QUARTERLY MAGAZINE OF THE
THE VOICE OF THE MEMBERSHIP NO. 285, 2012 ISSUE 1
Issn: 1367–3882
r 4VTUBJOBCMF5SBOTQPSUJO&VSPQFBO.FUSPQPMJUBO3FHJPOT r 'BSN%JWFSTJđDBUJPOBOE'BSN5PVSJTN r 34"&OHBHFNFOUXJUI1VCMJD1PMJDZ SUSTAINABLE SOLUTIONS TO TRANSPORT ISSUES IN METROPOLITAN REGIONS: INTRODUCTION Janez Nared, Scientific Research Centre of the Slovenian Academy of Sciences and Arts, Ljubljana, Slovenia and Frank Segebade, Joint Spatial Planning Department of Berlin-Brandenburg, Potsdam, Germany
Catch-MR project (see box), where part of the realisation of the future cooperation between Metropolises interactive and mobile region. In the and their surrounding functional case of the Casteli Romani area which regions is put to the fore in the case of is part of the Rome agglomeration, a Berlin-Brandenburg, Budapest-Central concrete plan is presented, aiming at Hungary, Gothenburg Region, Ljubljana inclusion of the area in the common Urban Region, Oslo-Akershus, Province transport system and providing the of Rome, and Vienna-Lower Austria. inhabitants with a possibility for sus- One of the most exciting tainable mobility. developments can be noted in Berlin- As cycling plays an important part Brandenburg. The fall of the wall opened the way to big structural Transport is a key factor in economic changes and to integration of the city development, as economic growth and its surroundings. Both federal requires ready access to resources and states (Berlin and Brandenburg) have market. This applies in particular for realized the need to tackle the plan- Metropolitan Regions as engines of ning issues together and the creation of economic growth and as regions with the Joint Spatial Planning Department a very diverse population. However, Berlin-Brandenburg, which started this need for mobility and economic work in 1996, proved to be the right growth has as side effects rising vol- decision to ensure integrative spatial Catch-MR is a project of 12 partner umes of traffic and levels of congestion planning. The situation is compara- institutions, representing seven with significant impacts on the envi- ble to that in Vienna-Lower Austria, European metropolitan regions: ronment. The ultimate goal is to have where an informal cooperation of the Berlin-Brandenburg (lead partner), Budapest-Central Hungary, metropolitan regions where transport, whole metropolitan area is a model Gothenburg Region, Ljubljana Urban and therefore economic growth, has a to overcome different spatial plan- Region, Oslo-Akershus, Province of minimal impact on the environment ning legislations at the regional level, Rome, and Vienna-Lower Austria. (environment-friendly modes of trans- and in Norway where the National portation), thus achieving a sustainable Government obliged both Oslo and The network of the metropolitan transport system, and considering its Akershus county to coordinate land regions cooperates on these topics: environmental, technical and socio- use and transport planning in order economic dimensions. These aspects to achieve shorter travel distances and t How can passenger transport cannot be addressed separately as they efficient, coordinated transport. The between metropolis and its are strongly interdependent and conse- practices have shown an immense pro- surrounding region be reduced quently require an integrated approach. gress in planning, but still urban sprawl without restricting mobility? Citizens will contribute to reducing the remains an important factor that should t How do alternatives to one’s own environmental impact of transport not be dealt with. car become attractive? only by using more efficient transport Growing centralisation in Slovenia t How can the portion of environ- modes powered by better fuels (tech- has caused agglomeration of services mentally-friendly technologies nical dimension) but in addition by and jobs in the capital Ljubljana be increased in the field of reducing their time behind the wheel although the number of its inhabitants transport? and living in communities designed for decreases due to suburbanisation. The increased walking and biking (socio- congestion caused by commuters has The project runs from January 2010 economic dimension) thus obtaining strengthened the aspirations towards to December 2012 and is funded sustainable mobility. Metropolitan an effective public transport system, by the EU-INTERREG IVC Regions in Europe have considerable but unfortunately transport and spatial Programme. differences in their historical develop- planning have not always gone hand in http://www.catch-mr.eu/ ment concerning transportation and hand. land use. They have also found a wide To release the cities from conges- range of ways to adapt their organiza- tion, integrative planning solutions are tions to expanding urban areas and sought and new forms of mobility are complex territorial structures. constantly offered. In Gothenburg a The above-mentioned problems are big emphasis is put on transport inter- comprehensively tackled within the changes which represent an important
6 in the modal split of Budapest, they are Dr Janez Nared is a research fel- Frank Segebade is Head of trying to extend the cycling paths also low at the Anton Melik Geographical Division in the Joint Spatial Planning outside the city and thus integrate the Institute, Scientific Research Centre Department Berlin-Brandenburg metropolis with its hinterland and create of the Slovenian Academy of Sciences in Germany. His work focuses on the circumstances for more sustainable and Arts in Ljubljana. His key research regional development and structural commuting. interests include economic geography policy in the Capital Region Berlin- As space is limited only several, hope- and regional development. He also acts Brandenburg. He is the project fully important and interesting examples as a RSA Ambassador in Slovenia. coordinator of Catch-MR. are presented. [email protected] [email protected]
REDUCING CARBON-BASED TRAFFIC BY REGULATING SETTLEMENT DEVELOPMENT IN A BINDING PLAN AND ESTABLISHING AN EFFICIENT PUBLIC TRANSPORT SYSTEM Corinna Elsing and Christina Schlawe, Joint Spatial Planning Department of Berlin-Brandenburg, Potsdam, Germany
only federal state authority in Germany adaptation and mitigation measures which is responsible for two federal states require strong political decisions. in the area of regional development. The Against this background, a revision JSPD acts as an authority for two gov- and realignment of planning guidelines ernments and has employees from both had become necessary. Therefore, the federal states. Capital Region Berlin-Brandenburg decided in 2006 to adjust the existing Reducing transport instruments of spatial planning: the necessities by regulating State Development Programme (LEPro) and the State Development Plan (LEP settlement development Introduction B-B). The Capital Region Berlin-Brandenburg Soon after the fall of the wall, Berlin In order to adapt to the changed with its population of approximately 6 and Brandenburg started to tackle spa- framework conditions, the Capital million inhabitants has a very diverse tial development issues together. The Region agreed to move from a ‘bal- structure: a metropolis surrounded by manifold and increasing interdepend- ance of interest system’, which offered clustered structures in a predominantly encies between metropolis and region all development opportunities to all sparsely populated territorial state. This called for joint approaches to prevent subspaces, to a system which concen- settlement pattern alone is a challenge unsustainable development. Berlin and trates on already existing and efficient when it comes to setting up a sustainable Brandenburg started to adjust their plan- structures. By applying the concept of transport organisation. Additionally, ning and to work together on a common ‘strengthening strengths’, the limited the challenge has been intensified by spatial vision. The main challenges were resources are to be bundled and used changes in the economic, demographic the prevention of uncontrolled urban for sustainable growth and development and ecological framework in the last two sprawl and major retail projects at non- of the region. A system of (middle- and decades. integrated places. high-order) central places forms the In comparison with other German backbone, with a functional transport federal states, Berlin and Brandenburg system as a linkage. Foundation of a common are characterised by a difficult eco- The State Development Programme authority nomic situation, marked by a high (LEPro), which came into force in Soon it became evident that new formal unemployment rate, which in turn has February 2009, converts these ideas into and joint structures were necessary if major impacts on demographic develop- general principles. It includes a generous effective communication and decision ment. These include a broad decline in scope for development in centres that are processes were to be established and population, primarily in the outlying easily accessible, economically dynamic recurring discussions on competences parts of Brandenburg, shrinking cities and have a population concentration. avoided. Finally, Berlin and Brandenburg and high numbers of empty dwellings, The new State Development agreed on the foundation of a common especially in the former municipal hous- Plan Berlin-Brandenburg (Landes- authority, the Joint Spatial Planning ing complexes erected during German entwicklungsplan Berlin-Brandenburg/ Department Berlin-Brandenburg (JSPD), Democratic Republic times. This LEP B-B) took effect in 2009. It speci- which started work in 1996. The JSPD development is accompanied by an age- fies the abovementioned principles and bundles all competences and procedures ing population. At the same time, the contains clear and binding indicator- of the regional development of Berlin existing and forecasted effects of cli- based regulations for municipalities and Brandenburg and is therefore the mate change call for action. Necessary regarding their allowed ‘settlement
