Mobility Management Plan for the City of Ljubljana

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Table of Contents

1. Introduction ...... 3

2. MM Plan - Template...... 7

Headline / Titel ...... 7 A. Acknowledgement...... 7 Chapter 1: Introduction...... 8 Chapter 2: Feasibility / Existing Conditions ...... 14 Chapter 3: Overall Goals...... 34 Chapter 4: Implementations / Activities ...... 36 Chapter 5: Monitoring and Evaluation ...... 55 Chapter 6: Conclusion...... 55

1. Introduction

Ljubljana, the capital of Slovenia and the cultural, trade and scientific centre of the country has 275.000 inhabitants, 47.000 are university students. In addition more than 130.000 commuters travel to the city each day. It is situated at the intersection of EU transport corridors V and X, thus the road infrastructure (motorway ring) around the city is heavily burdened by increasing international freight transport and to a lesser degree also to a seasonal tourist transport.

Creating almost one third of entire Slovenian trade and having about one quarter of all employed people, Ljubljana strongly influences the dynamics of entire region and Slovene economy. High urban density in city centre with 27,000 people living in an area of 5 km², very high concentration of activities in star shaped city topography, underdeveloped public transportation system and modest use of public transport facilities contributes to air pollution, noise, traffic congestions and are decreasing the quality of living. Partly this contributes also to negative demographic trends as the people (middle class, at very first young families) are leaving city centre and migrate out to surrounding municipalities. This trend in turn enhancing increase of inter-regional commuting and thus contributed to decreased mobility and increased environmental costs of transport.

In 2006 Ljubljana has 611 cars per 1000 inhabitants whereas the number for the urban region as a whole is 608. In 1994 the number of the personal cars commuting to the city was 97.000 per day in the year of 2000 reached 120.000 and is nowadays exceeding 130.000.

Ljubljana has a dens network of a PT that is provided by a singe city buses operator LPP under public service regime. City buses are rather comfortable but slow since they in general lack separate lanes and priority at intersections. From the beginning of 1990ies on PT is in however in permanent decline, although at the turn of the century this slowed down. In 2001 it transported 95 million passengers however in 2009 the number decreased to 83 million.

The construction of shopping malls at the outskirts of the town that started in mid 1990ies increased both travelling to the city and within the city. Nevertheless the city is not yet experiencing traffic jams at the frequency and volume of most larger cities in Western Europe, however the average speed and mobility are decreasing while at the same time the problems with stand still traffic and air pollution are increasing. The transport sector is the only sector in the city with continuous growth of emissions of main air pollutants.

Ljubljana is however yet not experiencing traffic congestions at the level of some most motorised Western European cities, however decreased mobility and increased noise and air pollution present large danger to the quality of life in the city and an obstacle to vitality of its business and economy.

New concepts and tolls are thus needed for maintenance and improvement of the actual level of mobility as well as for reduction of air pollutants to the EU acceptable level and reduction of greenhouse gasses that are coming from the traffic.

In recent decade mobility in Ljubljana is becoming one of the main issues due to: • heavily increased number of individual personal motorised vehicles in the city; • multi fold increase of daily commuting to the city for work, commercial and leisure activities; • multi fold decrease of urban, sub-urban and inter-regional transport in terms of passenger’s kilometre services;

• large increase of trans-national freight transport and to some lesser extent also seasonal tourist transport that is passing on the motorway around the city.

Those developments resulted in:

• slowed down traffic in the city and dramatic increase of traffic congestions; • increased problems with stand still traffic respectively lack of an adequate capacities for legal parking of vehicles; • increased level of noise above the marginal values; • increased air pollution and frequent violations of EU set and sanctioned air protection standards and related increase of mortality respectively decreased life expectancy; • reduced productivity of labour due to exposition to congested traffic of the daily migrating labour force and related losses in city’s economy; • decreased quality of life in the city that is provoking migration of a part of economically most vital population to surrounding municipalities and thus enhancing daily individual car based migration to the city.

Many of those negative developments are generated and determined by factors that the city respectively its administration can not directly influence and manage, nevertheless the city has till recently failed to respond to negative trends in question by:

• an adequate housing policy that would keep affordable housing for economically most vital yet vulnerable part of population (young families at very first) in the city by an adequate offer of non-profit social housing and by strengthened capacities to prevent speculative real estate and housing business; • a spatial and urban development policy that would concentrate new commercial and residential buildings on the empty or low population density areas within or close to the centre respectively reduce further dispersion of the settlement; • a clearly formulated and comprehensive transport and mobility policy that would be based on “predict and manage” approach rather then on “predict and provide” approach and would rather then supporting further personal car based mobility focus on: o overall calming down of the traffic in the city by extension of reduced speed zones and reduction of speed at certain intersection of main avenues as a general precondition to increase traffic safety, at very first for non-motorised traffic participants; o faster and more dynamic modernisation of public transport services at very first (environmental) modernisation of city bus fleet, better information services for PT customers and earlier introduction of single e-ticketing; o changes of traffic regimes in support of priority of PT (separate lanes regime and strict sanctioning of its violation), walking (extended pedestrian zones) and cycling (for example removal of ban for cycling on main avenues and allowing/enabling counter flow cycling at most of one way streets); o removal of the obstacles and barriers for walking and (utility) cycling in the city at very first by reconstruction of sidewalks and cycling driveways and by better integration of the cycling network in the city as well as by provision of priority of cycling (by introduction of cycling boulevards, cycle boxes, cycle green waves and direct routing of the cyclist through intersections) at main accession corridors to the city centre and/or by establishing; o an improvement of inter-modality by additional P+R facilities, provision of properly located adequate number of weather protected and safe locking enabling bicycle parking facilities at central railway and bus stations, end and main transfer stops of city bus lanes, railway stops within the city and P+R facilities;

o a parking policy that would next to provision of new underground public parking garages in the city centre provide more P+R facilities at the end stops of city bus lanes, intersections of public traffic and motorway ring, parking tariff policy that would even more stimulate parking out of the city centre and stricter sanctioning of parking violation also out of the city centre; o an innovative (sublime marketing, individual mobility marketing) promotion of PT and non-motorised mobility through various on different target groups focused campaigns based on common concept and visual identity of the mobility in the city and its consequent branding on traffic signalisation, transport and mobility press materials and on internet applications; o a reform of city administration that would by joining of jurisdictions, competences, responsibilities, tasks and finances increase capacities and enable better and more comprehensive management of the transport and mobility in the city.

In recent years a substantial progress has been made in a large part also because through the CIVITAS ELAN project that is lead by the City of Ljubljana the city has substantially increased transfer of good EU practices in the fields of sustainable transport and mobility and capacities in the field of sustainable urban transport planning, customer’s tailored public transport, design and introduction of pilot corridor for fast and comfortable public transport, comprehensive utility cycling policy, improvement of (information) services for PT users, promotion and marketing of PT and non-motorised mobility, understanding of congestion charging etc. The ongoing positive changes include:

• the closure of a part of historic centre for motorised traffic, re-design and extension of non-motor traffic/pedestrian zones in the city centre; • the introduction of Urbana e-ticket for payment of PT, car parking and some other services in the city and attempts to up-grade it also for payment of personal train transport and sub-urban bus services; • the extension of some existing and introduction of a new city bus lines (also outside the border of COL); • a substantial increase of safe locking enabling cycling parking racks in the city centre; • the introduction of city traffic wardens, extension of their jurisdiction and competences to sanction traffic violations, increase of their capacities and much stricter sanctioning of illegal vehicle parking on sidewalks, cycle ways and green areas, at least in the city centre; • the decision to implement a strictly sanctioned separate PT lane for introduction of fast and comfortable PT corridor Dragon’s tail (form Stožice sport centre at north of the city to intersection with motorway at exit Barje at south of the city) on existing driveway; • (not yet finished) construction of large P+R facilities at Stožice Sport Centre; • the employment of cycling coordinator of COL, establishment of multi-stakeholder Cycling Platform of COL and design of comprehensive cycling strategy of COL; • a preparatory activities to introduce the first “shared spaces” in the city; • the finalisation of inner city road ring by construction of Fabiani bridge across Ljubljanica river that would also enable closure of main avenue in the city centre (Slovenska cesta) for private motorised vehicle transport and provision of main cycling two way corridor through the centre of the city; • the provision of an adequate technical expertise for sustainable transport planning and management at the level of LUR; • the identification of necessary political, legal and institutional steps for improvement of coordination of transport and traffic and increase capacities for sustainable transport planning and management at the level of LUR. • the design of Mobility Management Plans for the Ministry of Foreign Affairs of RS and for new administrative palace of COL.

Nevertheless those positive trends are still jeopardised by: • a strong predominance of “car mobility culture” within the country; • a vague national transport and mobility policy that is in a large delay in providing information basis and regulatory tools to synchronise PT tariffs and timetables and provides single-ticketing system for a pt services in the country; • a missing “mezzo level” political-administrative (regional self-governance) that would provide solid legal and administrative ground for an adequate design and implementation of transport and mobility policy at the level of LUR and its coordination with national transport and mobility policy; • the dominance of “predict and provide” paradigm in transport planning on the level of the country and at local level; • the ambitions for capital intensive major increase of road infrastructure within the city that can be recognised in most recent master plan of COL; • the plans for change of traffic regimes within the city in order to increase speed and flows for individual motorised transport by extension of one-way street regimes and (re) open the dead end access streets to flow through streets; • a toward projects and management rather then toward policy respectively governance oriented approach of current city top decision makers; • the lack of clearly expressed and strong political will to support reorganisation of transport and mobility activities of the municipal administration and provide strong support to transparent and comprehensive sustainable transport and mobility management in the city; • a weak understanding of the importance of soft measures by top decision and policy makers in the city and consequently their role within a comprehensive mobility policy approach; • a weak understanding of the importance of public participation in change of mobility behaviour and mobility patterns by top decision and policy makers in the city and consequently their role in sustainability of transport and mobility.

