4 Hanns-Uve Schwedler 2,3 Anastasia Kaltsoudi Layout: riversite, Ludwigshafen Municipality of Halandri, page 20-21: 1-4 Municipality of Halandri

Printed by: Timisoara, page 22-23: City-Druck, Heidelberg 1-4 Municipality of Timisoara Foreword

Many years ago the Federal state of create an analogical forum for smaller and medium-sized towns Brandenburg, together with partners from all and cities so that we might address the specifi c problems they over the world, decided to take up the issue face and, on the basis thereof, elaborate upon and generalise of “sustainable urban transport“ in greater positive experiences. detail and, on the basis of discussion and Michael Jupe, shared experiences, formulate proposals on the The results, featuring detailed information, good ideas and Head of Division, MIR interplay between traffi c planning and urban numerous proposals, are impressive. This brochure, in order to development. In doing so we consciously placed particular demonstrate the successful development and completion of the emphasis on the specifi c concerns of smaller and medium-sized project, contains those proposals considered to be the most towns and cities. signifi cant from the perspective of the project partners. This is, nevertheless, just the beginning of an ongoing discussion on The bigger cities have been the focus of discussion on the question these issues. Brandenburg intends not only to maintain an interest of sustainable urban mobility for many years now, a preoccupation in this process, but also to get involved and actively participate which arguably reached its peak in the discussions surrounding in any further relevant discussions. TRANSPOWER has provided the European Commission‘s green book “Towards a New Culture important impetus towards this goal. of Urban Mobility“. With TRANSPOWER we were looking to

TRANSPOWER team 2009

3 Supervised Implementation of Sustainable Urban Transport Concepts

Introduction

Cities are the centres of our faster and rapidly This was the starting point of the international project changing world. They are driven by curiosity, TRANSPOWER: Discussing the effects of sustainable mobility diversity, progress, and by knowledge. Cities solutions and achieving a change of paradigm in urban mobility attract the brightest brains and the biggest by assisting nine cities in seven countries in implementing their investments. They are places of innovation, already existent transport plans in an efficient, cost-effective, and offering high quality living areas, outstanding environmentally-friendly way. Julia Jesson, Coordinator, GTZ GmbH educational facilities, green spaces and countless cultural events. TRANSPOWER was coordinated by the Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH on behalf of the A very important aspect of the quality of life in urban areas is Ministry of Infrastructure and Urban Planning of the Federal state of the quality of mobility provision. Urban mobility on the other Brandenburg. The project worked on five technical work packages: hand brings about a number of negative side-effects such as Public Transport, Integrated Planning, Traffic Management, Non- congestion, air pollution, higher accident rates and longer travel motorised Transport and Mobility Management. These five times for commuters. In order to minimise these negative aspects technical work packages represent the core issues in the field every city is trying to develop and implement innovative, efficient of urban transport. Each of these work packages was supported and sustainable mobility solutions. by professional experts who in each case formed a so-called competence team. In international workshops cities, experts Generally speaking, these strategies consist of attempts to and decision-makers presented their concepts and developed improve vehicle fuel efficiency, generate a shift towards more possible solutions to their own, specific problems. For instance, in environmentally-friendly modes of transport, reduce the overall Skopje, the “Perspectives of Dynamic Traffic Management” were need for travel and encourage the use of renewable energies. elaborated upon. Sibiu on the other hand implemented long However, even well-developed strategies often prove difficult hoped-for cycling paths throughout the city. Finally, internships to implement since they might be regarded as a hindrance to in Groningen and Graz provided participants with unique economic development and the population’s wish to use private opportunities to learn “on-site”. cars as status symbols in every-day life. TRANSPOWER was funded by the European Union (Framework Research Programme 6).

The present brochure provides information about the manifold project results in the targeted cities. Each city carried out a “Municipal Case Study“ in order to assess the current local urban trafﬁc situation. Groningen and Graz, both pioneers in developing sustainable transport policies, allowed the other cities to proﬁt from their expertise. Furthermore the Municipal Case Studies opened possibilities for a transnational exchange of knowledge.

Additionally, each partner informed on several “City Solutions”, (such as a network of new biking paths, new parking solutions etc.) that have contributed towards the goal of an improved quality of urban mobility.

Groningen 2009

4 TRANSPOWER Approach

Transpower seeks to tackle urban transport challenges within a network of 16 small and medium-sized partner cities from six EU countries and two associated countries. The project brings together municipal and regional stakeholders from the ﬁelds of politics, academia and business in order to link innovative experiences in urban transport.

Financed by the 6th Framework Programme of the European Union, Transpower provides the scientiﬁc basis for authorities in cities and municipalities to efﬁciently and swiftly implement new or existing good practices of sustainable urban transport.

Purpose and Impact

The objective of Transpower is to assist major actors in the field of urban transport – municipal and regional authorities – in implementing concepts for an environmentally friendly, resource- efficient, safe and clean urban mobility. Transpower paves the way for small, innovative, manageable and tailor−made transport projects that solve current problems and integrate experiences from different European cities. Project Structure The inhabitants of the target cities benefit from the project as Transpower reduces air pollution, transport noise and transit Transpower has defined five technical work packages for traffic while securing accessibility and liveability. its activities and will work on topics relating to the following issuses:

1. Public transport 2. Integrated planning 3. Trafﬁc management 4. Non-motorised transport 5. Mobility management

TRANSPOWER Cake

5 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES

Groningen, The Netherlands

City Facts The city of Groningen is the most important city in the north of the Netherlands and capital of the province. The two provinces of Groningen and Drenthe with 12 municipalities form the Region Groningen-Assen. Groningen is a very young (185,000 inhabitants, 47,000 students) and lively city. The quality of life is increased by the organisation of the transport sector.