7 system to reduce carbon-based traffic. steady long-term funding was guar- Thus, Berlin and Brandenburg also anteed to ensure planning reliability. agreed to jointly organise and finance Consequently, transport authorities at public transport in the metropolitan the district level are provided with more region. Following this basic decision, the room for manoeuvre and flexibility to Verkehrsverbund Berlin-Brandenburg meet their public transport needs. (VBB) – the joint transport association Regional public transport is highly – was established from 1996 onwards, subsidised. With regard to the VBB, serving around 30,000 km². ticket sales make up about half of the On 1 April 1999, the unified VBB operational costs (infrastructure not fare structure was introduced enabling included). Although there is no alterna- customers to travel on every mode of tive but to provide subsidies for public ‘Berlin Star’ – Part of the State public transport using a single ticket transport services, procurement of services Development Plan Berlin-Brandenburg instead of multiple tickets as in the past. is increasing in importance. Against the (LEP B-B) An efficient regional rail transport background of decreasing public finances, is of major importance since this is the procurement is a tool for improving cost development potential’. Higher, unre- mode of public transport that primarily effectiveness and quality of transport. stricted growth potentials (especially serves commuters from the periphery The success of the VBB is shown by for new residential areas) are only allo- into and out of the metropolis. Therefore, the number of passengers using the VBB cated to defined municipalities located radial regional rail lines were established network. This increased from 1,061 along established railway axes (‘Berlin which cross Berlin. Increased passenger million per year in 2000 (2.91 million/ Star’) and fulfil certain central func- numbers reflect the success of this kind day) to 1,266 million per year in 2010 tions. Development in areas outside an of network. Smooth commuting to des- (3.47 million/day) (VBB 2011, p. 115). axis is restricted. Major retail projects tinations in the inner city of Berlin is are only allowed in central places. mainly provided by the S-Bahn as well This kind of (settlement) develop- as by bus, tram and underground. ment is a prerequisite for reducing Furthermore, means were established transport in general and therefore also to secure an integrated transport system. carbon-based transport. However, In the closer metropolitan area, Berlin and to be effective it needs to be applied Brandenburg plan regional rail transport and implemented by different actors in cooperation with each other using within the federal states, the regions Public Transport Plans. The coordination and municipalities. Therefore, during is one of the main functions of the VBB. future planning activities, early infor- It plans, tenders and contracts railway VBB structure mal involvement of all actors should be services for both federal states, Berlin and given greater importance. Including Brandenburg, thus securing a consistent a variety of ideas and opinions in the Corinna Elsing is a senior officer at regional railway system. Furthermore, planning processes improves planning the Joint Spatial Planning Department the transport authorities at the district level results and their public legitimation. Berlin-Brandenburg. Her work focuses in Brandenburg have to coordinate their Additionally, new forms of cooperation on principles of regional and structural plans for bus and tram services with the are necessary to meet the increasingly policies, especially on the promotion of plans for regional rail services of Berlin and complex challenges in the Capital the development of the Capital Region Brandenburg. This contributes to secur- Region Berlin-Brandenburg and Berlin-Brandenburg in a regional as ing an integrated public transport system in metropolitan regions in general. well as in a national context. between the more rural Brandenburg and Innovative forms of cooperation can [email protected] Berlin. Another supporting element is the provide solutions where a naturally provision of P&R facilities near railway inflexible instrument like the LEP Christina Schlawe is a senior stations in Brandenburg, especially at sta- B-B reaches its limits. In a planning officer at the Joint Spatial Planning tions in the closer vicinity of Berlin. Department Berlin-Brandenburg. environment that still mainly relies on In another important step, the sys- formal instruments, this means a sig- Her work focuses on the management tem of public transport financing in of the INTERREG IVC project nificant challenge, especially (but not Brandenburg was restructured in 2005, only) for the public sector. Catch-MR and development policies thus ensuring sound financing for the 18 for metropolitan regions with a focus transport authorities at the district level on transport policies. Necessity of an efficient that are responsible for bus and tram ser- [email protected] public transport system vices. Funding sources were combined Transportation is the crucial link for and no longer awarded to operators securing mobility between a metropolis but exclusively to transport authorities. and a mainly rural region. Therefore, the Thus the earlier transfer of tasks to the References: VBB (2011) Network Report, regulating instrument of the LEP B-B districts, based on the principle of sub- Verkehrsverbund Berlin-Brandenburg, had to be accompanied by the establish- sidiarity, was followed by a full transfer Berlin. ment of an efficient public transport of financial responsibility. Additionally,
8 REDUCING ROAD TRAFFIC THROUGH COORDINATED PLANNING OF LAND USE AND TRANSPORT Peter Austin, City of Oslo and Tor Bysveen, Akershus County Council, Oslo, Norway
What is happening on the 2010). Akershus and Oslo need 190,000 ground? new houses in total. About 25% can be Asplan Viak (2010) examined changes built in Oslo’s inner city, the rest have in the development patterns using to be located elsewhere. Sites for pri- data for 1,379 small areas1 which were vate and public developments must be arranged into three groups according to chosen, and land use, competitiveness, the centrality of their location within centre-hierarchy, parking and trans- each subregion. Half of the dwell- port services have to be considered. ings in Akershus are detached houses, Households’ expectations and the house whereas 20% are in apartment blocks. builders’ responses will be decisive. Introduction The split in Oslo is the opposite. The The Norwegian government has given predominance of detached housing in International definitions policy guidance for local and regional Akershus explains the extent of urban of Urban Sprawl help us to authorities’ land use planning (MOE, sprawl. There is a continuation of exist- 1993), requiring that land use and understand our own challenges ing development patterns. About 25% Urban sprawl is understood as develop- transportation be coordinated, leading of all population growth in Akershus ment with low density and an inefficient to shorter travel distances and efficient for 2000-2009 occurred in non-central transport. This policy is reviewed for use of space, where the private car is areas without public transport! Oslo and Akershus, in view of studies the main means of transport. The In the last decade, there has been more showing where population and employ- literature on urban sprawl shows that new house building in central areas than ment have grown in recent years, and this is mainly concerned with housing. previously. At the same time, new hous- a literature study of driving forces for Businesses that contribute to urban ing in the most central areas has been urban sprawl across Europe, published sprawl are also directed towards scat- outweighed by strong house building in March 2011. A draft Regional Strategy tered settlements, such as shopping the least central areas, together with a for Land Use and Transport for Oslo and centres, creating dependency on car use relative reduction in new houses built Akershus, June 2011, gives the political (TØI, 2011). between the central areas and the rural platform (MOE, 2011). Oslo has 600,000 Urban sprawl is driven by economic, inhabitants and Akershus 550,000. Jobs periphery. Public transport between the social and transportation factors. and population are growing by more main transport termini has increased, but Demographic changes, political, eco- than 2% annually. Akershus County the demand for buses, with a wider cov- nomic, cultural and social forces may surrounds Oslo and has responsibility for erage, has stagnated. This development be decisive. The driving forces vary transport. 22 municipalities in Akershus has also stimulated population growth with the wider context, so that the are land use planning authorities. Oslo is in the least central parts of Akershus – causes of urban sprawl in one area do the core city. Akershus, includes part of contrary to intentions. not necessarily have the same effect the agglomeration and towns, scattered Half of the increase in employ- in another (ibid). More accessibility villages and farmland. ment in Akershus has been in the ICT, encourages policies that lead to urban finance and business support sectors. sprawl. Economic growth stimulates The urban region hopes Bærum, Akershus’ largest, suburban migration to the region. Business municipality has had strong job growth. and financial services are the types of to give renewed direction Most of the other municipalities in knowledge-based industries that require through planning cooperation Akershus still have an undersupply of very good communication, leading to In 2007, the government instructed Oslo jobs. This development is hardly in line increased pressure in central areas and and Akershus to develop a regional plan for with the guidelines for good land use urban sprawl (ibid). Households assume land use and transport. A draft strategy was and transport planning (Asplan Viak, that they will have access by car when completed in Summer 2011. Development should encourage efficient and more com- Figure 1: Housing structure and house building in Oslo and pact land use, and conserve green spaces. Akershus The transport network will be efficient and more environmentally friendly. This will be approved by Oslo City Council and Akershus County Council in 2012 and sent for final government approval. In addition, Oslo and Akershus will reduce climate gas emissions by 50% before 2030, compared with 1990. Road traffic volumes in Oslo have been stable for 4-5 years and public transport has risen in both counties.