Based on above described trends respectively strengths, weaknesses, opportunities and threats and taking into consideration: • the transport related goals and objectives of the Environmental Protection Programme of COL for a period 2007 – 2013; • determination of COL to fulfil criteria of “Healthy City” and “Green City” and • recently proclaimed aspiration of COL to perform as one of the top ten cities on the globe in terms of quality of life and by taking into account the restrictions imposed by financial and economy crisis the draft of Mobility Management Plan of the City of Ljubljana for a period 2011 –2013 is focusing on:

• the improvement of conditions for non-motorised mobility in the city; • the improvement of inter-modality in the city; • the innovative promotion of walking, (utility) cycling and other non motorised transport modes, also in combination with use of PT; • proposing of the measures to increase the capacities for a sustainable transport and mobility planning and management within COL and within LUR.

2. MM Plan

SMART MOBILITY FOR THE CITY OF LJUBLJANA

WP 4 Act. 4.4 Mobility Management Plan for the City of Ljubljana

Prepared for: South Eastern European EU programme Prepared by: Andrej Klemenc Date: November 30, 2010

Organisations / Institutions involved: UIRS, CC, DET, ODPI

Working groups: a) Transport in COL: Aljaž Plevnik (UIRS), Damjana Belak (COL- DUP, Simona Popit (COL-ORPI), b) Non-motorised mobility in COL: Blaž Lokar (Za mesto po dveh), Janez Bertoncelj (COL-CC), Luka Mladenović (UIRS), Gašper Žemva (LKM), Vita Kontić (COL-ORPI)

A. Acknowledgement

I. Table of Contents II. List of Acronyms III. Executive Summary / Overview

II. List of Acronyms

English name Original (Slovene) name Acronym

Cycling Coordinator of COL Kolesarski koordinator MOL CC

Department of Economy and Transport Oddlek za gospodarstvo in promet MOL DET of COL

Department of Urban Planning of COL Oddelek za urejenje prostora MOL DUP

Department of Environmental Protection Oddelek za varstvo okolja DEP of COL

Department of Education and Sports of Oddelek za predšolsko vzgojo, šolstvo in DES COL šport MOL

Office for Development Projects and Služba za razvojne projekte in investicije ODPI Investments of COL MOL

City Traffic Wardens Mestno redarstvo MOL CTW

Urban Planning Institute of RS Urbanistični inštitut RS UIRS

Ljubljana Cyclist Network Ljubljanska kolesarska mreža LKM

City Council of COL Mestni svet MOL CiC

Student Organisation of the University of Študentska organizacija univerze v ŠOU Ljubljana Ljubljani

Faculty of Social Science of the Fakulteta za družbene vede Univerze v FDV University of Ljubljana Ljubljani

Ljubljana Urban Region Ljubljanska urbana regija LUR

Regional Development Agency of Regionalna razvojna agencija RRA LUR Ljubljana Urban Region Ljubljanske urbane regije

Institute for Tourism of COL Zavod za turizem MOL LTO

Master Plan of COL Prostorski načrt MOL MP COL

Ministry of Transport of the RS Ministrstvo za promet RS MT-RS

Ministry of Environment and Spatial Ministrstvo za okolje in prostor RS MoE-RS Planning of the RS

Ljubljana Public Transport Ljubljanski potniški promet LPP

Slovene Railways Slovenske železnice SŽ

III. Executive summary

In recent two decades the city of Ljubljana experienced dramatic changes in increase of traffic flows and in number of registered private motorised vehicles in the city as well as the number of cars commuting to the city, a substantial decrease of share of a public transport and walking in the modal split of the city and a considerable increase of traffic born noise and air pollution.

The document is focused on the improvement of the mobility situation in the city by exploring long time neglected potential for non-motorised mobility in the city respectively by comprehensive actions to reduce obstacles and barriers for walking and cycling in the city and to promote by an innovative approach walking and cycling in the city not as separate mobility modes but as a part of mobility system that is based on priority of public transport, walking and cycling as mutually supportive modes for a sustainable transport system in the city. In doing this document is in large relaying upon assessments and preliminary results of the ongoing CIVITAS Elan initiative. It is taking into account advantages of Ljubljana to relay on combination of public and non-motorised transport as a basis of the mobility in the city: favourable climate, topography, size, density and structure of the settlement as well as solid public transport and cycling network that however both need substantial improvements.

The document also starts from the presumption that due to the economy recession, the financial crisis and relatively high indebtedness of the city large investments in extension and modernisation of the transport infrastructure and transport systems are at least in midterm perspective neither economically sustainable nor politically viable. Mobility Management should be therefore considered not as an additional tool of the transport policy but as a vehicle from present »predict and provide« approach toward »predict and manage approach« in policy making and from shift from the “hard” transport measures toward the “soft” mobility measures. The document however also refers to inadequate policy and administrative capacities in the city and in Ljubljana urban region to design, manage and implement sustainable transport and mobility policy at the level of the city and the region and is proposing activities for capacity building in the field.

The Mobility Management Plan of Ljubljana is well aware of the fact that transport and mobility issues within the city are by large shaped and influenced by both transport dynamics in the region, at national and trans-national level as well as by other policies like local and national spatial development and housing policies. Mobility Management Plan at the level of the city can of course not manage the problems that are out of its scope. It can however provide an approach that is compatible with sustainable transport developments on a broader scale. Unfortunately national transport policy is vague and Ljubljana urban region is lacking legal and administrative substance. The document is however sound with principles of the National Resolution on Transport Policy from 2006 and basic findings and proposals of the expertise on the development of transport system design in Ljubljana urban region that was carried out on behalf of the Regional Development Agency of Ljubljana Urban Region.

Chapter 1 argues why a Mobility Management Plan is an appropriate and relevant tool for a sustainable transport and mobility in the city and brings in foreground relevant local and regional issues as well as its benefits for the community.

Chapter 2 of the document provides: : • a general overview of changes in transport trends within the city and Ljubljana urban region; • a general assessment of transport trends to and within the city; • a brief analysis of the political, the legal and the administrative framework conditions and the transport and mobility policy of the city.

In the absence of explicit policy documents in the field of transport and mobility it takes into account relevant environmental and spatial planning policy documents, transport expertises, activates of the CIVITAS Elan project in Ljubljana, relevant political documents of the City of Ljubljana and the political program of the actual mayor and his election list that has a majority in City Council. In addition it also takes in consideration the present financial and economy situation in the city and nation-wide. At the end of the chapter a SWOT analysis is provided.

Chapter 3 is defining overall goals of the Mobility Management Plan that are anchored in vision of Ljubljana as a healthy green city that ranks between the best cities on the globe in terms of quality of life also due to excellent outdoor quality, low level of noise and very good mobility provided by comprehensive and mutually supporting options of walking, cycling, PT and personal vehicle transport systems through modern inter-modal terminals. It further lists political and policy documents that support that vision.

The implementation activities for achieving overall goals are defined, described in detail and listed in an overview format in Chapter 4 and consists of general calming of the traffic in the city by extension of reduced speed zones in the city, activities and measures to improve infrastructure of cycling and walking in the city and promotion activities in favour of increase of for non-motorized transport in the city. Further on each of the activities is described in detail with a standardized format that defines goals, target groups, time frame, actions, sub- actions, support, budget, responsibility and indicators.

Chapter 5 provides targets and indicators, methods of data collection or data sources, responsibility and monitoring period for the measures as defined by MAX Sumo support programme.

The conclusions of the document are listed in Chapter 6 and are putting forward necessity of good quality and corporate identity of transport infrastructures and systems in support of walking and cycling as a necessary precondition for successful promotion campaigns aimed to change mobility behaviour and patterns. A need for clearly formulated and transparent transport and mobility policy at all levels and the need of concentration and increase of capacities to define, design and implement transport and mobility in the city are once again underlined. Last but not least the document pledges for a participatory further elaboration of the mobility management measures and activities in the city.

Chapter 1: Introduction

This document was designed as a part of the project South Eastern European Mobility Management Scheme by the Ljubljana Office of the Regional Environmental Centre for Central and Eastern Europe in cooperation with local partners of the project CIVITAS Elan that is aiming to improve mobility in the partner cities and sustainability of their transport systems by transfer of information and know how from the EU level and is lead by the City of Ljubljana. Within an informal process the information inputs have been provided by DET, DUP, DEP, CC, UIRS; LKM, LPP and at very first by the partners of CIVITAS Elan project in Ljubljana. No formal consultative process on the document has been carried out yet.

1.1.1 Why sustainable transport and MM plans?

Next to large benefits to the economy and society in general in terms of providing high level of mobility of goods, services and people the modern transport infrastructure and vehicles has a large negative impact on natural and physical environment and human health that have been to long neglected and might have – taking into consideration the transport sector as the largest emitter of the greenhouse gases in the developed world and a sector with fastest growing emission within developing countries – a fatal adverse impact on human induced climate change. In addition in most of the developed countries more transport do not provides neither a better economy performance nor a better mobility. On the contrary a capital intensive investments in a transport infrastructure and systems are undermining efforts of governments to consolidate national budgets and provide resources for necessary structural reforms of economy. In addition costs of traffic jams, traffic born emission mortality and lost of bio-diversity is contributing to the negative balance of motorised road vehicle transport modes. Those negative aspects of modern transport infrastructure and systems can only be on a limited scale and not fast enough to catch up with urgent demands of climate mitigation improved by introduction of more efficient and cleaner vehicles and smarter infrastructure. A quick and radical shift is needed to reduce a need for further expansion of transport. This can be done without reduction of mobility at very first by full exploration synergies from combined use of existing travel modes. The potential of the later can be however fully explored only by improving long neglected need for least costs infrastructure improvements for non-motorised mobility in urban areas – the largest attractors and generators of transport nowadays.

Mobility Management is a new approach in dealing with transport and mobility issues in urban areas that is focused on improvement of inter-modality and change of mobility patterns in favour of public and non-motorized transport modes by delivering comprehensive and easy to access information to the transport system users, improving transfers between different transport systems and travel modes and providing motivation and incentives for use of public and non-motorized transport systems. Rather then on extension of transport infrastructure and systems in general it is focused on comprehensive small scale improvements that enables adjustments and improves coordination between different parts of transport system in order to maximize advantages of each single mode of mobility respectively to diminish mental, information, system and technical barriers for public and non-motorized transport modes where they have considerable advantages over individual private vehicle transport modes.