Transport Groningen is a pioneer in developing sustainable transport policy. Since 1977 the city has pursued a policy of integrated town background and traffi c planning. Its travel management policy aims to reduce car traffi c while maintaining a good level of accessibility related of the city to concepts of compact and mixed urban developments („Compact City Approach“). With a 50-60% share of bicycle use, Groningen has become one of the world’s leading cities for bicycle use, while maintaining the right conditions for commercial activities. Town planning and transportation policy led to spatial plans favouring the compactness of the city, access restrictions for cars to the city centre, parking management, management of the car fl ow, an extensive cycling network, and public participation and consultation of stakeholders.

City Solutions Traffi c-safe school environments in Groningen Altogether, there are 54 primary school locations in Groningen. In cooperation with the schools, pupils, parents and police, traffi c safety in the direct surroundings of the schools have been improved. Plans have been made for safe routes to schools per individual school, also indicating the most child-friendly routes. This has led to a situation where a so-called KANS plan (Different Ways to Go to School) has been made, involving agreements on traffi c education and maintenance of the infrastructure.

GSM Parking in Groningen GSM parking has several advantages. Anyone with a mobile phone can use the system. After registration, all users of the GSM parking system receive a transponder card that is placed behind the windscreen. This card serves as a digital parking ticket. By dialling up, one can report to the system when parking, and check out again on departure. Trafﬁ c wardens can simply read off the card with the help of a hand scanner and check if the customer has actually reported in. At the end of the month the municipality charges the total amount of the parking fees by direct debit.

6 Municipal Since Groningen is a pioneer in developing sustainable transport policy, the city contributed to the project mainly as an advisor Case Study for other cities that still have a longer way to go, for example by presenting the city‘s transport policy which aims at keeping travel distances as short as possible to as many destinations as possible (“Compact City Approach“). Nevertheless, in the course of the project a „Municipal Case Study“ was launched with the aim of planning two tramlines (investment of approx. 300 Mio EUR) which mainly connects the central train station with the university campus and P+R Kardinge. The operating costs are estimated to increase by 2,2 Mio per year. Project start is planned for 2011. Decisions on this will be made by the city together with the regions. Groningen receives partial ﬁ nance from the national budget for this project, the rest of the costs will be paid by the municipality, the province and the Region Groningen-Assen.

Contact City of Groningen www.gemeente.groningen.nl

Hans C.J. Vissers Jaap J.J. Valkema [email protected] [email protected]

57 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Graz, Austria

City Facts With 250,000 inhabitants, Graz is the second largest city in Austria. Almost 360,000 people live in the greater Graz area. The ratio of men to women is about 120,000 to 130,000. The share of foreigners is 12.4%. The city is the cultural, economic and, numbering over 40,000 students, educational centre of Styria province. As such, Graz is widely regarded as one of the focal points of South-East Europe.

In 1996 Graz was the ﬁ rst city to receive the European Sustainable City Award. In 1999 the medieval city centre of Graz became a UNESCO Cultural World Heritage site.

The city was „Cultural Capital of Europe“ in 2003 and “CIVITAS City of the Year” in 2008.

Transport As early as the seventies, strategies were conceived with the aim of catering for the urban need of mobility and, at the same time, background minimising the negative effects thereof on the inhabitants and environmental quality of the city. City inhabitants are on average on of the city the move for just one hour per day. For the other 23 hours they are then subjected to the consequences of other people‘s mobility. In urban areas it is thus a question of ﬁ nding a balance between the demand for fast, reliable accessibility to popular destinations and the need to provide a high quality of life. In this spirit Graz created the slogan of “Gentle Mobility”.

In general Graz has a slightly positive modal share concerning the use of environmentally friendly modes of transport. It demonstrates a very stable share for public transport (19%). The share of pedestrians has decreased rapidly (by 1/3 within the last 20 years) to 19%. The share of bicycle use has increased from 8% in 1982 to 16% in 2008. In the city centre the share of bicycle use is already at 22%. The proportion of car drivers has decreased for the ﬁ rst time in more than 20 years and now stands at around 36%.

One of the biggest problems Graz faces concerning vehicle congestion are the approximately 70,000 commuters who travel to Graz every day. Although public transport has recently improved via the implementation of a brand-new S-Bahn system and a very innovative parking management system (see below), the connection with the surrounding area still needs to be improved. Large shopping centres on the outskirts of the city are also big trafﬁ c generators and as such, also take responsibility for the high levels of trafﬁ c congestion.

City Solutions Blue and green parking zones - Further extension of the parking zones Graz City Council has taken a stand against congestion charges and has chosen an alternative to this in the introduction of a comprehensive city-wide parking management system. The core of the system is a paid parking scheme for the entire inner city with a maximum stay of 3 hours (13,000 parking spaces) and a green zone around the city centre with paid long-term parking (7,000 spaces).

8 City Solutions City-wide 30 km/h speed limit In 1992 Graz was the ﬁ rst city in Europe to introduce a speed limit for the whole city: 30 km/h in all residential areas / side roads (amounts to ca. 800 km) and 50 km/h for all priority roads (ca. 200 km)–, with the aim of increasing road safety, and reducing air and noise pollution.

Bicycle training for children in real traffi c conditions Transport education and the preparation for the bicycle examination are usually carried out in a protected area. Children do not learn how to behave in real transport situations. The “Bicycle Training for Children in Real Traffi c Conditions” programme in Graz prepares them for such dangerous situations. Children learn to cycle not only in their school surroundings but also in genuine traffi c in small groups guided by cycle instructors. Over 15,000 children have taken part in this initiative over the past twelve years and all activities have been accident-free since the programme was introduced in 1995.