9 they move house or change jobs. If more jobs and housing is encouraged at public Table 1: Numbers of dwellings by housing type in Oslo and transport nodes, then urban sprawl may Akershus be avoided. Migration studies in Norway Akershus Oslo show that housing and family status are Housing type Detached Terraced Apartment Detached Terraced Apartment more important factors for moving block block house outside the core city (NIBR, 2010). Employees in knowledge indus- Housing stock, 105,082 55,904 34,022 31,127 41,127 194,602 tries in modern cities may therefore be 2001 more likely than before, to seek housing Completed 9,842 9,128 10,535 1,342 3,105 20,794 dwellings, in more peripheral parts of the region. 2000-2009 How does the Norwegian plan- ning system deal with the dynamics of Source: Statistics Norway / PANDA-data. migration and work/housing mobility? Can regional and local planning policies succeed in directing employment and Figure 2: Population in Oslo and Akershus: 1999-2011 & housing towards central locations, at 2011-2030 the same time as supporting business growth and employment? Local factors are important in driving urban sprawl. Land owners find support in the property market, and are unconcerned about road congestion. The costs of sitting in traffic queues are borne by individuals. Land use conflicts have to be resolved between land owners, developers with an eye for sales margins, municipalities who hope to attract new tax-payers, and the strate- gies of the authorities. In this context, we ask how well national policy guidelines will meet the challenges of sustainability in growth areas. outside central areas for them outweigh and the new EU members are now Cars give more flexibility and some- the resultant disadvantages of distances experiencing urban sprawl. Urban times even quicker commuting. Higher and car dependency. Urban sprawl can sprawl is an important form of devel- car ownership levels are linked with also be attractive. It would be unreason- opment in Akershus, despite national lower density housing. Households able to force residents to build on small and regional policies. Are the ambi- that choose to live in low-density areas sites with more traffic and less amenity tions for regional planning in Oslo are willing to meet the costs of their space in rural areas. Urban sprawl is a and Akershus realistic or even too chosen lifestyle. Advantages of living market response to the expectations of high? While the main political players a large number of households. How do agree with the overriding objectives of planning authorities address such hous- competitiveness and sustainability, it ing aspirations, when the majority of seems that large sections of the prop- analyses focus only on the negative sides erty market – including the individual of urban sprawl? choices made by many thousands of The interplay between tiers of households – still face in the opposite government for land use planning is direction. important. Fragmented power structures leave the door open for developers. The Summing up strength of political steering matters! Is Having presented studies in relation the clarity of policy and commitment to ongoing regional planning in Oslo strong enough to implement the policies and Akershus, do we have all the right in Oslo/Akershus? tools to reduce or prevent negative forms of urban sprawl? How can the International perspectives regional planning project for Oslo and can inform the regional Akershus meet these challenges, and how will municipal planning authori- planning in Oslo and ties implement the renewed regional Akershus policy when new planning proposals High-density development in the urban area, Urban sprawl occurred in northern are put forward? Oslo. Source: Plan – og bygningsetaten, European cities after 1945, in the last The studies referred to show clearly City of Oslo 20 years in Southern European cities, that we are not alone, but part of a
10 References: AsplanViak (2010), Hvor kom veksten i Akershus 2000 – 2010? Utgave B, Oslo. MOE (1993), National Planning Guidance for Coordinated Planning of Land use and Transportation, The Norwegian Department of Environment, Oslo. MOE (2011), Planstrategi og planprogram for areal og transport i Oslo og Akershus, The Norwegian Department of Environment, City of Oslo and Akershus County Council, Oslo. NIBR (2010), Demografisk utvikling i fem storbyer, Norsk institutt for by- og regionforskning, Oslo. TØI (2011), Drivers behind urban sprawl in Europe, Transportøkonomisk institutt, Oslo
Peter Austin is a special adviser at the department for urban development of the Oslo municipality in Norway. His focus is on economic affairs, town The municipality of Enebakk – urban sprawl in Akershus. development, housing and land use and © Oystein Sobye / NN / Samfoto / SCANPIX transport. [email protected] much wider European community regional plan for Oslo and Akershus will of urban-regional planners who are succeed in directing the future growth Tor Bysveen is a special adviser at addressing similar challenges. Through into the most central areas. the department for transport and traf- dialogue and joint innovation, we hope fic of the Akershus county council in to develop and strengthen tools to Norway. His area of work is demog- steer future development in the wider raphy, housing, land use and transport Endnotes and airports. interests of the community. The ques- 1 Small areas for statistical purposes, with [email protected] tion remains, whether and how a joint about 400 residents on average.