A Mobility Management Plan at the city level should provide a clear picture on transport trends and legal, administrative and political framework conditions in the field of transport and mobility in a city and should deliverer a comprehensive set of measures and actions aimed to improve mobility in the city that is primarily based on »soft measures« and

necessary investments to improve non-motorised transport modes and transition between different transport modes in an urban area (inter-modality).

1.1.2 Local/Regional issues

In recent decade mobility in Ljubljana is becoming one of the main issues due to: • heavily increased number of individual personal motorised vehicles in the city; • multi-fold increase of daily commuting to the city for work, commercial and leisure activities; • multi-fold decrease of urban, sub-urban and inter-regional transport in terms of passenger’s kilometre services; • large increase of trans national freight transport and to some lesser extent also seasonal tourist transport that is passing on the motorway around the city.

Those developments resulted in:

• slowed down traffic in the city and dramatic increase of traffic congestions; • increased problems with stand still traffic respectively lack of adequate capacities for legal parking of vehicles; • an increased level of noise above the marginal values; • increased air pollution and frequent violations of EU set and sanctioned air protection standards and related increase of mortality respectively decreased life expectancy; • reduced productivity of labour due to exposure to congested traffic of the daily migrating labour force and related losses in economy of the city; • decreased quality of life in the city that is provoking migration of a part of economically most vital population to surrounding municipalities and thus enhancing daily individual car based migration to the city.

Many of those negative developments are generated and determined by factors that the city respectively its administration cannot directly influence and manage

1.1.3 Benefits for the community

By mobility management the COL can achieve and provide considerable benefits such as:

• reduced traffic congestion in the city; • improved mobility within the city; • reduced costs of delivery delays of goods and services and reduced labour productivity due to transport to work stress; • reduced demand on providing new road and parking infrastructure in the city; • decreased level of noise and emitting of air pollutants; • improved quality of life in the city and health of its residents due to less polluted outdoor air, lover level of transport noise, lower exposure to stress in transport and increase of activities that prevents respiratory, cardio-vascular and metabolic diseases; • improved attractiveness for tourists; • improved attractiveness of the city for economically vital population.

1.1.4 The planning process

The capacities of COL for transport and mobility are weak and inadequately organised in terms of division of jurisdictions, competences, tasks, finances and intra-department cooperation. There is neither strong legal basis nor clear political support for mobility management within the COL. Most of the transport planning is taking part within urban and spatial planning, at very first within Master Plan. COL does not have a straight, clearly defined and transparent transport policy. In recent time political and administrative capacities for transport at COL have been overwhelmed by: • the design and adoption procedure of new Master Plan and Implementation of COL Master Plan; • the provision of the expert basis for sustainable transport planning in LUR; • the implementation of CIVITAS ELAN project activities of COL.

Thus since the beginning of the SEE MMS activities on the Mobility Management plan for COL in spring of 2010 there have not been any free capacities at the level of COL to take a direct active part in designing this document. Therefore the document in question has been produced as a kind of side-product of the activities undertaken within the process of adoption of Implementation Master Plan of COL, activities related to implementation of CIVITAS ELAN project in COL and informal consultation on different aspects of transport and mobility with the measure leaders of CIVITAS ELAN in COL and other transport and mobility experts in the city.

Chapter 2: Feasibility / Existing Conditions

2.1 Current mobility/transport situation and trends

The volume of passenger’s transport in Slovenia is permanently increasing while public transport is in decline

The volume of passenger’s transport in Slovenia – at very first personal car transport - is permanently increasing. In recent decade however the share of bus transport has significantly decreased, the number of railway passengers is slightly increasing while since 2002 one can observe fast growth of the number of air passengers.

Image 1: The Development of number of passenger's kilometres in Slovenia in public line bus transport (blue line), on railway (yellow line) and by airplanes (brown line) since 1991 (the data for rail and air transport from 1991 are including the transports in former Yugoslavia)

Source: Environmental Agency of RS; http://kazalci.arso.gov.si/?data=indicator&ind_id=240

One car per two people

At the end of 2008, slightly more than 1,343,000 vehicles were registered in Slovenia, of which almost 1,309,000 motor vehicles and almost 35,000 trailers. In 1990 approximately 600 000 private vehicles were registered. Until nowadays this number has almost doubled. At the end of 2008 there were more than 1,045,000 passenger cars (excluding special passenger cars) registered in Slovenia. This is equivalent to 514 cars per 1000 population. If we take into account only passenger cars used by natural persons (989,332), 487 passenger

cars were registered in Slovenia per 1000 population1. With respect to this figure Slovenia is ranked 8 out of 27 EU member states.

Image 2: Number of vehicles at the end of the year and number of first registrations, Slovenia, 1998 - 2008

Source: Statistical Office of the RS, http://www.stat.si/eng/novica_prikazi.aspx?id=2367

Image 3: Number of residents (blue line) and number of persona cars (yellow line) in Slovenia

Source: Environmental Agency of RS; http://kazalci.arso.gov.si/?data=indicator&ind_id=77

The share of household expenditures for transport is among the largest in the EU

1 The data source: Statistical Office of the RS, http://www.stat.si/eng/novica_prikazi.aspx?id=2367 15

Due to its dispersed structure of settlement that is demanding a lot of commuting for daily needs, high level of motorisation, relatively costly public transport and dominance of car mobility culture the share of costs for transport is ranking Slovenia on 3rd place in the EU.

Image 4: Share of household expenditures on personal mobility in individual European countries in 2007

Source: Final consumption expenditure of households by consumption purpose, Eurostat, 2009

Ljubljana is at the centre of transport and mobility issues in the country

Slovenia is a transit county both for freight and to some lesser extent also for passengers transport. Ljubljana is situated in the centre of the country at intersection of two important EU transport corridors – corridor V and corridor X thus it is directly and indirectly affected by large volume of trans-national freight and tourist transport that is passing by on the motorway ring around the city.

The municipality of Ljubljana has 275,000 inhabitants and the total area of 271.67 km² whereas 240.000 are actually living in the city. Historic centre of the city where most of political, administrative and cultural institutions are situated has the highest density of population with 25.000 people who are living at 5 sq. kilometres.

The number of registered motorised vehicles in the municipality in 2008 exceeded 160.000 vehicles, out of this 130.000 are personal cars owned by natural persons.

Image 5: Transport positioning of Ljubljana and its urban region

Source: Expert basis for development of PT in LUR (Strokovne podlage za razvoj javnega potniškega prometa v LUR),

As Ljubljana, the capital and the largest city, is a political, administrative, commercial, science and cultural centre of the country, it provides best employment opportunities and largest shopping, leisure and sport facilities nationwide. For those reasons Ljubljana is a large attractor for daily commuting to work, shopping and/or leisure also beyond the borders of Ljubljana urban region.

Taking into account 130.000 vehicles that are situated in the city and the state of transport infrastructure in the city the results are more and more frequent traffic congestions, slowed down average travel speed and increased air pollutants emissions from the transport within the city, to the city and trans-national transport passing by the city.

Next to the high costs of living in the city also increasingly reduced mobility in the city together with the noise and increasing air pollution are the drivers for migration of at very first young families to neighbouring municipalities.

As a consequence of those developments in average around 130.000 motorised vehicles are coming to the city every working day whereas at peak the number can reach 160.000 vehicles. The data of the Slovenia Roads Agency shows that the largest numbers of vehicles per day at the national roads are registered on the motorway ring around Ljubljana with a yearly average of 68.000 vehicles/day at the most frequently occupied section between Brdo exit and Kozarje intersection.

2.2 Local /regional current transport policies and strategies

Local level

The city does not have a clearly defined, comprehensive and transparent transport strategy nor development policies for specific transport modes and/or sectors.

At the normative level the goals and objectives are in the best (and a SMART) way presented within “Environmental protection programme for the city of Ljubljana for the period 2006 – 2013”. As one of the four strategic goals for the period 2007 – 2013 it lists establishment of the system of sustainable mobility with following operational goals:

• The share of public transport should increase from 13% in 2006 to 30% in 2013. • The share of non-motorised transport should be increased for 20% till 2013. • The need for motorised mobility should be reduced. • Trans-national road transport on the motorway ring of the city should be till 2013 reduced to level of the year 2000. • Freight transport distances within the LUR should be reduced for 20% till 2013 taking into account the baseline from 2006; • the transit road transport should be till 2013 reduced to the year 2000 level.;.

The following measures are envisaged to be implemented in order to meet the goals in question: • adaptation of public transport lines to new settlements patterns in the region, new P+R capacities; • integration of the existing rails in the city into urban public transport system through integrated terminals; • introduction of separate lanes for public transport; • congestion charge, smart ticketing, smart information displays etc are planned; • appointment of cycling coordinator for COL; • extension of the pedestrian zones and integration of the cycling network; • new facilities for safety parking of the bicycles in the public spaces and in multi-flat apartments; • web-site on urban cycling in COL; • phasing-out of motorised transport in the city centre; • increased standards for provision of a public transport, cycling paths, tourist cycling routes and walking routes; • concentration of all administrative services of COL at one spot etc.; • working out the program of transfer of freight transport from roads to railroad • improved logistics of the freight delivery to the city centre etc.

All measures are described in a tabularise format with identified implementing agencies/companies and deadlines for implementation.

Although the document has been adopted by the City Council of Ljubljana it had however not been developed in a close cooperation with the city’s urban planning and transport departments. Therefore it lacks the substance for its implementation.

Transport and Mobility in political documents of actual political decision makers in COL

Since previous (2006) and recent election (October 2010) transport and mobility policy of the city is shaped by the programme of the major Mr. Zoran Janković that aims to place Ljubljana among 10 best cities in terms of quality of living worldwide. Modernisation of city bus fleet with introduction of natural gas driven buses parallel with separate lanes for buses and high occupancy vehicles and IT systems for advance traffic of busses on traffic lights is envisaged. Further on the document pledges for introduction of self-service city bike scheme, liberation of the city centre from the parked cars by construction of large underground pubic garages, extension of pedestrian zones in the centre, start of construction of new inter-modal passenger’s terminal and new P+R facilities at exits from the city's motorway ring. If the measures in question will not improve the quality of the air to a level of compliance with EU requirements according to the programme in question a congestion charge might be implemented in the centre of the city.