The fi rst Austrian Mobility Centre in Graz In Graz the fi rst Austrian Mobility Centre “Mobil Zentral”(MZ) was established in 1997. The MZ offers mainly information on various aspects of public transport such as prices and timetables, but also offers visitors the possibility to buy and reserve tickets. A number of sustainable forms of transport are also included amongst the range of services offered by the MZ. In April 2007 four tourist information offi ces in Styria were upgraded and expanded and are now called mobility centres. They are all supported by the MZ from Graz and represent the fi rst network of its kind.

Contact Executive Ofﬁ ce for Urban Planning, Development and Construction European Programmes and International Cooperation www.graz.at

Gerhard Ablasser [email protected]

9 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES L‘Aquila*, Italy *The City Proﬁ le as well as solutions and municipal case study reﬂ ect the situation of the city before the earthquake 2009.

City Facts L‘Aquila is a medieval city in Central Italy; located on a hill, within medieval walls. It lies on the Aterno River, at the foot of the highest peaks of the Appennines. It is the capital of the Abruzzo region, and has a population of about 73,000 inhabitants. L‘Aquila has been a university town since the end of XIX century.

Transport This historic city is characterised by short walking distances and its typical narrow background streets in which fi nding a parking space is always extremely diffi cult. The city centre of the city is densely populated and features numerous public offi ces and shops, and so there remain thousands of citizens who are obliged to commute every day. In recent years the municipal administration established some „Limited Traffi c Zones“ in order to encourage inhabitants to use alternative modes of transport when travelling to the city centre. The urban transport service consists of about fi fty bus lines linked to and from the central bus station, the university, the hospital and all the other smaller urban centres in the city outskirts. The city is also served by a small taxi service managed by a private company and has an ongoing electric “tyre tramway” project.

City Solutions National Day of Urban Trekking Urban Trekking is an initiative promoted by the Municipality of Siena, in which L’Aquila recently participated for the fi rst time. The event is dedicated to efforts at retracing paths backwards in time. It is no coin- cidence that the theme of the fi rst day of October 2006 was: „Walking backwards: Looking for places, crafts, tastes and sounds lost in time.” L‘Aquila has studied, in cooperation with the National Association of Tourist Guides, easy walking trails and streets in the heart of the old city. Barriers and social services for citizens The municipal administration decided in 2005 to divide the city centre into six „Limited Traffi c Zones“, adopting as a solution the installation of electronic toll lanes and barriers with autonomous electronic gates able to identify a transponder in order to permit access to each zone. The electronic gate, monitored continuously by operators of the control centre, was also designed to play a social function for citizens in case of an emergency.

Bus Terminal and Parking Garage “Lorenzo Natali” Outside the urban walls of the city a structure built by the city administration, with more than 670 parking places and a bus terminal, allows visitors to reach the main square of the historic centre via a 500 meter pedestrian underground tunnel ﬁ tted with travelling carpets, of varying lengths and slope grades. Finished in 2003, the terminal structure is at the moment managed by an Italian Mobility and Parking Company.

10 Municipal Safe on the streets, safe in the city Case Study Three provincial cities (L‘Aquila, Chieti and Teramo) have come together in order to cooperate on the project „Safe on the Streets, Safe in the City”. The project objectives are to improve street circulation, raise awareness among citizens of urban trafﬁ c issues and to increase road safety standards through actions carried out in tandem with all three participating provinces. The measures planned are to design and implement necessary road works, carry out information campaigns in order to increase awareness of road safety issues, conduct road safety lessons in schools, and in general to analyse the latest information available and draft further plans on the basis thereof when necessary.

Pedestrianisation and rationalisation of traffi c fl ows in the areas around the Fontana Luminosa and the Spanish Fortress in L’Aquila In 2004 the Municipality of L‘Aquila entrusted a group of technicians with the planning of the above-mentioned project. They came to the decision that it had become fundamental to revise the structure of the street node around the Fontana Luminosa, in order to separate the urban traffi c fl ow from the non-urban one and give the entire area the role of a square that it had once enjoyed. The case-study raised the city‘s attention to the problems that historical city administrators generally face, and in particular the need to fi nd a balance between the historical identity of a city and the demands of modern urban mobility. Regardless of the project solutions adopted, it quickly became evident that a consideration of the architectural, urban and historical needs of this part of the city had been long overdue and as such, partly due to a lack of funding, there remains work to be done on this specifi c case.

Contact Planning and EU Relationships Sector Department of Architecture and Urban Planning Municipality of L‘Aquila University of L‘Aquila www.comune.laquila.it www.univaq.it

Paola D‘Ascanio Giuseppe Abrusca Prof. Giulio Tamburini Dr. Ilaria Trizio [email protected] [email protected] [email protected] [email protected]

11 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Niš, Serbia

City Facts With more than 250,000 inhabitants Niš is the largest city of Southern Serbia and the administrative centre of the Nišava District of Serbia. Situated at the crossroads of the Balkan and Central European highways, Niš is one of the oldest cities in the Balkans. Niš is a university centre with about 30,000 university students. Niš is also one of the most important industrial centres in Serbia.

Transport In the city of Nis, car traffi c in particular has developed rather rapidly of late. While the car ownership rate in 2002 was ap- background proximately 200 cars per 1000 inhabitants it is today predicted to be about 350 cars per 1000 inhabitants. This has lead to of the city several side-effects which the city has to cope with: rising demands on transport capacities, high traffi c volume in the city centre, overcrowded parking areas and negative impacts on traffi c safety. The administration of the city of Nis has attempted to meet these effects via means of different measures such as the reorganisation of parking in the city centre, the centralised management of public urban and suburban transport and the automation of traffi c control and management systems.