TRANSPORT CHALLENGES IN THE GROWING METROPOLITAN REGION: THE CASE OF LJUBLJANA David Bole and Matej Gabrovec, Scientific Research Centre of the Slovenian Academy of Sciences and Arts, Ljubljana, Slovenia and Matej Gojþiþ, Regional Development Agency of Ljubljana Urban Region, Ljubljana, Slovenia
Concentration and while the number of jobs is increasing. suburbanisation in the The number of workers from other municipalities commuting to Ljubljana Ljubljana Urban Region increased by approximately 30,000 The city of Ljubljana has a developed between 2000 and 2007. The increase and dynamic economy and is the cen- in the number of jobs has conse- tre of economic activity in Slovenia. quently led to increased daily mobility. According to the 2002 census, the Including high school and university city of Ljubljana had 174,347 jobs students (45,000 according to the 2002 and 112,566 work-active individuals census) there are almost 150,000 daily in 2002. This means that the city of commuters to Ljubljana (Gabrovec Ljubljana had 12% of all the work- and Bole, 2009). Approximately 30% active population in Slovenia and of all the investments in the country more than 21% of all the workplaces are made within the Municipality of in the country. It should be pointed Ljubljana and 45% within the Ljubljana out that, according to data from the Urban Region (Ravbar, 2009). Statistical Register of Employment, While centralisation toward the the number of work-active people Ljubljana Urban Region is evident in Ljubljana is constantly decreasing at a national level, the region itself is
11 Figure 1: The situation in 2000 in the number of automobiles and trav- elled kilometres by automobile. According to the Statistical Office of Slovenia, there was a 30% decrease in the number of pas- sengers using the public transportation system in the period 2001-2010. The most significant, a 50% decrease, was noted in inter-city bus transportation; city bus transportation saw a 22% decrease, while there was even an increase in the number of railway passengers amounting to 12% in the last 10 years. In the same period, the number of registered automobiles in the country increased by a fifth and the number of travelled kilometres by 23%. A consequence of all these processes is an unfavourable modal split. There are 85% of commuters travelling by car in Slovenia, with only a tenth of those as passengers (Gabrovec and Bole, 2009). The conditions in the Ljubljana Urban Region do not differ noticeably from the national average; there are fewer auto- mobile users only among the inhabitants characterized by an increasingly decentral- is increasing due to economic crisis in the of Ljubljana. However, there are evident ised structure due to increasing residential source municipalities. differences in the modal split between indi- and economic suburbanization. The resi- vidual routes within the Ljubljana Urban dential suburbanisation in the Ljubljana Unsustainable mobility Region, as demonstrated in Figure 3. These Urban Region began after 1970. From differences allow us to detect some cases of 1991 onwards, the number of inhabit- patterns good practice and the factors that enable ants has decreased in the urban core but The described increase in daily mobility and encourage environmentally friendlier increased in its suburbs where the prices of results in an increased traffic scope and travel habits. The highest shares of public real estate are lower and more affordable. consequentially bigger external traffic transport users may be noted in the direc- Economic suburbanisation is happening as costs. Unfortunately, Slovenia has seen a tions with good railway connections. The well (Bole, 2008). It is expressed chiefly constant decrease in public transportation travel times of the passenger trains on these with the generation of local business and use in the last few decades and an increase routes are comparable to automobiles and industrial zones; they are created mostly through classic ‘greenfield’ development, Figure 2: The situation in 2009 often conflicting with the nearby inhabit- ants and environmentalists (Bole, 2010). The country’s centralisation and decon- centration of people and economic activity within the metropolitan region has affected the increase of daily mobility towards the city of Ljubljana, as shown by the analysis results for the period 2000-2009. The number of commuters to Ljubljana has increased from every direction: from suburbanised municipalities within and outside the Ljubljana region. Figures 1 and 2 clearly indicate the substantial increases in commuter flows from every direction, especially where important motorway sections had been completed. The completion of motorway sections has only strengthened Ljubljana’s central role in Slovenia, as the daily mobility flows in the other more important employment centres changed noticeably less intensely between 2000 and 2009. In some cases, mobility to remoter employment centres
12 Figure 3: Modal split of commuters travelling to the city of competitive European metropolis without Ljubljana an adequate airport connection. The attractiveness and accessibility of the public transportation system can be increased with the construction of the planned 38 locations for the Park and Ride (P+R) network, which will be scattered throughout the entire region and serve the purpose of limiting auto- mobile use to the minimum amount and distances. Some of the P+R locations are set to be located in smaller urban centres in the region and are intended for the collection of passengers who cannot be reached with the public transportation system due to scattered settlements. Other P+R locations will be placed around the city of Ljubljana and will divert passengers arriving to Ljubljana on the motorways to the public transporta- tion system. In order for the foreseen P+R locations to serve their purpose, they must be efficiently connected to a fast public transportation system. Public even shorter in some cases. This clearly Proposed traffic-political transportation therefore needs to be demonstrates that a quality railway con- measures established along the main arteries into nection can be comparable to automobile The projects of public transportation Ljubljana. Fast city connections that use (Gabrovec and Bole, 2009). system development in the Ljubljana would reach average speeds of up to 24 The situation in Ljubljana can be cor- Urban Region have been defined through km/h in rush hours with a 5-minute rectly evaluated only by comparison with the process of completing the study on frequency could be partly achieved by other cities of comparable size. A com- regional public transport (Pelko, 2010). It marking bus lanes, which would also parison to the Austrian Graz is interesting was determined that the existing railway have right of way at intersections. where, despite increased mobility over the system must be reconstructed and updated The entire public transportation system past two decades, the modal split remains at a regional level in order for it to func- can be competitive only if the foreseen infrastructure improvements are combined roughly the same. This means that the tion impeccably, as it should represent the with necessary ‘soft’ measures. In order to increase in automobile use has been backbone of regional passenger traffic. successfully alter the modal split, all the matched by the number of public trans- With the upgrades and renovation of planned measures need to be combined portation users (Plevnik et al., 2008). Such railway connections, we wish to ensure with the promotion of more sustainable a result was achievable only with suitable a 15-minute interval in all directions forms of transport, so that cycling, walk- traffic policy changes. Consequently, the during rush hours, which would enable ing, and public transport use will no following section states some policy meas- trains to be comparable to automobiles. longer be in the shadow of automobile use. ures for the Ljubljana region from the last In addition, it is necessary to construct few years set to achieve a more favourable a new railway connection to Ljubljana modal split in Ljubljana and the region. Airport, because Ljubljana cannot act as a References Bole, D. (2008), Ekonomska preobrazba Academy of Sciences and Arts in slovenskih mest, Založba ZRC, Ljubljana. Dr David Bole is a research fellow Bole, D. (2010), “Secondary business districts at the Anton Melik Geographical Ljubljana. His research interests include in Ljubljana: analysis of conditions and Institute, Scientific Research transport geography with special regard assessment of planned development”, Centre of the Slovenian Academy of to public passenger transportation and Urbani izziv, Vol.21, No.1, pp.5-20, 78-93. Sciences and Arts in Ljubljana. His land use and land cover changes studies. Gabrovec, M. and Bole, D. (2009), Dnevna mobilnost v Sloveniji, Založba ZRC. particular interests include spatial [email protected] Matej Goj i is a deputy director Ljubljana. development, urban, economic þ þ Pelko, N. (ed.) (2010), Public transport in the geography and mobility. Currently, of the Regional Development Ljubljana urban region, Regionalna razvojna he is leading a transnational Agency of the Ljubljana Urban agencija Ljubljanske urbane regije, cooperation project SY_CULTour. Region, responsible for development. Ljubljana. [email protected] His particular interests include Plevnik, A., Gabrovec, M., Gobiet, W. and Lep, M. (2008), Trajnostno urejanje prometa Dr Matej Gabrovec is a senior spatial planning, sustainable public na lokalni ravni, Urbanistiþni inštitut research fellow at the Anton Melik transport systems, GIS technologies Republike Slovenije, Ljubljana. Geographical Institute, Scientific and sustainable economies. Ravbar, M. (2009), Razvojni dejavniki v Research Centre of the Slovenian [email protected] 6ORYHQLML²XVWYDUMDOQRVWLQQDORçEH, Založba