Regional Level

In practice Slovenia does not know the governance at regional level. Regions only exist as merely statistical units or through different project and services that are based on voluntary co-operation of interested municipalities.

The lack of regional governance is a huge problem from the point of view of transport and mobility management in Ljubljana since the city attracts huge daily migration to work predominantly but not exclusively from large area around the city that is called »Ljubljana urban region«. Around half a million of people are livening in LUR which is approximately double of the population of the capital. As a co-ordination tool and at very first as the developer of the regional development projects suitable for EU (co) financing the municipalities from the region established in 2001 the »Regional Development Agency of the Ljubljana Urban Region«

Image: Synthesis map of the region

LUR Regional Development Programme (RDP) 2007 - 20132

Image: Modal split in LUR in 2003

MODAL SPLIT IN COL IN 2003

motorbike; 0,30% walking; 19%

bicycle; 9,90% car ; 57,70%

PT; 13,10%

Source: Household survey of 2003, Author: Andrej Klemenc

LUR Regional Council – i.e. the mayors of all municipalities in Ljubljana Urban Region – adopted on 17 April 2007 the LUR Regional Development Programme 2007 – 2013 which was till the end of the year confirmed by the Government Office for Local Self-Government and Regional Policy of the RS. The programme among others also aims to assure that till 2013 at least 80% of the people living in the area will have access to public transport within 300 m of air distance.

In the chapter in the section 16 »Accessibility for human well being« the programme is defining the problem of transport and mobility as it reads:

»One of the main characteristics of Ljubljana Urban Region is its process of sub- urbanization, which was further accelerated by the construction of a highway ring around the capital and by construction of Slovenian highway cross. In comparison with other capital cities, the traffic situation in Ljubljana is not favourable, which is caused by the fact that traffic density in the region is increasing due to the increasing number of personal vehicles as well as of ever-growing quantity of transitional freights in the framework of trans-European corridors, which is further causing traffic congestions and consequently negative impacts on the environmental quality of life. The arising urban structures are adapted to the use of vehicles and therefore additionally promote the rise of traffic. Due to these facts, the supply of public transportation is declining which is further causing the reduction in mobility of people who do not have their own means of transportation (disabled, elderly people, youth), as well as it is contributing to the increase of their social exclusion. Consequence of these processes is heavier investment into the road infrastructure financed by state and local authorities, which is further contributing to the increase in the number of vehicles and so to the worsened state of traffic safety. In this regard, measure that would improve accessibility was presented by the Reform Council as it was seen as a concept that could contribute to the greater development of the region when interlinked with other regions«3.

Image 6: Road transport flows in Ljubljana urban region (in vehicle per day average)

2 http://www.rralur.si/fileadmin/user_upload/razvojni_dokumenti/prevedeni_RRP_LUR_20_04_07_1_10_07.pdf 3 Ibidem, page 34 20

Source SURS [1], DRSC [2]; Image: OMEGA consult, dodo., 2008)

In order to address the issues in question the program sets the following goals:

• to improve efficiency of public transportation by improved spatial planning; and concentration of settlements, services and employment opportunities around the public transport networks; • to improve the quality and competitiveness of public transportation by the use of single ticket and advancement of inter-modal forms of transport; • preservation of road drivability by reduction of road traffic growth and by reduction of the investment needs in new roads and parking lots; • reduction of air pollution, noise and greenhouse gas emissions.

Further the programme lists and describes the time framed activities and partners in charge for their implementation in the following areas:

• Regional spatial development design – regional master plan (traffic part) • Establishment of Regional regulatory body for public transportation • Provision of Common timetables and linkage of parking lots • Construction and organization of inter-modal centres at railway stations and stops • Implementation of the flexible forms of public transportation in rural and suburban areas • Construction of high capacity public transportation forms

Image 7: The Public Transport System Plan for 2027

Source: Preparation of an Expert Basis for the Management of the Public Transport in the Region, OMEGA consult, d.o.o., 2008

Expert basis for Management of the Public Transport in the LUR

In 2007 the Agency commissioned two expert studies on the future development of the transport in the area called »Ljubljana Urban Region«. The study “Preparation of an Expert Basis for the Management of the Public Transport in the Ljubljana Urban Region”4 is important especially due to the encouraging of sustainable forms of transportation in the urban environment. One of the key goals of the project is that through understanding transportation and the need for public transportation, they shall acquire a basis for planning the corridors for public passenger transportation according to the development of settlement and activities in the region, which will enable economy and efficiency of public transportation. The study states that improvement of the mobility and air quality in the region could be only achieved by reduced use of private cars and provides expert basis for a new concept of the transport in the region that should be completed till 2027 and based on public transport. To achieve shift to public transport in the region the following measures are envisaged:

• restrictions and/ or charges to the access to the centre of Ljubljana by a private car (in individual use); • development of modern public transport based at very first on: o priority of (city) buses to the centre main transport corridor in the city and to the city; o establishment of inter-modal centres for transfer from personal cars to bus and rail public transport (and the opposite) on main road and rail corridors to the city; o construction of at least 12l P+R facilities at entrance points (“gates”) to the city with at least 25.000 parking spaces in total.

• Support to switch to non-motorised modes of commuting, at very first cycling in the city plus “B&R” facilities

4 http://www.rralur.si/en/projects/traffic/ 22

Further on the study is putting straight forward that this kind of strategy can not be implemented without gradual development of the capacities for transport management in the region, starting in 2010 by establishment of coordination body for public transport in the municipality. Within the second phase the municipalities should start to implement commonly agreed measures while “the region” should represent its interest at the level of national policy making on transport. Within the third phase ad-hoc coordination body should be transformed into a) Regional Agency for PT that is in-charge for coordination of different aspects of sustainable transport and mobility management in the region. b) An independent regulatory body at the level of the region.

The implementation of the third phase is however only possible by adequate changes in legislation at a national level.

2.3 State and national issues

Vague national transport policy Lack of comprehensive, well-structured and transparent transport policy that would provide a strong basis for mobility management is evident also at the national level. The Resolution on transport policy of Slovenia from 2006 as a main policy document in the field brought new EU sound wording and indeed contains many phrases on sustainable transport and mobility. But it is a vague document without any SMART or at least more precisely specified goals and objectives.

Modernisation of obsolete railway infrastructure as precondition to transform Slovenia in Logistic Platform of CEE and SEE An important shift in transport policy however happened in 2009 by changing regulation on budget spending of the money collected by motorway tolls that can be afterwards spend also for financing the obsolete railway infrastructure in the country. However the rational behind is exclusively related to establishment of Slovenia as a logistic freight platform for Central and South Eastern Europe. Nevertheless the railway passenger transport will share some collateral benefits out of the activities in question.

The settlement structure as well as housing, income and tax policies are supportive to use of a private car It is however not only the transport policy that is generating more and more demand on personal car mobility. Extremely high prices of real estate, especially smaller apartments in Ljubljana (and other larger cities) and a failure of the policy to provide and adequate number of non-profit apartments for tenants as an intervention to keep market price of real estate down and as a measure to increase flexibility of labour force without necessary increasing a demand to more commuting to work are forcing at very first young families with parents employed in Ljubljana (and other larger cities) to invest in real estate at a distances out of affordable public transport services. On the other side the regulation on compensation of travel to work costs which as a non-taxed income also serves as a kind of compensation for over-taxed labour is again stimulating the use of private car commuting5. Both the housing policy and labour income policy are important drivers for unsustainable mobility and transport, however the negative impacts of both are reinforced by an inadequate – if not absent – public transport policy of the country. A cultural “addiction to private car” is at system level anchored in and reinforced by transport policy and related policies (housing, labour taxation) that are framing mobility context in the country.

5 However, at the same time it has also a potential to stimulate car pooling since in case of pooling the individual benefits for comming to the job in someboy elses car but being retributed as for coming with your own car is evident. 23

Delayed introduction of integrated and coordinated public transport Since 2007 the Ministry of Transport is carrying out the project of introduction of integrate passenger transport aimed to improve the supply of public transport in the country, financed from EU cohesion fund and national budget. At present 4 phases are concluded: zoning and tariff system, integrated data basis for timetables and passengers’ shift in PT. However the analysis of legal framework for integration of PT and economics of zones are still missing. Although the Ministry of Transport has a clear legally binding task to provide uniform base of timelines and tariffs of the concessionaires of the public transport, coordinate and rationalise timetables and introduce single ticket those tasks seem to be postponed according to the principle “not in my mandate”.

Policy focus on large infrastructure projects The problem of the transport policy (and other infrastructure policies like energy policy for example) in the country is general that is shaped by focusing rather on large state supported and/or guaranteed projects (at very first “construction of national highway cross”) as on a comprehensive sets of “hard” and soft measures to achieve the proclaimed goals and objectives. This kind of policy is dominated by infrastructure and systems planning experts and large road construction companies that have indeed captured the state and its institutions.

2.4 Sustainable mobility and transport in Ljubljana

Image 8: Modal split in COL

MODAL SPLIT IN COL IN 2003

motorbike; 0,30% walking; 19%

bicycle; 9,90% car ; 57,70%

PT; 13,10%

Source: Household survey of COL of 2003, Author: A. Klemenc

Lack of adequate transport and related policies in support of a sustainable mobility at the level of state has a huge impact on Ljubljana, which is – as a national political, administrative and cultural capital, and as the largest area of employment, shopping, sports and entertainment – also the largest attractor of the traffic in the country. Ljubljana attracts daily commuting to work, shopping and leisure not only from other municipalities of LUR that are but literary from all the parts of the country.

The construction of shopping molls at the outskirts of the town that started in mid 1990ies increased both travelling to the city and within the city. Nevertheless the city is not yet experiencing traffic jams at the frequency and volume of most of larger cities in Western Europe, however the average speed and mobility are decreasing and the problems with stand still traffic and air pollution are increasing, too.