City Solutions PUC „Parking service Niš“ PUC „Parking service Niš” is a private company established with the aim of regulating parking in the City of Niš. Previously the parking situation in the City of Niš was very chaotic which in turn had negative impacts on both traffi c fl ow and traffi c safety.

Based on a detailed study, the central city area was divided into a green zone (wider centre of the city, 1000 parking lots) and a red zone (core of the city, 2100 parking lots). The time limit for parking in the red zone is 60 minutes and in the green zone 180 minutes. People can pay for parking either by a parking ticket or via SMS. Residents can buy season tickets at a reduced price and are allowed to park their cars in their zone of residence without a time limit. Addi- tionally a big marketing campaign (leaﬂ ets, TV and radio) took place in order to provide citizens with all the necessary information they might need in order to comply with the new regulations. So far, the system is functioning perfectly and user approval is on the rise. The parking situation today has improved signiﬁ cantly.

Street Design of Dimitrija Tucovica Street Dimitrija Tucovica Street is an important junction point. Because of safety problems at the access and exit points of Dimitrija Tucovica Street it was necessary to reconstruct these crossings. It was decided to build several roundabouts.

Retrospectively, several problems have appeared: Firstly, one of the main advantages of roundabouts is that they can cope with high traffi c loads from different directions. In this case, there exists a clear-cut mainstream so that roundabouts are not the optimal solution. Secondly, the radius of some roundabouts is so big that it does not satisfy given traffi c regulations. In this case road users do not see the need to decelerate while approaching the roundabout and to date several accidents have occurred. Furthermore, there is hardly any separation of the different traffi c streams in the roundabouts – this leads to the fact that, even though the circular lanes are very broad, they are almost exclusively used as single lanes.

12 Municipal Traffi c fl ow and traffi c safety along Boulevard 12 February Case Study Boulevard 12 February is an important approach road for the City of Niš. The boulevard passes through the industrial zone and links some outlying residential areas to the city. Although it passes through the city, it is a second category state road. Because of problems of traffi c fl ow and traffi c safety, it is necessary to redesign the road and improve traffi c management in this area. Corresponding to the solution in Dimitrija Tucovica Street (see City Solution) the state authority proposed a solution with several roundabouts and a collector road on at least one side of the boulevard. Because of the experiences with the redesign of Dimitrija Tucovica Street, it has become evident that a diligent analysis of the situation is of major importance for the success of the planning. Therefore, the aim of this case study is to conduct a traffi c analysis and to make an optimised proposal for the redesign of the boulevard.

The following aspects of the current situation have to be analysed: • Characteristics of traffi c fl ows on the boulevard and at the intersection points • Travel time of cars along the basic boulevard • Capacity of the signal intersections • Characteristics of pedestrian fl ows • Technical analysis of the traffi c light system • Stationary traffi c

Additionally, a microscopic traffi c fl ow simulation of the whole area is to be developed in order to show that the system is able to cope with the traffi c fl ow. The microscopic simulation allows a precise evaluation of differing approaches to this particular case study.

Contact City of Niš

Nikola Vojinovic Vesna Šurdilović [email protected] [email protected]

13 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Sibiu, Romania

City Facts Sibiu, with a university, airport and its recent economic growth, is one of the largest and most important cities in Transylvania (160,000 inhabitants). It is a town with a rich cultural and architectural legacy. The original town, built in the 15th century, was protected by walls and brick towers. Its buildings, historic sites, narrow streets and public squares have been well preserved over time.

Transport Before 1989, traffi c volumes in Sibiu were low. Cycling and public transport were popular means of transport. However, after background 1989 buying cars became more affordable and public transport, once cheap and predominant, came to be considered under- of the city fi nanced, old, crowded, slow and ineffi cient. Bicycles became more expensive. This,

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Cycling in the historical city In 2007 Sibiu was to become the European Capital of Culture, i.e. numbers of tourists and cyclists were expected to rise signifi - cantly. As the population of Sibiu is continuously growing, motorised traffi c volumes are expected to increase too. Confl icts between pedestrians and cyclists caused by narrow streets, the lack of cycling infrastructure typically included in urban construction, and the logistics involved in constructing such a bicycle transport system, became important issues for the municipality. International organisations began to share their experience with Sibiu and in 2006 the municipality started collaboration with the TRANSPO- WER network with the purpose of implementing an improved cycling infrastructure. By the beginning of 2009 the municipality was able to implement the following: a bicycle lane of approx. 1,500 metres, a one-way street system, speed limits for cars in the historical city centre and bicycle storage facilities in the city centre.

14 Municipal Planning and Implementing a bicycle lane Case Study In collaboration with the TRANSPOWER network the municipality was able, over a period of three years up to the beginning of 2009, to plan and implement the ﬁ rst bicycle lane in the city. Along the two-way lane, bicycle signs and bollards were installed in 2008 in order to improve cyclists‘ safety. The lane however is not yet ﬁ nished because of infrastructural changes to be made on streets where the lane runs. At present, another bicycle lane is being planned. The main idea is to link the railway station to the city centre and then to the existing bicycle lane. Measures such as pedestrianisation in the historical centre, bicycle storage facilities at the station and in the city centre, and speed reductions for cars (30 km/h) on one-way streets and in residential areas have already been taken. These implemented measures make planning the bicycle network extension more easy. Another step planned to extend the bicycle network is to plan another lane along the River Cibin. This implies building a promenade along the river for pedestrians and cyclists alike.

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Contact City Hall Sibiu www.sibiu.ro

Ilie Cretu Ioana Mihailescu [email protected]

15 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Skopje, Former Yugoslav Republic of Macedonia (FYROM)

City Facts Skopje is the capital of the FYR of Macedonia. Including the wider city area Skopje has about 600,000 inhabitants. Skopje is the political, cultural, economic and academic centre of the country. The city developed rapidly after World War II, although this trend was interrupted in 1963 when it was hit by a disastrous earthquake. Today Skopje is a modern city with a wide range of cultural facilities.