13 SUM: INFORMAL COOPERATION IN THE VIENNA METROPOLITAN REGION Hannes Schaffer, mecca, Vienna, Austria and Renate Zuckerstätter, Metropolitan Area Management Vienna/Lower Austria, Vienna, Austria
inhabitants, while the population of the sur- rounding municipalities in Lower Austria is projected to increase by another 130,000. If these demographic forecasts prove correct, this will result in a population of close to 3 million by 2030. Demographic growth in the entire metropolitan region is primarily driven by migration from abroad and from the rest of Austria. Stakeholder exchange at a SUM conference Administrative borders as a Introduction challenge gives rise to many challenges and a num- ber of difficulties. In the Vienna Metropolitan Region In Austria, spatial planning legislation lies (MR), the core city Vienna is both a within the responsibility of the federal Cross-border cooperation is municipality and a federal province, and provinces, while the respective autono- the solution is embedded in the federal province of mous municipalities are in charge of From the 1970’s, politicians in the Lower Austria. In the last few decades, local spatial planning. There is no federal Vienna MR started to realise that spatial the Vienna MR has experienced a phase spatial planning law. As a result, there problems and transport issues transcend of largely unstructured suburbanization. are different planning laws, strategies, provincial borders. As early as 1978, the Regional and traffic planners were often concepts and instruments in Vienna and Federal Provinces of Vienna, Lower forced to merely react rather than act. Lower Austria. The allocation of rights Austria and Burgenland established The attractiveness of Vienna’s metropoli- and duties in the Vienna MR is therefore a cross-border planning body called tan region continues unabated, and the marked by an imbalance of administrative ‘Planungsgemeinschaft Ost (PGO)’ to co-ordinate spatial planning in the suburbanization process, which already structures and legal competences. region. Its activities embrace sometimes started in the 1960’s in the southern part In Vienna, the City Council is conflicting province-specific interests. of the region, is increasingly spilling over responsible for spatial development, Originally, the PGO served as a mere to the northern periphery. which is implemented by the Vienna coordinating body between the indi- Since the fall of the iron curtain, the MR City Administration. In Lower Austria, vidual administrations. At present, it is has been growing again. Currently it has municipalities are responsible for local a strategic unit for joint planning by the about 2.6 million inhabitants: 1.7 million spatial planning, and the Provincial three federal provinces. By establishing in Vienna and roughly 900,000 in the envi- Government only acts as a supervisory additional cooperation instruments in the rons. By 2031, the population of Vienna authority. This highly complex political, federal provinces (e.g. local area man- alone is expected to grow by 250,000 administrative and financial structure agement, regional management), it has become possible to break down the strat- egies to a smaller regional and local scale and to expedite their implementation. With the Transport and Tariff Cooperation Board for East Austria (VOR), another important regional player took up work in 1984. Since then, VOR has acted as a cross-border interface between public transport passengers, trans- port providers and public administration. Its stakeholders are the federal provinces of Vienna, Lower Austria and Burgenland. 17 railroad and bus companies are part- ners of VOR. The tasks of VOR, namely the support for transport services, the coordination of transport companies and passengers as well as mobility management and information have become more and more important in the last few years. In Vienna has the best living standard in the world, according to the Mercer 2011 Quality of the future, more emphasis shall be given Living Survey to transport planning. From 1998, regional
14 managers coordinated urban, regional Figure 1: SUM cooperation area and local stakeholders in the southern and northern part of the Vienna MR. In 2006, NIEDER- they were replaced by the Metropolitan ÖSTERREICH Area Management Vienna/Lower Austria Wolkersdorf (Stadt-Umland-Management Wien – Stockerau Leobendorf Spillern Stetten Großebers- Niederösterreich, SUM). dorf Korneu- Enzers- burg dorf Bisam- berg Hagenbrunn Focus on SUM NIEDER- Gerasdorf b.W. Lang- Strasshof ÖSTERREICH enzers- Deutsch Gänsern- SUM, the Metropolitan Area dorf Wagram dorf Klosterneuburg Markgraf- Management Vienna/Lower Austria, neusiedl XXI Aderklaa Parbas- dorf was established as a joint initiative of XIX Raas- Groß- Mauerbach hofenGlinzen- the federal provinces of Vienna and dorf dorf XVII XVIII Gablitz Lower Austria. Its institutional basis XXII Leopoldsdorf XVI Tullner- XIV SUM Nord i. M. is the Association of Lower Austria bach WIEN Purkersdorf Großenzersdorf and Vienna – Common Development Andlers- XIII Pressbaum dorf Areas, which is formed by the two Laab/ XI Wolfs- Walde X Manns- federal provinces. The SUM Steering graben SUM Süd XXIII dorf Orth/Donau Committee is composed of adminis- Breitenfurt b.W. Schwechat Perchtoldsdorf Vösen-Henners- Fischamend dorf Haslau- Brunn/Geb. dorf Leopolds- Zwölfaxing trative and political representatives of Kaltenleutgeben Gramat- Maria Wienerwald Gießhübl M.Enzersd. Bieder- dorf M.L. neusiedl Ellend Wr. manns- Vienna and the surrounding municipali- Achau Rauchen- Hinterbrühl Neu- dorf warth Mödling dorf Himberg Schwadorf ties in Lower Austria, as well as the two Enzersdorf/ Guntrams- Laxen- Ebergassing Fischa burg SUM managers. SUM is co-financed by Gaaden Gumpolds- dorf kirchen the two provinces. München- dorf Moos- SUM focuses on settlement and location NIEDER- brunn policy, landscaping and mobility. It is a ÖSTERREICH contact point with the following tasks: t cooperation and intermediation: city administration concerned with urban between public and individual means of SUM is designing common solutions planning on the part of Vienna. transport, and creates a stronger aware- for cross border challenges, mediat- ness of environmentally friendly mobility ing controversial cross border issues, The Korneuburg Mobility in general. Ongoing projects are: establishing a joint regional strategic approach of the 60 Lower Austrian Centre at a glance t establishing bike rental stations of the municipalities and 11 Viennese As a result of the SUM dialogues, the ‘nextbike’ bike sharing system; districts. For this task VIA SUM, Korneuburg Mobility Centre was estab- t holding an annual award show on an online information system for lished by Lower Austria in 2009. Based mobility projects; projects of regional importance has in the small town of Korneuburg near been established (see also http://www. Vienna, it develops multimodal mobility t organising mobility events for kids stadt-umland.at). projects between the densely populated (‘climate miles’) and teenagers; t information: urban areas of Vienna and the more rural t initiating a continuous dialogue on SUM works as a platform for topics neighbouring regions in Lower Austria. public transport schedules to improve of regional relevance, organising The Centre fosters better connections urban-rural train and bus connections. an exchange of thoughts among the stakeholders. With the estab- Hannes Schaffer is Director lishment of annual conferences, of mecca, a company work- SUM offers a platform to discuss ing in the fields of spatial and topics of importance for the whole environmental planning and cross- region such as site development, border cooperation. His research infrastructure cooperation, public interests are cross-border coop- participation, etc. eration and environmental planning. t networking: [email protected] SUM is strengthening mutual trust, establishing an all-inclusive perspective Renate Zuckerstätter is the on the area. manager of the northern SUM area. She studied spatial planning Partners of the cooperation are the mayors in Vienna and is a member of the of municipalities, provincial legislators, Austrian Chamber of Engineers the provincial administration for regional and a Mediator for Civil Matters. planning in Lower Austria, as well as city [email protected] councillors, districts chairpersons and the The Korneuburg Mobility Manager at work