Public transport At present the collective public transport in Ljubljana is operated by public company Javno podjetje Ljubljanski potniški promet, d.o.o.(LPP, d.o.o.) which is a limited liability company. 24

On 250 km of bus lanes in the city LPP operates 23 city bus lines by 205 relatively modern buses. The sole owner and founder of LPP, d.o.o., is JAVNI HOLDING Ljubljana, d.o.o. The transportation of passengers in public urban and interurban traffic is carried out within the regime of a public utility company. The network of lines covers approximately 93.3 percent of the urban area of COL, which means that 93.3 percent of the households in Ljubljana is less than five hundred metres away from the first bus stop, which is the European standard.

Since 1990ies the public transport is in a slow but permanent decline. In 2001 it transported 95 million passengers however in 2009 the number decreased to 83 million. In 2006 Ljubljana has 611 cars per 1000 inhabitants whereas the number for the urban region as a whole is 608. In 1994 the number of the personal cars commuting to the city was 97.000 per day while already in the year of 2000 reached 120.000 and nowadays exceeding 130.000.

The city has failed to counterweight increasing pressure of individualised car mobility by adequate measures to increase speed and comfort of the urban (bus) and suburban (bus and rail) like introduction and/or sanctioning of violation of separate bus lanes, priority of buses on traffic lights and faster modernisation of the city bus fleet. A significant step forward was however done in 2009 by introduction of e-ticket Urbana that can be next to paying city bus transport also used for paying parking fees as well as cultural and certain tourist services in the city.

The first corridor for fast and comfortable pubic (bus) transport on the North-South axis is planned within the project CIVITAS ELAN and should start in the autumn of 2011.

Cycling

Image 9: Accessibility of the centre of Ljubljana by bicycle at average speed of 17 m/h (Blue circle: 15 minutes, red 10 minutes, yellow 5 minutes)

Author: A. Plevnik, UIRS, 2008

Ljubljana topography, geography and structure of the settlement are favourable for bicycle commuting within the city. The distance from the centre to the inner outbound that is shaped by motorway ring around the city never exceeds 5 km thus in practice 2/3 of the distances within the city are accessible by bicycle within a half an hour journey. Within the city there is approximately 160 km of cycling tracks and lanes. In spite of quite impressive length of cycling infrastructure in the city the quality of cycling network is relatively poor due to lacking connectivity, interrupted sections, poor transferability of the city centre by bicycle, narrow lanes, obstacles on track and lanes, dangerous intersections, potholes etc.

Exact share of cycling in modal split of the city first needs to be find out, however it is estimated at 8 – 10 %, while recent observations suggest that the number of cyclists is growing, most probably due to strict sanctioning of illegal parking in the city and increased traffic jams in the centre.

Since 2005 the number of racks that enables safe locking of a bicycle in the city centre tripled (but is still not sufficient). Poor facilities for safe and from weather protected parking for bicycles at main railway station and at end and main bus stops are still an obstacle at very first for those interested to combine cycling and public transport.

Within the project CIVITAS ELAN the comprehensive cycling strategy for the city has been designed based on a participative multi-stakeholder process, however the document still needs to be approved by the City Council of Ljubljana that is foreseen in the first quarter of 2011.

In spring of 2011 modern self-service bicycle hire system will replace existing public rent a bike scheme that requests classical renting procedure and request to return rented bicycle at the spot where it was hired.

Parking policy Since early 1990's the growth of individual motorised transport in Ljubljana and to Ljubljana has also created large problems for parking of the cars both of the residents and the visitors (commuters, tourists). With a single exception of not yet finished P+R facilities at the new Stožice sport and shopping centre the city failed to new assure P+R facilities, partly due to delays of adoption of the new National Master Plan. Thus the car commuters are forced to

search available parking within the city, however the problem is that the number of cars in search for parking exceeds available parking spaces. For many years illegal parking on the side walks, bicycle paths and on the green areas have been a common and rarely sanctioned practice. Since 2006 the city authorities however diminished free pubic parking lots in the centre and started to strictly sanction illegal parking. Nevertheless since the number of cars in the city and driving to the city is still increasing whereas capacities for legal parking are not sufficient. This policy has increased pressure on parking areas in the other parts of the city, especially in large residential areas in the vicinity of the city centre. This was leading toward increased conflicts between commuters that are now trying to find a free parking space within one or the other residential neighbourhoods and the residents who consider the public parking lots in front of their apartments as their property.

Walking Ljubljana is a relatively compact city and most of main political, administrative and cultural institutions are situated in the city centre where there is due to structure of historical centre with narrow roads little space for motorised traffic, which means low travel speeds, and few parking spaces. For the same reason in the historical centre the average speed of PT is low while at the same time the cycling paths are narrow and/or interrupted. In recent tie conditions for walking in the centre also improved due to stricter sanctioning of illegal car parking on the sidewalks. Walking is thus most convenient way of mobility in the historical centre. The share of walking in modal split of the city is therefore with 12% above the share of PT or cycling. In recent time the conditions of walking in historic centre improved due to extension of pedestrian zones in the core. On the other hand in certain parts of the city the conditions for walking are poor due to narrow sidewalks while at the shopping mall at Rudnik walking can be considered dangerous.

Intermodality Due to poor P+R and B+R facilities (few bicycle parking racks at main bus and railway station and at end and main stops of the city buses lines), lack of central inter-model terminal and relative distant main city bus transfer stop from main bus and railway station changing of the travel modes in Ljubljana is in most cases not convenient. Also in terms of information service one can not obtain neither on internet nor on information desk offices information on trains, inter and intra-regional buses and city bus on a single spot. The situation should improve with the construction of new integrated central passengers’ within Emonika City Centre at the location close to actual main railway and bus station, by new P+R facilities and by weather protected safe bicycle locking enabling rack at the end and the main stops of the city buses.

Transport and Environmental Protection Due to its position in a basin Ljubljana is suffering from air pollution at most in winter periods of thermal inversion of air temperatures that are due to emissions of aerosols and fine particles leading to smog. Nowadays the transport is also in Ljubljana the first and the most important source of air pollution. The transport sector is the only sector in the city with continuous growth of emissions of CO2, SO2, NOx and finch particles PM10 and PM2,5 while the emissions of methane (CH4) and volatile organic compounds (VOC ) from traffic are in decline. Substantial part of air pollutants however originates from trans-national freight transport that passes by on motorway ring of the city. The concentrations of air pollutants on the main transport corridors in the city are regularly exceeding marginal values. Since the city and the state has failed to proceed in time to the EU Commission an action plan how to successfully address the issues of exceeding excessive air pollution in Ljubljana (and in the other cities in Slovenia with identical problems) Slovenia is under the threat to be subjected to EU non-compliance fines.

2.5 Roles and responsibilities

2.5.1 Administration of COL and public companies founded by COL

2.5.1.1 Urban Planning Department6 The department has jurisdictions and competences for transport planning and setting of transport infrastructure in urban planning documents as for example Master Plan of the City of Ljubljana and Implementation Master Plan of the City of Ljubljana. It also coordinates activities in question with the Directorate of Spatial Planning of the Ministry of Environment of RS.

2.5.1.2 Department of Economy and Transport7 The department is in charge for carrying out operational task in the field of transport – including construction of transport infrastructure in the city that is in owned by and/or under jurisdiction of the city. The construction activities are coordinated with LPP in order to assure uninterrupted city bus services. The department also defines traffic and parking regimes in the city.

2.5.1.3 Environmental Protection Department8 The department is responsible for monitoring and reporting of air pollution and noise in the city and in charge for awareness rising on transport and environment and for proposing measures to improve the quality of physical environment in the city

2.5.1.4 City traffic wardens9 City traffic wardens are monitoring and controlling traffic regimes in the city including parking regimes and are executing sanctioning of violations of the regimes.

2.5.1.5 Office of Development Projects and Investments10 This office prepares and manages development projects in the filed of sustainable transport and mobility management. At present it is managing CIVITAS ELAN project aiming to improve sustainability of the transport in the city by transfer of information and know how from the EU level and by pilot and demonstration investments in public transport facilities and equipment and in different Mobility Management measures. Within the framework of CIVITAS ELAN project the Office also employed Cycling Coordinator of COL who is in charge for preparing Comprehensive Cycling Strategy of COL and coordination activities for its implementation as well as information point for citizens on cycling in the city.

2.5.2 Public Holding Ljubljana Ltd.11 PHL is a founder and a sole owner of a public company LPP - Ljubljana Passenger’s Transport Ltd. that is providing urban and interurban transportation of passengers within a regime of a public utility company?

2.5.3 Public company Parking and Markets Ljubljana12 Parking and Markets Ljubljana managing parking in the city including collection of parking violation fines and is carrying out mandatory public service of maintenance of the municipally owned road infrastructure.

6 http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/urejanje-prostora/ 7 http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/gospodarske-dejavnosti-promet/ 8 http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/varstvo-okolja/ 9 http://www.ljubljana.si/si/mol/mestna-uprava/prekrskovna-organa/mestno-redarstvo/ 10 http://www.ljubljana.si/si/mol/mestna-uprava/sluzbe/razvojni-projekti-investicije/ 11 http://www.jh-lj.si/en/holding 12 http://www.lpt.si/en/ 28

2.6 Other stakeholders

2.6.1 Slovene Railways – Slovenske železnice (SŽ)13 The passenger division of state owned public company operates railway passenger’s transport. Since Ljubljana is the central and the largest railway crossing in Slovenia where EU transport corridors V and X intersect are SŽ also important provider of public transport service for daily commuters and to a far lesser extent also for tourist that are coming to Ljubljana. Slovene Railways also owns and operates the main railway station in the city and providing information services on national and international railway transport. SŽ are involved within the activities to up-grade different e-ticketing systems in the city and in the country into a single e-ticket scheme. Slovene Railways are also one of the partners of Emonika City Centre project that should in a form of a private public partnership also provide a new passenger’s terminal with new bus and railway station and passenger’s and tourist information centre close to the location of the present main train and bus station.