Transport The city of Skopje consists of 10 administrative municipalities and the Skopje City background Government with equal power sharing between the authorities, with the exception of of the city traffi c matters. Traffi c organisation and regulation is the exclusive responsibility of the Skopje City Government. The major road network has a total length of 211 km. There are 90 intersections equipped with traffi c lights. A bicycle network is established along all primary streets, but uninterrupted bicycle traffi c is rarely possible because of illegally parked vehicles on the bicycle lanes. Other traffi c problems are a low quality of service of public transport, congestion and air pollution. The city’s transportation model is based on the 1998 traffi c survey and refers to the master development plan from 2003. No traffi c survey has been conducted since then.

City Solutions Traffi c Safety The standard of road safety in the City of Skopje is very low. Important aspects thereof are the relatively run down technical level of private and public traffi c facilities and the low level of discipline of road users. To improve this situation broad and comprehensive measures are planned by the City of Skopje and the National road safety council. An important aspect of improving traffi c safety would appear to be improved instruction of traffi c law and safety in pre-school and school institutions in order to induce better traffi c behaviour. Of nearly equal importance is the implementation and surveillance of a new traffi c penalty policy. Accompanying these measures the traffi c behaviour of adults is hoped to be positively infl uenced by regular radio and newspaper reports. Furthermore, special attention shall be devoted to problems related to the technical standard of roads and motor vehicles as one of the most relevant preconditions for a safe and normal traffi c fl ow.

Implementation of the „Bicycle Master Plan“ for Skopje In 2003, the City of Skopje developed a bicycle master plan. The city’s activities for implementing the plan are focused on the improvement of the existent infrastructure and on the general promotion of cycling. For this reason, the City of Skopje works together with the NGO PROAKTIVA. The long-term goal of the project is to reduce emissions of greenhouse gases and to assist citizens in changing their primary mode of transport from cars to bicycles. The focus of the project is • Implementation of a pilot line • Raising the citizens’ awareness of responsible and environmentally friendly trafﬁ c behaviour • Construction of new parking facilities • Construction of physical barriers to protect the bicycle lanes It has become evident that the state of the transport infrastructure, personal life-style choices and an understanding of environmental issues are the most important factors when choosing a mode of transport.

16 Municipal Perspectives of dynamic traffi c management in the City of Skopje Case Study The City of Skopje is particularly burdened with traffi c congestion and pollution. Traditional urban traffi c control systems are not able to cope with heavily congested conditions because they cannot anticipate reductions in capacity due to congestion running upstream from one intersection to another. At the same time, public transport vehicles are jammed on overloaded traffi c lanes, thus operating at low commercial speed and providing a low level of service.

Traffi c control techniques and information systems are needed to increase capacity and to improve traffi c fl ow and traffi c safety. A lot of new traffi c technologies such as communication facilities, electronics, sensor technology, and computers belong to traffi c systems; the traffi c light does not stand-alone. Advanced technologies for monitoring, communicating and coordinating are considered to be the most important functions of the system.

If congestion occurs, advanced trafﬁ c management systems, consisting of computer-controlled trafﬁ c signals and message dis- plays, direct drivers. To meet the objectives, one has to:

1. identify and assess the most promising technologies and systems for improving traffi c fl ow and capacity, and for reducing traffi c accidents and environmental pollution and 2. set the conceptual framework for realising the traffi c management system.

Contact City of Skopje, Trafﬁ c Department www.skopje.gov.mk

Trajko Bazerko Jovan Hristoski Nenad Tonik Mirjana Apostolova [email protected] [email protected] [email protected] [email protected]

17 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Volos, Greece

City Facts Magnesia Prefecture has 206,995 inhabitants. The majority are concentrated in Volos City (55.3%) with an increase of 7.7% according to the 1991-2001 census results. Volos is located on the shores of the Gulf of Pagasitikos and dominated by Mount Pelion. It is a large city, with the third largest port in Greece, and attracts many tourists.

Transport Traffi c volumes in City of Volos City are growing faster than infrastructure develop- background ment can sustain, particularly the main road network and the city centre. This has of the city led to congestion and contributed to road accidents. The city government and stakeholders recognise that trying to provide for continuous growth is both unwarranted and unsustainable. Any effi cient and equitable transport network requires legitimate travel alternatives. Current travel behaviour in Greece is strongly linked to a “car culture“. The public transport network cannot serve every area of the city, and the poor condition of cycle lanes gives no alternative to passengers beyond private car use. The main problem occurs in the city centre, and the main reason is illegal car parking due to insuffi cient parking space.

City Solutions Coleseed buses The City Coach Company of Volos is taking part in a pilot project carried out as part of a programme by the University of Thessaly and is operating a bus using coleseed oil as fuel, used directly without reﬁ ning into biodiesel, reducing processing and disposal networks. The process of conversion from a conventional bus is fairly simple and cost-effective. Com- bustion of the coleseed oil takes place with the assistance of a speciﬁ c catalyst. The bus has an attachment which heats the oil and thus improves viscosity. The pilot project started in November 2007 and will last for one year. Initial results are promising. The bus travels every day in the streets of City of Volos City. At the end of 2009 derived outcomes from efforts to introduce and encourage the use of alternative fuels instead of diesel in public transport so as to reduce carbon dioxide emission in the transport sector will be available.