15 THE ROLE OF PUBLIC TRANSPORT INTERCHANGES IN REGIONAL PLANNING Per Kristersson, Gothenburg Region, Association of Local Authorities, Gothenburg, Sweden
A political in transport and land use planning to Figure 2: The GO-Concept decision focus on the region’s vision for spatial K2020 2008 In the region of development. The governance model Gothenburg, a used to develop this strategy involved political decision a constructive dialogue between the has been made to executive board of GR and the 13 shift the modal local municipality council members. split between indi- In accordance with the regional devel- vidual car use and opment strategy, the region will be public transport. developed by establishing an attrac- Today, 24% of trips are made by public tive and efficient regional commuter transport and the challenging goal is to rail service. The construction of a rail increase this to 40% by 2025. Traditional link under the city core with two new transport planning methods are not underground stations and a new station enough to manage this change in people’s at Göteborg Central will allow for new regional rail routes and increase acces- mobility behaviour. We are convinced and the regional structural develop- sibility to the city centre. Capacity for that another more holistic approach is ment plan. Interchanges do not only rail freight traffic will also improve. support the transfer between different Regional dialogue has resulted in a Figure 1: The structural political agreement where both the transport routes, they also link dif- illustration, GR 2008 local and the regional levels take joint ferent modes of transport together. responsibility for a sustainable regional The Go-Concept, specially designed structure. Every municipality is respon- for the K2020 programme, describes sible for their part of the regional six levels of travel mode and the ways structure, but they also need support in which they are linked together at from other local municipalities in their an interchange. The design of the efforts. interchange is a key factor for the user experience. Interchanges should be K2020 – doubling public meeting points, and not only be used by transport use travellers. The K2020 programme estab- As a result of the political agreement, the lishes a series of functional interchange structure of the public transport network design criteria.
was reviewed. It was agreed that there
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16 The K2020 functional design criteria planning authority objectives intersect. Figure 4: The actual inter- are based on an analysis of societal Smart mobility is where the combined change, White 2010 trends and establish nine targets for journey is also the preferred. interchange design. Each target is linked to a checklist which can be used Interchanges enable more to create the ‘ideal interchange’, an flexible journeys interchange designed with the human Interchanges are the obvious place to perspective in focus. Gothenburg has locate facilities that need to be acces- now started to implement these targets sible not only by foot or bicycle but also when designing new interchanges. The through more far reaching transport interchange is an important part of the modes. Interchanges benefit from being realisation of the future interactive and located in densely populated areas and mobile region. attract services such as shops, library, sporting halls, etc. The interchange is the Changing the planning new town centre or square, a place that is perspective always on your route and a place where Previous decades of planning have essential facilities are located. focused on the efficient use of the car for both individual transport and the car- In practice rying of goods to and from the home. The principles outlined in the work Roads and motorways have enabled the with ‘K2020 ideal interchanges’ have individual to choose where to live and been used in three different practices. where to work without being restricted Firstly, they were used in a study where by distance. The cost of housing has also the principles were tested. A traditional added to urban sprawl in the Gothenburg traffic planning approach and an ‘ideal region. Job opportunities are mainly interchange’ approach were used to located in the central parts of the region, design an interchange at Linnéplatsen. resulting in congestion and a continual References: The two resulting designs were evalu- K2020, (2007 and 2008), Public transport decrease in mobility. Climate change ated by a team of planners using criteria development program for Göteborg Region, calls for change. The transport sector is outlined in K2020. Green, yellow and 2004-2009, www.k2020.se, Göteborg. a significant polluter and must focus on red indicators were used to graphically White (2010), Den verkliga bytespunkten, Research by design kring kvaliteter i konflikt, mobility issues. Excessive use of the car illustrate how well the design corre- leads to congestion but also allows access White arkitekter AB, www.white.se, sponded to the criteria. Green indicated to remote areas. There is therefore a need Göteborg. a positive response, Red negative for ‘smart mobility’. response and Yellow neutral response Per Kristersson is a Senior Planner to the criteria that had been set up by at GR (Gothenburg Region, Smart mobility K2020. Association of Local Authorities). Traditional mobility management Secondly, the principles have been He has worked within housing, utilises the specific advantages of dif- used as a checklist when designing new infrastructure, environmental issues ferent ways of ‘travelling’, i.e. walking, interchanges. One example is the motor- and with Public Transport. Lately, cycling, by car or by public transport. way bus interchange at Landvetter where he was involved in designing the Factors that are taken into consideration local buses and GoFast buses are linked. congestion tax system that will be are, for example, time, cost, pollution, Thirdly, the principles are being used congestion, individual preference and implemented in Gothenburg 2013. when designing new ‘state of the art’ [email protected] investment in infrastructure. A com- interchanges in the city centre. bination of different ways of travelling will result in a more balanced use of resources. ‘Smart mobility’ is, however, where the individual preferences and the
Landvetter interchange, 2010 Skeppsbron, 2011
17 LESS INVESTMENT, MORE SERVICE: THE PROPOSAL FOR THE CASTELLI ROMANI Manuela Manetti and Georgia Pucinischi, Province of Rome, Rome, Italy
do not indicate notable reductions Figure 1: The rail network in in impacts, specifically with regard the Province of Rome to congestion in the Rome area, but rather confirm a general truth: All metropolitan areas around the world in developed countries are subject to congestion. Road interventions do not help owing to the short-medium term combined effect of induced traffic and its diversions on the network and the Introduction long-term effect of low-density urban sprawl. In the Rome metropolitan area, Since the 1990’s, Rome has been the latter phenomenon is also exacer- experiencing a significant phenom- bated by illegal building construction. enon of urbanisation of the outermost The proposal presented by the Province metropolitan area at the expense of the of Rome consequently resumes those The current state of public population of the capital. Meanwhile, policies aimed at favouring public and in the most central area, there has been transport service in the private accessibility on road to rail a significant growth of the ‘rare’ func- Province of Rome interchanges, to increase the supply tions – manufacturing, managerial, and The principal rail infrastructures in the of road and rail public transport, with commercial. The effect on mobility has territory of the Province of Rome are improvement of the infrastructures been a considerable increase especially managed by RFI SpA. The rail network and fleets, and to improve the quality in commuter trips by car, favoured managed by RFI mainly gravitates of the service through diminution of by policies that incentivise the use of towards the capital and has a prevalently delays, better safety levels, better travel private means, specifically new radial radial structure, with a lower half ring to comfort, and efficient communication. roads and enlargement of existing link the various lines. Atac SpA operates The proposal foresees consolidating a ones and no discouragement of park- three urban rail lines in addition to two model of governance that, in the com- Metropolitana lines. The extra-urban ing. The consequences are a further ing years, will guarantee the realisation road public transport service, at present rise in traffic and road congestion, a of a single coherent project with the operated by Cotral Esercizio SpA, com- notable worsening of public transport strategic indications contained in the prises some 300 lines, the major part with buses, and enormous energy con- regional and provincial transport