2.6.2 Urban Planning Institute of the Republic of Slovenia - UIRS14 This institute is a research and consultancy public research organisation, internationally recognised in the fields of urban and regional planning and related disciplines. It is partly financially supported by the Slovene Government and is also carrying out research and consultancy activities for COL in the fields of sustainable transport and mobility management. Within the Civitas Elan project it is in charge for development of Sustainable Urban Transport Plan of COL and is providing support in design of certain other measures of the project.

2.6.3 Regional Development Agency of the Ljubljana Urban Region – RRA LUR15 Established in 2001 by the City of Ljubljana and 26 other municipalities form central Slovenia with the total population of around 0,5 million inhabitants in order to supports economic, social and cultural activities in the municipalities of central Slovenia. The main aim of the Agency is to provide support for prominent and high quality projects in the field of regional development and all the necessary information for their effective implementation into everyday life. RRA LUR is also in charge to carry out necessary activities for a (public) transport planning and management in the region as well as activities supporting regional master plan that is a precondition for sustainable transport planning in the region.

2.6.4 Omega Consult Ltd.16 Omega Consult is an inter-disciplinary research and consulting company which is also active in the fields of transport economics, safety, planning and modelling, road construction and management and mobility. The company, which is also active in some other countries of former Yugoslavia, is providing large variety of studies, elaborates, plans etc. in the field of transport for Ministry of Transport, Slovenia Road Agency, DARS – Motorway Company in the Republic of Slovenia and some municipalities. In 2008 the company was commissioned by RRA LUR to provide a study on expert basis for the management of the public transport in the Ljubljana Urban Region. The study provides a basis for further steps in transport and mobility planning and management in the region.

2.6.5 Institute of Traffic and Transport Ljubljana I.I.c. - Prometni inštitut Ljubljana, d.o.o.17 The Traffic Institute Ljubljana I.I.c. is a research organisation founded by Slovenian Railways. It conducts research and development projects in all traffic modes applied to the domestic and foreign market. The company specialises in research and development of transport

13 http://www.slo-zeleznice.si/en/passengers 14 http://www.uirs.si/index.asp?jezik=GB 15 http://www.rralur.si/en/agency/ 16 http://www.omegaconsult.si/ 17 http://www.prometni-institut.si/?id=3&lang=en 29

technology, infrastructure, transport economics and law, transport related IT&T as well as in elaboration of investment documentation, at very first for rail transport.

2.6.6 PNZ Ltd.18 Established already in 1953 the company is specialised in planning and designing traffic systems, motorways and bridges as well as in transport ecology and safety. Its Traffic Department prepares traffic studies and analyses, which at a later stage enable proper dimensioning of road networks in view of traffic flows. The Roads Department produces mainly comparative studies, design projects and main projects for roads and motorway companies. Activities also cover urban traffic infrastructure designs and traffic ecology (noise, gases). Commissioned by the Motorway Company in the RS the company also carried out analysis of future traffic flows in the motorway ring around Ljubljana and solutions to improve traffic flows around and to the city.

2.6.7 The Regional Environmental Centre for Central and Eastern Europe – Ljubljana Branch Office (REC Slovenia)19 REC Slovenia is a branch office of the Regional Environmental Centre for CEE20 which is an international organisation with a mission to assist in solving environmental problems in CEE region by promoting cooperation among governments, non-governmental organisations, businesses and other environmental stakeholders, and by supporting the free exchange of information and public participation in environmental decision making. REC Slovenia has expertise in policy analysis and citizen’s engagement in various fields of planning and policy making. Within the framework of CIVITAS ELAN project it consults and assists COL in citizen’s engagement in sustainable urban transport plan, comprehensive cycling strategy, improvement of PT services and it is in charge for design of individualised mobility management campaign and is assisting the design of comprehensive cycling strategy. In 2010 REC Slovenia also initiated establishment of CIVINET Slovenia.

2.6.8 The Cyclist Platform of the City of Ljubljana21 The Cyclist Platform of the City of Ljubljana was established in the summer of 2009 as a form to enable public participation in design of the Comprehensive Cycling Strategy of COL, which is one of the activities of the Civitas Elan project in Ljubljana. The platform constitutes from the representatives of relevant departments and services of COL, research institutions in the fields of urban planning, transport and mobility and cycling and environmental NGOs. It is managed and coordinated by the cyclist coordinator of COL with support of REC Slovenia

2.6.9 Ljubljana Cyclists’ Network22 Ljubljana Cyclists’ Network is a non-for profit civic association focused on improvement of cycling conditions and promotion of cycling in the city as well as for promotion of sustainable mobility in general. In spite of not having professional staff it is very active in the field of identification and removal of obstacles and barriers for cycling in the city and in promotion of cycling as a sustainable mode of urban commuting.

2.6.10 Coalition for Sustainable Mobility23 Established at the end of 2005 by some most prominent environmental and sustainability NGOs in the country the coalition – its individual members – are carrying out awareness raising activities on sustainable mobility, advocacy for sustainable transport and participation in transport and mobility policy making and implementation both at national and international

18 http://www.pnz.si/English.aspx 19 http://www.rec-lj.si/index.htm 20 http://www.rec.org/ 21 http://www.rec-lj.si/projekti/ELAN/kolesarska%20platforma.htm 22 http://lkm.kolesarji.org/english.htm 23 See: http://www.cipra.org/sl/CIPRA/cipra-slovenija/aktivnosti-v-teku/promet/koalicija-za-trajnostno-prometno- politiko/ 30

level. The later activities are mostly coordinated by CIPRA Slovenia24 who has professional expertise in the field.

2.6.11 Citizens’ Initiative “Za mesto pod dveh” 25 This is a citizens initiative of experts in the field of urban planning, architecture, urban sociology, urban anthropology etc. that is by different projects aiming to promote walking, cycling and use of public transport in the city in order to make public spaces attractive for social life and to reduce negative impacts of the transport on the life quality in the city.

2.7 Summary

Since 1990 the City of Ljubljana is experiencing accelerated process of urban sprawl supported by the construction of a motorway ring around the capital and by construction of national motorway cross. Those developments lead toward increased traffic density and slowed downed average travel speed in the region due to the increasing number of personal vehicles as well as of ever-growing quantity of transitional freights in the framework of trans- European corridors. They also resulted in the negative impacts on the quality of life and environment both in the city and in the region. In addition an inadequate urban planning has fostered arising urban structures adapted to the use of private vehicles and therefore additionally promote the rise of traffic. For those reasons the supply of public transportation is declining and as a consequence mobility of people who do not have their own means of transportation (disabled, elderly people, youth) is reduced. Consequence of these processes is heavier investment into the road infrastructure financed by state and local authorities, which is further contributing to the increase in the number of vehicles and so to the worsened quality of life, environment and traffic safety.

Transport and mobility measures that are carried out or are planned to be carried out in COL are lacking clearly set and comprehensive policy framework as well as SMART defined goals and objectives. Also the administrative jurisdictions, competences and capacities are not adequately organised to provide effective, efficient and coordinated activities and measures for sustainable mobility. In practice large part of a transport policy is incorporated in spatial planning activities, at very first within Master Plan and Implementation Master Plan of the city where new transport corridors, parking standards etc. are defined. Urban planning sector has a long tradition and public participation supportive legislation or public participation in design of its documents through public presentations and workshops. Therefore participation of the other sectors, administrative units, NGOs and the public in transport policy of COL is limited to participation on urban planning. The transport measures are however carried by Department of Economy and Transport and lack clear setting of priorities and transparency while weak communication between different departments and administrative units is creating additional grey zones in decision making and implementation systems.

Prof dr. Tom Rye from the Transport Department of the University of Edinburgh has in his expertise on the transport policy of the city summarised as it reads:

“Many of the proposed measures are comparable with good practices of transport strategies from the other European towns. However as the reviser I have in Ljubljana quite some problems how those measures will be integrated in a comprehensive package that is needed to turn the transport trends in COL toward more sustainable patterns... Further on if the goal is transition to more sustainable oriented urban transport then it is very important that the measures are carried out on the long term i.e. 10 – 20 years.« (Rye, quoted from Plevnik et

24 http://www.cipra.org/sl/CIPRA/cipra-slovenija 25 http://www.zamestopodveh.org/ 31

al. (2008): Sustainable Transport Management on Local Level. Final Report; CIVITAS Elan - Trajnostno urejanje prometa na lokalni ravni. Končno poročilo projekta. Ljubljana)

The programme of the major Zoran Jankovič and CIVITAS ELAN project are indeed introducing many measures and activities in support and to promote sustainable transport and mobility like sustainable urban transport plan, the pilot corridor for fast and comfortable bus transport, more safe routes to school, comprehensive cycling strategy, greening of the city vehicle fleet etc.

Also on the level of LUR the activities in the field of transport and mobility are providing expert basis for sustainable transport planning and management in the region by comprehensive planning of rapid regional bus lines, P+R facilities and inter-modal terminals, single e-ticketing and anticipating legal and administrative framework conditions that would enable innovation in administration, regulation and management of the traffic in the region.

However both the Master plan and the Implementation Master Plan of the city are next to improvement and extension of the cycling network of the city also enabling widening of main city roads into avenues and considerable extension of the grid of the streets for motorised transport in the city. This is not supportive to the concept of reducing individualised car mobility in the city. Also the expert studies26 in the field of transport that are providing expert back up for the decisions of urban planning and economy and transport departments are claiming to intensify and speed up traffic flows in the city by extending main road transport corridors for additional two lanes, introducing one way traffic with »re-opening« parts of actually dead end streets and constructing new roads in the city. In addition National Motorway Company envisages gradual extension of motorway ring around the city for additional two to four lanes after 2013. In terms of conceptual presumptions those expert foreseeing are based on »predict and provide« philosophy where the socio-technical phenomenon of traffic is reduced to variable of non-reflexive technical system and liner extrapolation is often used as a method to deal with multi-casual non linear system parameters.

At present the major conflict can be identified between promoters of strictly sanctioned separate city bus lanes on existing lanes and majority of local transport experts who are claming that without (timely and costly) construction of additional road lanes the measure will result in total congestion of the traffic in the city.