Parking As the city grows rapidly and organised parking spaces prove increasingly unable to meet citizens‘ needs, people often park cars illegally, reducing traffi c fl ow and preventing movement of cyclists and pedestrians. Recently, local stakeholders adopted a measure for plastic bollards which act like barriers along the street edge and separate traffi c lanes. This action seems to produce benefi ts in the form of preventing illegal parking and normalising fl ows of traffi c along the main routes. The measure was implemented in 2007 and has achieved its purpose insofar as it is a fl exible, quick and cost-effective way to reduce traffi c congestion and illegal parking. Taking into consideration lower vehicle speeds because of the barriers‘ existence, the measure also plays a signifi cant role in road safety and in reducing emissions. For this reason local stakeholders are thinking of expanding the measure across the whole city.

18 Municipal Mobility Planning Case Study Studies show that increasing road capacity generates more traffi c and note that road building is ultimately unsustainable. Rather than road building, current thinking towards tackling congestion problems involves transport demand management, providing rea- listic alternatives to the car, and encouraging public transport use, walking and cycling. The only solution is to prevent or contain the use of cars by providing attractive alternatives. Local stakeholders have planned some supportive measures to accompany efforts for mobility planning in the city. The plan will consist of a city model, which re-associates the city centre with the outskirts, connecting them by means of pedestrian and cycle routes, so as to enable car/bicycle ‘cohabitation’. The plan will refl ect strong emphasis on public transport and on intermodality with inter-urban transport. The fi rst step to achieve mobility is to focus on public information in order to increase awareness, promote sustainable transport and manage present demand for car use by changing drivers’ attitudes and behaviour, not just at the launch of the new measure, but continuously, to guarantee its use over the long term. It is also conceivable that a consultative local mobility centre together with an internet platform will be established. The mobility centre would offer personalised travel assistance and information to citizens and tourists. The internet platform would inform users and suggest optimised routes that avoid traffi c jams in the city centre, roads which suffer from traffi c congestion, as well as provide information on alternative routes, the bicycle network, bus routes and bus timetables.

Contact ANEM S.A.- Development Company of Magnesia www.anem.gr

Anastasia Kaltsoudi [email protected]

19 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Municipality of Halandri, Greece

City Facts The Municipality of Halandri is one of the biggest in terms of area and population size in the wider Athens area. Situated in the north-eastern part of the Attica Basin, it covers an area of approx. 11 km² and is home to ca. 75,000 inhabitants (2001 census). It is a city that successfully combines a mainly residential face and rich environmental inheritance with a prominent commercial centre and strong entrepreunial axes.

Transport The city is served by an extensive road network and a diverse transportation system, including public and municipal bus lines background as well as two (+ two underground) metro lines and two suburban railway stations. It was the ﬁ rst municipality to implement a of the city comprehensive municipal transport system (an initial ﬁ ve municipal lines, with the prospect of extending them to seven) and is now putting into practice a system of intercity transportation with adjacent municipalities.

The latest traffi c study of the city focuses on the two major mobility problems: the limited number of parking spaces and the high traffi c load throughout the extended centre of the city. A signifi cant number of public transportation lines pass through the city, eight of which originate at the city‘s borders and two in the city centre.

City Solutions An extensive pedestrianisation of the commercial district (historical city centre) together with the implementation of off- street parking facilities and the introduction of an on-street parking management system is being formulated.

For the strictly residential neighbourhoods a new approach has been promoted recently through the new traffi c study. A system of one-way streets, traffi c calming measures such as the pedestrianisation of particularly busy stretches of road, the improvement of street furniture and landscaping and the creation of cycling facilities together with parking management measures are some of the implementation phases of the traffi c study. To complement these activities, improvements in horizontal and vertical signalling, new traffi c signs, construction of new roads as envisaged by the city master plan and fi nally reconstruction and maintenance of pavements have already been launched. The upgrade and reorganisation of the public transport service system, the geographical coverage of all municipality areas by bus lines, the improvement of the operational character of the bus services and optimal utilisation of the metro constituted integral elements of the pedestrianisation plans.

New bus lines The redesign of the municipal bus lines and the creation of a network within the limits of the municipality in order to upgrade mobility for citizens in regions hitherto not sufﬁ ciently served by public transport, as well as a decrease in the use of motorised vehicles within the shopping centre are some of the elements of the trafﬁ c study.

20 Municipal Controlled parking system: The implementation area is the commercial and historic centre of the city Case Study It is separated into distinctive zones allocating separate parking areas for residents and visitors. The residents’ demand has been estimated at 2,000 spaces, whilst visitors are to be allocated 3,200 spaces. To try and cover this demand an extra 2,400 spaces are to be created with the implementation of the new controlled parking system. Residents will be supplied with parking permits and will be allowed to park for free in the specially designated areas. The number of these parking spaces will be determined on the basis of the number of resident’s vehicles normally parked in the area, in an effort to cover the residents parking needs. The visitors will only be allowed to park in the designated places for a limited period of time, for which they will pay a fee, yet to be determined. Visitors will prepay the fare for the duration of their stay by the method of their choice (prepaid cards, sms, etc.). Parking spaces for both visitors and residents will be clearly marked as such. The beginning and end of a controlled parking road segment will be appropriately highlighted with the use of road signs stating whether it is a resident or visitor parking zone. The successful implementation of this study is relient upon the efﬁ ciency of the control mechanisms assigned to enforce the abovementioned measures.

Contact Municipality of Halandri www.halandri.gr

Alexander Cappos [email protected]

21 Supervised Implementation of Sustainable Urban Transport Concepts

TRANSPOWER CITIES Municipality of Timisoara, Romania

City Facts Inhabitated by almost 320,000 citizens and spread over an area of 130 km2, Timi- soara is widely considered to be the second most important city in Romania. Located in the west of the country, its geographic position has a strong and positive inﬂ uence upon city relations with other important European metropolises. The City of Timisoara is situated less than 700km from thirteen different European capitals, thus stimulating the economic and social development of the city.