plans gravitating towards the capital, whose sumption and environmental and social as well as with the objectives of the capacity of attraction is such that more consequences. Since the 2000 Jubilee, industrial plans of the service com- than 2000 runs per day terminate within use of the railroads has risen consider- panies. The model requires adequate it; the remaining centres of attraction ably, with heavy repercussions on the monitoring to ensure continuity of are scattered around the province well quality of service. financing and respect for the timetables distributed on territory but are most The present system of collective for realisation of the necessary inter- numerous in the south-eastern part. transport satisfies about 1.2 million trips/ ventions, but especially to maintain the day made by residents of the Province involvement of all the actors involved Numerous towns have their own public of Rome. The intermodal combinations in decision- making. transport service operating only within (car-public transport, public transport the town lines, with few exceptions. The and rail-bus transport) number about service is too fragmentary and insuffi- 800,000 of which 500,000 take place ciently frequent or punctual to meet the in the capital. The car-public transport Figure 2: Organisation of the needs of the citizens. combination represents 30% of the railway services In general, satisfaction with the public total. The phenomenon, in continuous transport service rates slightly less than growth, highlights users’ willingness to a passing grade. While only 2 users out use intelligently the possibilities offered of 5 judge it to be insufficient, their by the system and reduce the use of evaluations are very negative. The users private means. The number of rail pas- from the municipal district of Rome sengers carried daily in the metropolitan judge punctuality (31%), destinations area has quadrupled from some 145,000 served (29%), schedules (14%), and fre- in 1993 to 300,000 in 2003, to 650,000 quency (14%) as inadequate. Users in the in 2008. rest of the Province judge inadequate Traffic simulations, with new road destinations served (30%), schedules infrastructures, have shown the ineffi- (21%), punctuality (20%), and frequency cacy of these interventions. The results (14%). An improvement in the service
18 could recover from 10 to 13 percentage t elimination of superimposition among points over private modes, which would different public transport services be consistent with the other European (specifically rail-road); regions with percentages of public trans- t modal integration or feeder service port use above 30%. In a survey about on rail, coordination of rail-road consumer satisfaction, out of a score of schedules and improvement of user 10, among the transport means, the met- information; ropolitan rail is the only one that has a t adjustment of the stops along the positive average score, 6.4; the others are provincial roads and harmonisation all negative and the regional trains result of the services with town services the least satisfactory, with -5.7. About especially with reference to health, half the users interviewed, however, socio-administrative, and school ser- recognise an improvement in the quality vices and for areas of weak demand. of public transport. The exception is the users in the Province of Rome (except The Project has been evaluated with the municipal district of Rome), who TransCAD®, a simulator for trans- give a very negative judgement. Only port planning. The result is an overall improvement in capacity, transport 30% consider the service improved and Velletri station 25% believe that it has become worse. times, and accessibility of the entire and which would permit considerable area to Rome. The project has also The Castelli Romani Project improvement of capacity, foresees: been verified with a microsimulator of The Castelli Romani are a cluster of t shorter track blocks and adjustment of rail circulation, which has permitted measurement of both the increases in towns in the hills southeast of Rome the signalling system1 for the sections capacity and the regularity of the model and are known throughout the world Ciampino-Albano, Ciampino-Frascati and of the rail service itself. According for their white wines and beautiful vol- and Ciampino-Velletri; to current assumptions the planning will canic lakes. These towns are served by t intersections and interchanges with start in 2012, the works in 2013 and will four rail lines (Figure 1) that originate doubling of certain sections; be finished by 2015. Thus the project at the Ciampino station, just east of t periodic railway timetables and will contribute to the improvement of Rome. They are: Ciampino-Zagarolo, increased frequency; the area of Castelli Romani. Ciampino-Frascati, Ciampino-Albano, t adjustment of the station platforms; and Ciampino-Velletri. They have sig- t rail-rail and rail-road interchanges nificant criticisms, such as and especially, with the possibility of also creating Endnotes the lack of dedicated lanes and conges- a parking area for buses near the 1. Shorter track blocks and the adjustment tion at the entry to Rome, the existence Ciampino station – such a stop would of signalling can be realised with a new of infrastructural and technological greatly lighten vehicle traffic on the technology validated in Europe and Italy, very suitable for average speed regional bottlenecks, the existence of numerous town of Ciampino; level crossings, short platforms, with, at lines. The technology is based on GPS and t removal of level crossings. radio signals and has much lower costs than the same time, a very high actual and traditional systems. potential demand. The four lines carry As for the extra-urban road public on average some 55,000 passengers a day transport service, at present managed by with frequency of 5 to 60 minutes, trip Manuela Manetti is Director of Società Cotral SpA, the Project foresees the times of 15 to 44 minutes and commer- Department XIV and VI and Head rationalisation of the network according to cial speeds of 25 km/h to 72 km/h. of GIS in the Province of Rome. principles of economy and efficiency: The Project, which can be realised She is an architect and teaches at the in a short time with limited expense University of Rome ‘La Sapienza’ and at ‘Scuola Superiore della Figure 3: The origin of com- Pubblica Amministrazione Locale’. Manuela has held different roles at muters from the Comune di Roma and she is technical Province of Rome coordinator of European projects. [email protected]
Georgia Pucinischi is responsible for the Technical Support Office of Departiment XIV at the Province of Rome. She is an expert member of the mobility working groups and graphic design coordinator. Georgia is project manager in internal and European projects. Rail-road crossing Ariccia [email protected]
19 INTEGRATING THE METROPOLITAN REGION THROUGH A CYCLE NETWORK IN BUDAPEST László Sándor Kerényi and Virág Bencze-Kovács, Transport Strategy Department, BKK Centre for Budapest Transport, Budapest, Hungary
framework of the Development Plan Budapest has decided to introduce of Budapest Transportation System. In a public bicycle system (called the parallel with the values declared in the ‘Budapest Bike’ or ‘BuBi’) from 2013, Integrated Urban Development Strategy covering a 12 km2 area of the inner city, of Budapest, the main role of cycling is: with 74 stations and over 1,000 bicycles. The system will provide an effective and t to create a sustainable, safe, healthy and environmentally friendly alternative for liveable urban environment by better inner city travel, and will also promote use of limited public space; cycling and therefore affect general travel t to revive the city centre by providing behaviour. Apart from the technicalities Introduction easy access to shops and other services; of the BuBi system, a general study of the Having a fortunate geography in the t to balance social inequalities and existing network has been carried out, mostly flat Carpathian Basin, cycling in become a widely used form of mobility. focusing on the weaknesses of the infra- Hungary is a traditional form of mobility, structure, and providing an action plan to especially on the Great Hungarian Plain. The fields of action include: make the inner city more bicycle friendly. In local traffic, the modal share of cycling t changing attitudes of transportation The proposed tools are the following: experts towards cycling, and let it reaches 40% in certain rural communities. become an equal form of mobility; The Hungarian Capital, Budapest experi- t audit all future road reconstruction t creation of an adequate institutional, enced an increase in cycling over the last and development plans from a cyclist’s legal and financial framework for effec- 5 years (see Figure 1), when the number of point of view, for the completion of tive and sustainable bicycle transport; daily cyclists doubled, yet the 3-5% modal the existing core network and elimi- t provision of attractive cycling facili- nating bottlenecks; share is under the Western European ties