Since many goals and objectives are in contradiction and without a clear strategy actual priorities of measures depends more on ad hoc constellations of interest of most influential stakeholders as on goals and objectives of a transparent public policy.

26 PNZ (2009):Napoved podrobnih prometnih razmer v MOL, Oddelek za prostor v MOL, Ljubljana 32

SWOT ANALYSIS OF MOBILITY MANAGEMENT IN COL

STRENGHTS WEAKNESSES • Relatively compact pentagonal star • Persistence of “provide and provide” structure of the city; conceptual approach in transport • Extended and renovated non-motorised planning at COL; traffic zones; • 609 cars per 1000 inhabitants; • Walking friendly historical centre of the • Large number of commuting cars; city; • Large number of single occupancy • Centre of the city sizable for walking in private cars; terms of distances; • Policy style of present top decision • Most of the city sizable for cycling in makers; terms of distances; • Absence of clear and transparent • Good space coverage of PT service; sustainable transport and mobility • Relatively modern and comfortable city policy of COL; bus fleet; • Inadequate organisation of transport • Largest passenger’s railway planning and transport and mobility intersection in the country; management capacities at COL; • Relatively high share of walking and • Weak capacities and not precisely cycling in the modal split; defined competences and tasks of city • Concentration of main political, cycling coordinator; administrative and cultural centres in • Relatively low density of population on the city centre; the level of the city as a whole; • Relatively large network of driveways • Few P+R capacities; for cycling • Few P+B capacities; • Large number of safe locking enabling • Lack of weather protected and safe bicycle parking racks in the city centre bike parking and storage facilities • Low quality of cycling network; • Limited direct accessibility of the city centre from majority suburbs and districts by bicycle; • Cyclist unfriendly traffic regimes; • Lack of parking policy and prevention of commuters parking at residential neighbourhoods OPPORTUINITIES THREATS • Increased capacities for transfer of • Urban sprawl tendencies in spatial know how and good practices from EU planning, housing and transport level (CIVITAS ELAN), sectors; • Political recognition of importance of • Aspirations to increase volume and improvement of sustainability of speed of private car transport flows in transport and mobility as a condition to the city; improve quality of life in the city; • Plans to increase capacities of (at very • Low costs opportunities for substantial first of private car) transport flows to the improvement of conditions for walking city by enlargement motorway access and cycling in the city; to the city; • Comprehensive cycling strategy of COL • Failure of national politics to provide • Sustainable urban transport plan of legal and administrative basis for COL; establishment of regional self • Identified steps for improvement of governance; coordination, planning and • Resistance of strong interest groups management of transport at regional (“predict and provide” transport level; planners, road construction and car • Solid technical expertise for sustainable lobby) against shift to “soft mobility”; transport planning at LUR. • Unwillingness of inhabitants to change • Availability of EU funds for mobility habits and patterns due to improvement of mobility management missing or inadequate participation and at the level of COL and LUR communication support

Chapter 3: Overall Goals

The vision of this MM plan is Ljubljana as a healthy green city that ranks between the best cities on the globe in terms of quality of life also due to excellent outdoor quality, low level of noise and very good mobility provided by comprehensive and mutually supporting options of walking, cycling, PT and personal vehicle transport systems through modern inter-modal terminals.

The main overall goal of this MM Plan is to improve mobility while at the same time reducing negative impacts of motorised traffic in the city of Ljubljana by increasing share of walking and cycling in the city for 20% till the end of year 2013 taking into account 2007 baselines.

The goal is in line and supportive to one of the strategic objectives of the city’s Environmental Protection Programme 2007 – 2013 and identical to the objective of the programme in question in the field of cycling. Since utility and recreational cycling is considered as one of most convenient in recommended activities in urban areas to reduce overweight and related cardio-vascular and respiratory diseases and hence its increased share in modal split contributes toward reduction of noise and air pollutants in urban areas the goal is also in line with the goals and objectives of “Healthy Cities” programme. It also reduces the use of urban space for transport and traffic jams thus altogether also contributes to overall improvement of the quality of life in the city and to the strivings of the programme of List of Zoran Janković – the actual major – to place Ljubljana among 10 cities with highest quality of life according to the Mercier’s standards and criteria.

Further on the goal is sound with drafted Comprehensive Cycling Strategy of the COL, which is aiming to increase share of cycling in modal split to 20% in 2020. Since Ljubljana is in terms of geography and geomorphology very suitable for cycling (relatively compact city on flat terrain and acceptable climate) and due to relatively extensive cycling network that however needs to be substantially improved and upgraded in terms of connectivity, safety and attractiveness and last but not least because cycling is in the city as well as in the country quite a popular sport and recreation activity an increase of cycling in the modal split of the town within this Mobility Management plan is considered as a measure with the best cost benefits ratio and short implementation time.

Expert guidelines and recommendations in the field of sustainable transport in Ljubljana Urban Region have been considered too by defining the goal. They suggest introduction of rapid bus lines from local centres in the region to Ljubljana, large increase of P+R and B+R facilities, increase of frequency of passenger’s trains and introduction of light railway for connecting the city with the airport Jože Pučnik and ski resort Krvavec.

The goal is also taking in consideration the overall financial and economic situation in the country and in the city of Ljubljana that at least in short term does not enable/allow larger investments in the transport/traffic infrastructure and transport means. On the other hand it is already in the short term necessary to improve mobility in the city while reducing negative social and environmental consequences of private car transportation and make substantial new steps in approaching criteria for “Green Capital” and “Healthy City”.

Thus the philosophy of the MM plan in question is based on comprehensive and mutually intra-supportive of diverse but mutual compatible low costs activities and measures that can be implemented within the financial limits and time constraints.

Many of the measures are already prepared and/or can be co-financed from already approved transport infrastructure project based from EU cohesion fund and from ongoing and in the near future started related EU projects (like Civitas Elan, for example).

The following objectives that will be realised at the end of the year of 2012 at the latest are aimed to contribute to implementation of these goals:

• Overall calming of the traffic in the city by extending reduce speed zones and increasing the number of (cyclist friendly) speed bumpers;

• Overall improving of the conditions for the cycling in the city;

• Overall improving of the conditions for the walking in the city;

• Improved inter-modality between cycling/walking and public transport (railway, city- buses, intra and interregional bus transport) and cycling and use of taxis and private cars;

• Improved attractiveness of cycling in the city;

• Improved attractiveness of the walking in the city.

In order to realize the above mentioned objectives the additional “vertical” objectives are:

• To improve coordination and steering capacities for mobility management in the city;

• To improve coordination and steering capacities for sustainable transport planning within the Ljubljana Urban region;

• To assure appropriate stakeholders engagement and public participation in design and implementation of concrete activities and measures of the MM plan.

Chapter 4: Implementations / Activities

In order to achieve the goals and objectives as presented in Chapter 3 the following activities and measures will be carried out.

• Overall calming of the traffic in the city by 20% till the end of 2013 o Extension of the reduced speed traffic zones by 30% o Increase of cyclist friendly speed bumpers for 100 % o Promotion campaign for calming down the traffic in the city

• Overall improvement of the conditions for cycling in the city till the end of 2013 o Improvement of cycling infrastructure by reconstruction of 50 km of cycling tracks/paths/lanes and construction of additional 11,8 tracks/paths/lanes till the end of 2013 o To improve integration and connectivity of the cycling network in the city by: • New and extended cycling tracks/ways/lanes; • Diminishing most dangerous obstacles (curves with inappropriate radius, objects/plants placed on or to close to the driveway or are reducing visibility needed or safety cycling on the existing network of cycling paths/ways and lanes (so called “black points”) as identified by corresponding document of Ljubljana cyclist network • Improving quality of pavement (removal of exposed kerbs, potholes, uneven paved surfaces at car exits, improvement of skid resistance) and by providing additional signalisation for safe and comfortable cycling (traffic rules and/or destination/distance cycling signposts and/or horizontal signalisation/pictographs); • Improved maintenance of cycling tracks/ways/lanes (more regular sweeping, removal of snow etc.); • Introduction of “bike boulevards”, i.e. Streets where cycling has a priority that is recognisable both by horizontal and vertical signs as well as with street design; • Introduction of at least two “side corridors” that would enable safe and comfort cycling from at least two suburbs to the centre (as well as in the opposite direction) by combining cycling on side roads, cycling through green areas and cycling existing and new cycling tracks/paths/lanes out of main motorised transport corridors.

• Improvement of traffic regimes in favour of cycling o To improve traffic regime by the end of 2013 by: • Increased number of one-way streets that allows counter-flow cycling thus at least 80% of one way streets will allow counter-flow cycling, • Changes in design and placement of parking lots and boxes on the streets In a way that increases safety of cycling for at least 20% of on side of the road public parking spaces • Reduction of the number of streets/roads that are prohibiting cycling for 50% (removal of the traffic signs that are prohibiting cycling) • Introduction of at least 3 “bike boulevards” that are connecting city centre with residential/commercial districts • Allowing and enabling (bike boxes) of priority alignment and right to way on a traffic light equipped intersections on at least 30% of the intersections on main cycling corridors to city centre respectively from the city centre to the districts.