Transport A key problem for the city in terms of traffi c and transport is the ever-increasing development of residential areas, underestimated background since the beginning of the 1990s, and the associated effects thereof. Restricted space within the city has led to persistent suburba- of the city nisation, in particular to the north and along the arterial roads immediately beyond the city boundaries where infrastructure is either completely lacking or inadequate. Uncontrolled suburbanisation and densifi cation has resulted in very heavy increases in private traffi c. The lack of measures to ensure a balanced spatial development has led to a number of disfunctionalities in the workings of the city traffi c system. Not only links between the city and suburban residential areas but also between the northern and southern districts of the city are insuffi cient and in a bad condition.

City Solutions Rehabilitation of the Tram Line The most frequently used form of public transport in Timisoara is the tram. It covers 57,78% of the urban public transport network. The tram infrastructure however found itself until recently in severe need of repair after several years in neglect. So the tram line was restored between 2002 and 2006. All in all 40,12 km of tram line, 38,9 km of contact network, 48 km of electric cable and 23,5 km of supply cable were modernised. The same applies to certain stretches of road between the tram line platform and adjacent buildings. Road lighting, power supply networks, rehabilitation work of the underground pipeline system and the traffi c lighting system also benefi ted from the restoration works. The main part of the rehabilitation works took place between 2004 and 2005. As a result noise pollution levels are now considerably lower than beforehand. The modernisation works on the tram network were the fi rst of their kind in Romania.

Cycling paths As an alternative solution to the constant growth of trafﬁ c in Timisoara, cycling as a cheap and environmentally friendly way of transportation over short distances has been promoted by the municipality. The establishment and interlinking of cycle lanes was the goal of the municipality. The strategy is to build up cycling paths along the Bega river on both sides (from east to west) as part of a master plan to connect every district of the city via cycle path. All the cycle paths will be interconnected and also connected with the Green Forest to the north of the city, the largest natural green area in the region. Only a few cycle lane sections have as yet been implemented and, as such, one problem is that what has been built so far is isolated.

22 Municipal Integrated master plan process Case Study Urban traffi c planning in the City of Timisoara and its surrounding area continues to be subject to sweeping developments. The rises in population and prosperity levels observed in the city are due largely to its favourable geographic location and subsequent appeal as a business centre. In 2008 the Municipality of Timisoara initiated an integrated master plan process with particular focus on the questions of increased urbanisation and mobility improvement. The approach is two-sided: On the one hand an informal strategic plan for the metropolitan area, including an action plan describing the core urban development projects implemented with the help of structural funds; on the other hand, a detailed municipal district plan. In parallel, individual sector-based plans will be drawn up. Until now only an isolated number of plans related to transport and infrastructural issues (e.g. water system, roads, railway system etc.) have been drawn up. For the city district and the surrounding areas the process of the integrated master plan is ongoing, in particular considering the combined challenges of increased urban population and traffi c volumes. The master plan will be the basis for planning future cooperation in the region, yet one key problem faced is a lack of experience in the fi eld of integrated planning. The main results expected are: the development of a sustainable urban and traffi c policy for the city and the surrounding areas, identifi cation and preparation of the key measures for sustainable urban and transport development and also a raised awareness of metropolitan development and marketing.

Contact Local Development Department Timisoara www.primariatm.ro

Daniela Ghinea [email protected]

23 Supervised Implementation of Sustainable Urban Transport Concepts

PARTNERS

For all ﬁ ve work packages project leaders were nominated, who together formed the project’s “competence team”. Their task was to lead and coordinate the activities of a team of local experts. The Competence Team members supervised the implementation of the Municipal Case Studies. They collected the needed information and steered and evaluated the work of their respective thematic working groups, and prepared the technical part of the reports.

The selected leaders come from different private transport institutions and research centers:

GTZ - Deutsche Gesellschaft für Technische Zusammenarbeit GmbH, Germany The GTZ is a worldwide operating company for international cooperation owned by the German Government. It is a limited liability company under public law, which works towards the public good. As a leading agency in many projects, GTZ has over time developed best-practice tools and methods that are of great value for the implementation of urban transport projects. In the fi eld of urban transport GTZ has 25 years of experience that covers all continents and almost every type of city. From the very beginning GTZ focused on participatory approaches and innovative solutions which are both sustainable in terms of fi nancing and replicability. An illustrating example is the GTZ Sustainable Urban Transport Project (SUTP) that has developed an effective approach towards raising the awareness and understanding of mobility issues as well as improving the capacity of policy makers, planners, engineers and academia in selected cities of the developing world. www.sutp.org Since 1998, the GTZ Offi ce German Public Sector Clients in Berlin has been involved in the Twinning programme scheme initiated by the European Commission as a pre-accession tool for Central and Eastern European countries. For more than 100 projects in 12 countries the GTZ Offi ce German Public Sector Clients has been providing successively services such as assistance and support with fi nancial and administration issues to all partners.

Julia Jesson Andrea Donath Armin Wagner [email protected] [email protected] [email protected]

PTV AG, Germany

PTV AG is an independent enterprise founded in 1979. It provides software, Dr.-Ing. Nicola Lehnhoff consulting and research for travel, traffi c and transportation planning. The Transport Consulting Munich three business fi elds Traffi c, Mobility and Logistics secure the long-term Project manager future of mobility with new concepts and innovative technologies. [email protected]

Intelligent consulting and planning designed to optimise the implementation of traffi c and Dr.-Ing. Rainer Schwarzmann transportation systems world-wide is the key focus of PTV‘s activities within the Traffi c business Transport Consulting, fi eld, the area in which the enterprise contributed to the TRANSPOWER project. In this fi eld Vice President PTV works primarily with local authorities, private and public transport operators, public transport companies and transport consortia as well as with engineering offi ces involved in the industry.