including a safe and convenient t open bus lanes for bicycles whenever average. Figure 2 shows bicycle use in environment, available infrastructure, possible; Hungarian Regions, with a high potential services and information, with the t increase safety and integration of for increase in Budapest. In recognising option of combined transportation. cycling by pictograms, advanced stop that the better use of cycling as an alterna- lines (‘bike boxes’) at intersections tive mobility for different groups of people Within the framework of a new city man- that help cyclists to cross the junction will lead to better quality of life, healthier agement model, in late 2010, BKK Centre or turn more safely; lifestyle, a cleaner and more welcoming for Budapest Transport was created to t open one way streets for contraflow urban environment, several actions have manage public transport, cycling, road cycling, especially in traffic calmed been taken for Central Hungary and the infrastructure management, parking, taxi (‘Tempo 30’) zones; City of Budapest, for both transportation services and transport related development t increase bicycle parking facilities, by and tourism. The declared goal of the City projects of Budapest, as an integrated installing bicycle stands at public places of Budapest is to reach 10% modal share of transport competence centre. BKK is and Bike and Ride (B+R) locations; cycling by 2020. responsible for creating transport strate- t introduce pedestrian and cyclist zones In order to define the main direc- gies, coordination of implementation, and reduce speed limits in the city tion for developing cycle infrastructure, and preparation of integrated transport centre; the Budapest Cycling Concept was development projects. Better integration t eliminate obstacles wherever possible created in 2010 with basic principles of cycling into the urban transport sys- and guidance based on the general tem is one of the most important tasks of Figure 2: Once in two weeks BKK, and also a great chance to change Figure 1: Increase of cycling urban mobility in Budapest. usage of bicycles in Hungarian in Budapest (1994-2010), regions, based on data collec- based on traffic counting Actions for the inner city tion in September 2011 data of 6 junctions In the last few decades, cycling has been
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20 geographical and natural facilities, cultural values and heritage. National and regional policies highlight the following main areas of development for Budapest:
t EuroVelo 6: As a continuation of the existing, high quality section from Passau to Vienna, the National Land Use Planning Act contains the alignment of the proposed Hungarian New cycle lane in Budapest Fóti Road, EuroVelo 6 bike route by the Danube at Vác section – the construction itself is the established in November 2011 (Source: (Source: Wikimedia Commons, Beroesz) responsibility of the local municipali- BKK, Péter Halász) ties. In Budapest, the continuity and by a wide range of measures (ramps, offices should also lead to construction of high quality of the route must be sloped curbs, shortcuts). easy-to-use, safe and weather protected ensured on both sides of the Danube. storages for bicycles at home. t A tourist and recreational bicycle These tools are now being used with Carrying bicycles on suburban route along Rákos-patak (a small good results and responses both from railway lines (4 lines ran by Budapest creek that flows from the GödöllĘ transport professionals and the average Transport Company, BKV, 11 more by hills to the river Danube, connect- user. After a joint learning process, wider the State Railways, MÁV) is possible; ing 3 cities in the agglomeration usage of cycles will result in less cars and however, the capacities and service lev- (GödöllĘ, Isaszeg, Pécel) and 4 dis- a friendly environment in the inner city. els are limited. Local services are also tricts of Budapest. One completed being reviewed to provide better access section in District No. 17, which has Actions for suburban areas to local recreational areas, such as the been opened to the public, receives In the last two decades, 15% of citizens, Buda Hills. good responses, can also be a good 300,000 people, moved out of the city basis for further development. into the agglomeration, most of them Regional and national t Access to Lake Balaton: The planned commute back to the capital daily. The policies and projects reconstruction of Balaton Bicycle size of the agglomeration of the City of Adverse events in the world economy Ringroad for 2012 is amended by Budapest cannot be defined precisely, but are changing travelling behaviour, also the development of railway stations daily trips are made to the inner city from in day-to-day travel to work, and in (eliminating obstacles, creating a over 80 settlements of Central Hungary. bicycle-friendly environment). The interchanges between transport recreational activities. There is a great modes (mainly from one type of public potential for cycling in inland tourism, For further development, BKK is transport to another, or from cars to pub- as Budapest and the Central Hungarian in regular contact with a cycling lic transport) are located in the widely Region have prime and unique commissioner appointed by the spread suburban areas. From the network point of view, the transition of a bicycle Hungarian Prime Minister. friendly inner city to a separated rural bicycle road must be resolved also in the Conclusion suburban areas. Suburban infrastructure Budapest is convinced that the above- development therefore focuses on the mentioned cycling measures pave a following: good way towards integrating sustain- able transport modes in the Central t better Bike and Ride services at stops Hungarian Region, and will contribute and final stations of public transport (a to meeting the goals highlighted in the current project is being developed to White Paper of the European Union install 750 bicycle stands at 52 subway B+R in GyömrĘ railway station near regarding a competitive and resource and suburban railway stops); Budapest (Source: MÁV Zrt.) efficient urban transport system. t establishment of regional connections between Budapest and its László Sándor Kerényi is the Head Virág Bencze-Kovács is a strategic agglomeration cities (Solymár, Buda of the Transport Strategy Department coordinator in the Transport Strategy Hills, Érd, Vác, Dunakeszi, Fót, at BKK Centre for Budapest Transport. Department at BKK Centre for Budapest Csömör-Kistarcsa, Gyál, Gödöll ). Ę His work focuses on transport Transport. Her field of interest is cycling; development policies, conceptual her work focuses on changing policies Efforts are being made towards the review and strategic planning of urban and also attitudes of both authorities of the current National Construction mobility for the Hungarian Capital. and designers towards cycling. Act, as the regulation of obligatory park- [email protected] [email protected] ing facilities in new residential areas and
21 Regions THE VOICE OF THE MEMBERSHIP
Transport is a key factor in economic development, as economic growth requires ready access to resources and market. This applies in particular for Metropolitan Regions as engines of economic growth and as regions with a very diverse population. However, this need for mobility and economic growth has, as side effects, rising volumes of traffic and levels of congestion with a significant impact on the environment. The above-mentioned issues are comprehensively tackled within the Catch-MR project (funded by Interreg IVC), where cooperation between metropolises and their surrounding functional regions is put to the fore in the cases of Berlin-Brandenburg, Budapest-Central Hungary, Gothenburg Region, Ljubljana Urban Region, Oslo-Akershus, Province of Rome, and Vienna-Lower Austria. Our guest Editor, Janez Nared, has therefore compiled a set of case studies from this project for our Regional Survey. Some challenging examples on how different metropolises face urban sprawl, mobility and congestion issues are presented. The most common example in three of the metropolitan regions (Berlin, Vienna and Oslo) is joint planning, where the metropolis and its hinterland cooperate to prevent urban sprawl and to improve public transport systems. These examples show great progress in planning, but still urban sprawl remains an important factor that should be dealt with. The other four examples present transport-related issues in the Ljubljana Urban Region, transport interchanges in Gothenburg, improvements of mobility in Casteli Romani (Rome) and the regional cycle network in Budapest.
In our ‘Comment and Debate’ section, Tassilo Herrschel discusses the role that the RSA plays in debates on public policy. Also in this issue, Mandy Talbot looks at farm diversification and farm tourism, a paper that won the award for Best Paper at the RSA’s Rural Tourism Symposium. Amongst the reports of Research Network events, there is a final report from James Hopkins on his doctoral research relating to the history of the RSA.
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