24 Ernst Basler + Partner Ltd., Germany

Ernst Basler + Partner is an independent engineering, planning and consulting company with a successful track record in Switzerland and Germany.

The Clients of Ernst Basler + Partner are private companies and public organisations as well as representatives from the ﬁ elds of politics, education and research. Interdisciplinary project Stephan Kathke teams are carefully composed for each speciﬁ c task and headed by experienced project Head of the Planning department managers. [email protected]

In the ﬁ eld of mobility, transport and urban development our services range from the development of a concept to its implementation and from the solution of speciﬁ c technical

European Academy of the Urban Environment, Germany (EAUE)

EAUE, jointly founded in 1991 by the Senate of Berlin and the European Parliament, has assisted Central Eastern European cities in their efforts to design and implement a more sustainable urban development. This has been achieved through such activities as workshops, seminars, conferences, research studies and other publications, as well as by means of consultation and networking. The academy supports the Central European Metropolises Network (CEM) and maintains Professor Hanns-Uve Schwedler excellent working relationships with numerous municipalities, in some cases extending to the Managing Director EAUE relevant national ministries. [email protected]

From a legal perspective EAUE is regarded as part of the European Academy Berlin, but is in fact managed and budgeted independently.

Austrian Mobility Research, Austria (AMOR)

AMOR is an independent non-profi t organisation. As one of Europe‘s leading companies in the fi eld of mobility research, it has extensive experience in cooperating with various EU research promotion institutions. Dr.-Ing. Nicola Lehnhoff Transport Consulting Munich Austrian Mobility Research works for sustainable, environmentally friendly and customer-friendly Robert Pressl Project manager traffi c development. The range of activities AMOR is involved in includes research, consulting, Geographer, AMOR [email protected] training, and project implementation in the fi eld of mobility management. Among other things [email protected] AMOR co-ordinates ELTIS (European Local Transport Information Service), Europe‘s N° 1 information platform for urban transport. www.eltis.org. Customers of AMOR profi t from fl exible and interdisciplinary project teams, offering years of domestic and international experience. AMOR possesses state of the art know-how and access to the latest European research fi ndings as well as the results from recent projects in the fi eld of mobility management.

2125 Supervised Implementation of Sustainable Urban Transport Concepts

European Survey on Parking Fees and Bus Fares

The project cities collaborated to compile a database in order to assess the status of transport infrastructures, services and policies in TRANSPOWER-cities. As parking fees are a topic of interest in many cities, TRANSPOWER widened the scope of this survey by compiling parking fees and single bus fares from European capitals. The survey highlighted substantial differences in the application of parking fees as a demand management tool: differences in scope, level and in price relative to bus fares.

Comparison of parking fees in European cities (On-street per hour, CBD) with costs of single bus fare

7,00 €

6,00 €

5,00 €

4,00 €

3,00 €

2,00 €

1,00 €

0,00 € Nis Riga Bern Paris Oslo Sibiu Sofia Graz Volos Rome Berlin Vilnius Tallinn Dublin Athens Skopje Vienna Prague London Madrid Brussels L’Aquila Helsinki Warsaw Halandri Ljubljana Budapest Timisoara Bratislava Stockholm Groningen Amsterdam Luxembourg Kopenhagen

On-street parking/hour (CBD) Single bus ticket

26 TRANSPOWER Press Review

Groningen Internet Courant, 10.03.2009 Groningen is an example city in European programme for sustainable development. Thirty trafﬁ c experts from Romania, Greece, Italy, Macedonia and Serbia are visiting Groningen for a 3-day conference on sustainable mobility. The conference is part of the European programme Transpower that is meant to improve knowledge in the area of sustainable mobility in the new EU Member States. Groningen together with Graz are example cities within the project.

www.monitorulsb.ro, 27.11.2007 Hopes for cyclists From one single bicycle lane to a whole network that will cover every area of the city. This is one of the plans of the municipality, regarding the promotion of two-wheel transport. At the Workshop “Cycling in Sibiu – Safe and Clean Transport in the Historical Centre” a series of projects were presented yesterday at the City Hall of Sibiu. This solution has been welcomed by the European authorities who participated in the development of the “Trafﬁ c Calming” concept.

Dvenik, 05.06.08 International project for new transport concepts. There is no modern public transport without new technologies. Representatives of eleven European cities are going to exchange experiences regarding improved urban mobility. The mayor of Skopje Trifun Kostovski, stated that streets have to be built and well maintained in order to solve trafﬁ c problems in Skopje. New concepts and technologies in order to maintain new streets have to be applied. Nikola Krstanovski, professor of public city transport from the University of Bitola, explained that the current problem in terms of bus trafﬁ c were a result of deregulation in 1990, which had allowed private companies to enter the market. Representatives from other cities including Nis explained that their problems were very similar to those in Skopje.

Land Brandenburg/ Germany / MIR Aktuell, Vierteljahreszeitschrift, 2/2007 TRANSPOWER – Supervised Implementation of Sustainable Urban and Transport Concepts In big cities, safe, clean, effective and effi cient mobility is very important to sustainable, economical and social development. But apart from positive side effects such as improved regional integration and increased productivity, city traffi c poses huge challenges: Traffi c jams hinder economic growth; traffi c noise and emission pollute our cities; greenhouse gas emissions contribute to global warming. A brave step of an overall approach, based on European Best-Practice examples of mobility management, is to be made in order to ensure the quality of life in our cities.

27 www.transpower-rp6.org