• Overall improvement of the conditions for walking in the city till the end of 2013 by: o Extension of pedestrian zones for 20 % taking into account 2009 baselines Removal of the barriers and obstacles for walking at sidewalks – at least 50 % of the sidewalks in the city centre should be free of barriers and obstacles and should correspond to the minimal occupancy/width ratio standards. Construction and re-construction of sidewalks at least 50 % of the sidewalks in the city centre should correspond to the minimal occupancy/width ratio standards. Assignment of sidewalk routes for blind persons – all the routes in the historic centre of the city should be equipped to enable orientation of blind persons Provision of additional safe routes to schools – number of safe routes to primary schools should be increased for 20% taking into account 2009 baselines

• Improved inter-modality PT: walking, PT : cycling, cycling : taxi, cycling : private car will be achieved till the end of 2013 by: o Provision of a real time information displays with information on bus arrivals at most of the bus stops in the city till the end of 2013 o Establishment of a pilot corridor for fast and comfortable public transport from one to the other part of the city through the city centre till the end of 2012 and provision of a sufficient number of weather protected bicycle parking racks that enables safe locking of a bicycle at end stops (at least 50) and at major transfer stops (at least 20) at the corridor till the end of April 2013. o Provision of a sufficient number (at least 100 on each location) of weather protected bicycle parking racks that enables safe locking of a bicycle at all P+R facilities and central bus and train station in the city. o Provision of city bike self service terminals at most (at least 70 %) of P+R facilities, central bus and train station, main transfer city bus stops as well as at main political, administrative, cultural, science and commercial buildings in the city. o Provision of bicycle garage with bicycle service at central railway station (for at least 50 bicycles) and at least 200 parking lots for bicycles under video surveillance at least 10 public personal car garages in the city. o Issuance of a major’s ordinance that requests all taxis in the city to be equipped to transport at least two bicycles without additional charging for transport of a bicycle.

• Improved attractiveness of the cycling in the city Improved conditions for cycling are precondition for improved attractiveness of the cycling in the city however they are a necessary but not a sufficient condition for improved attractiveness of the cycling in the city. Inhabitants need to be told and demonstrated that conditions have been improved as well as properly addressed and motivated to take an active part in increased cycling in the city. Hence it is important that improvement of conditions for cycling goes hand in hand with promotion, demonstration and marketing activities respectively that both kind of activities are timely spatial and timely coordinated. o General promotion of cycling in the city by creation of corporate identity of the cycling in the city and strategic implementation of its branding on street furniture (bicycle parking racks etc.), signposts, cyclist-counters, brochures, maps etc. o Permanent promotion of cycling in the city as an activity that contributes to 37

health, agility and mobility of the citizens and to a better quality of life in the city to be carried out at very first through the activities of NGOs that are promoting and advocating cycling, environmental protection and health prevention. o Targeted campaigns for special target groups at very first students, pupils and seniors as well as employees (cycle to work). On the other side targeted campaigns will be carried out within specific parts respectively residential and/or commercial areas parallel and after any major improvement of the infrastructure that will enable better accessibility and/or better cycling safety. o Campaign on promotion of new self-service city bike hiring scheme will be carried out to popularise the use of city bike. o Safe-cycle to school campaigns will be carried out at schools where safe bicycle driveways to school will be established trough improvement of cycling infrastructure. o Provision of a display equipped cyclist-counters with applied branding of the corporate identity of the Cycling in the city.

• Improved attractiveness of the walking in the city o Permanent promotion of walking through support of the activities of the GO and NGO organisations that are promoting healthy lifestyles in mobility and prevention from so called “civilisation diseases” by physical activities. o Design and implementation out of a specialised two year campaign “Za Ljubljano po dveh” (For a city that walks) to increase walking in the city. o Increase number and intensity of “walking to school” campaigns.

• Improved coordination and steering capacities for mobility management in the city o Reorganisation of jurisdictions, competences, tasks and activities in the fields of transport planning and management, operation of PT, maintenance of public transport infrastructure in the city and mobility management by establishment of Sustainable Mobility Department at the level of city administration that will join and coordinate transport and mobility related jurisdictions, competencies, tasks and activities that are at present distributed to Economy and Transport Department, Urban Planning Department, City Traffic Wardens, Public Holding Ljubljana, Public Enterprise Ljubljana Parking and Markets and Cycling Coordinator of Ljubljana. o Enhanced capacities for planning and management of urban cycling. Establishment of the Office of Cycling Coordinator within the Sustainable Mobility Department with at least one legal, one urban planning and one traffic or civil engineering expert. Empowerment of Cycling Coordinator for formal approval of all activities that are directly or indirectly affecting cycling in the city like approval of construction permissions and other legal acts and procedures related to planning, permitting and taking over cycling related transport infrastructure and street furniture. o Establishment of Sustainable Mobility Council of COL as an interdisciplinary advisory body of transport and mobility experts and sustainable mobility activists and providing assistance and resources for professional operation of its secretariat. o Providing support to professional work of The Cyclist Platform of COL by co- financing its activities in the field of aggregation and representation of interests in order to level playing field with organised interests of motorised transport o Improved coordination and steering capacities for sustainable transport planning and management within the Ljubljana Urban region o Establishment of Regional Transport Coordination Committee at the level of LUR

o Establishment of Regional Sustainable Transport Agency in-charge for coordination of different aspects of sustainable transport and mobility management in the region o Establishment of an independent regulatory body for Mobility Management at LUR

• Assuring appropriate engagement of stakeholders and public participation in design and implementation of concrete activities and measures of the MM plan, o Establishment of Public Participation Task Force for MM in COL. o Provision of a public participation master plan with identification of all relevant stakeholders at the level of sustainable mobility planning and management in the city and relevant stakeholders at the level of LUR. o Provision of a detailed public participation action plans for each single measure

4.1 Summary of activities

Objectives Action/Activity

1. Overall calming of the traffic in the city by Building awareness for sustainable Mobility; reducing average speed for 20% till 2013 promotion of Ljubljana as safe traffic city

1. 1 Improve overall safety and reduce severe Increase/extension of reduced speed zones; traffic accidents for 20 % till 2013 Providing cycling friendly speed bumpers

1.2 To improve control over and sanctioning of To increase speed control and maximal speed maximal speed violation in the city violation sanctioning by training and provision of additional equipment to CTW

2 Increase share of cycling in the modal split for Promote cycling, B & R and drive & bike 20% till 2013

2.1 Improved accessibility, comfort and safety of Improvement of cycling infrastructure cycling Introduction of self-service city bike scheme

2,2 Improved image of utility cycling in the city Design of and application of corporate identity of cycling in the city, target groups tailored promotion campaigns

3 Increased share of walking in the modal split of Building awareness on Ljubljana as sustainable the city for 20% till 2013 mobility city and improvement of PT Extension of pedestrian zones and reconstruction 3.1 Improved comfort and safety of walking of sidewalks General and target groups specific promotion 3.2 Increased attractiveness of walking campaign

4. Improved steering and coordination capacities Establishment of Transport Coordination for sustainable mobility management and Committee of LUR planning in COL and LUR Establishment of Sustainable Mobility Task Force at COL 4.1 Improved steering and coordination Establishment of Mobility Department and capacities for sustainable mobility management corresponding transfer of jurisdictions, and planning in COL competencies, tasks and capacities 4.2 Improved steering and coordination Establishment of a Regional Sustainable capacities for sustainable mobility management Transport Agency and planning at LUR Establishment of independent Transport Regulator 5. Improvement of acceptance of mobility Mobility Public Participation Task Force of COL, management measures in COL PP master plan for sustainable mobility in COL

4.2. Activities in Detail (descriptive)

4.2.1 Calming of the traffic in COL

4.2.1.1 Goal To reduce the level of noise from traffic and severe traffic accidents (accidents with mortalities and severe injuries) for 20% till the end of 2013 taking into account 2007 baselines

4.2.1.2 Target group: Motorised vehicle drivers in the COL

4.2.1.3 Action • To extend existing and introduce new reduced speed traffic zones; • To extend and intensify vehicle speed control in the city and improve level of sanctioning of speed violation by 50%; • To raise awareness on the importance of calming of the traffic to improve transport flows and traffic safety and to reduce noise and decrease frequency of severe traffic accidents in the city by multi-media awareness raising campaign.

4.2.1.4 Sub actions • To re-design street outlook, driving surface and furniture at sections, junctions and intersections with higher accident risks as well as within existing and new reduced traffic zones in order to direct drivers to slow down travel speed; • To extend reduced speed zones for 30% by the end of 2013 taking into account 2007 baselines; • To introduce at least 3 “shared spaces” till the end of 2013, • To train the city traffic wardens for effective speed control and sanctioning of speed violations and to equip them with 10 new mobile speed measurement devices (radars); • To improve cooperation with national Traffic Police in order to coordinate actions for slowing down the motorised traffic in the city; • To design and carry out a bid for tender for a design of overall multi-media campaign for overall calming down of the traffic in the city that will include sub-campaigns on speed violation related accidents in the city, introduction of the “shared space” concept and importance of reduced speed zones for safe and quality living in the city.

4.2.1.5 Support/cooperation • A Sustainable Traffic Board with members from City Council of COL, Department of Urban Planning, Department of Economy and Transport, Department of Environmental Protection, Office for Development Projects and Investments, City Traffic Wardens, Traffic Police – Ljubljana Department, City Districts, Urban Planning Institute of RS, Institute for Spatial Policies, initiative “Za mesto po dveh”, Ljubljana Cyclist Network, CIPRA Slovenia etc. will be established in 2011 and chaired by deputy major in charge for spatial planning and transport. • A Task Force for the Implementation of the Promotion Campaign, its monitoring and evaluation will be established.

4.2.1.6 Timeline Action/measure Timeline 1 Re-design of outlook and surface of driveways March 2011 – November 2013 2 Extended/new reduced speed zones March 2011 – November 2013 3 3 shared spaces April 2012 – March 2013 4 Improved control and sanctioning capacities January 2012 – December 2012 5 Constitution of Traffic Calming Board February 2011 6 Multimedia awareness raising campaign September 2012 – September 2013

4.2.1.7 Budget Action/measure Budget 1 Re-design of outlook and surface of driveways 18,4 million € 2 Extended/new reduced speed zones 2,3 million € 3 3 shared spaces 2,7 million € 4 Improved control and sanctioning capacities 0,4 million € 5 Operation of Traffic Calming Board 0,01 million € 6 Multimedia awareness raising campaign 1,5 million €

4.2.1.8 Responsibility Action/measure Responsibility 1 Re-design of outlook and surface of driveways DET 2 Extended/new reduced speed zones DET, DUP 3 3 shared spaces DET, DUP 4 Improved control and sanctioning capacities CTW 5 Operation of Traffic Calming Board Office of Mayor 6 Multimedia awareness raising campaign Office of Mayor

4.2.1.9.Output and Indicators Action/ Output Indicators Measure 1 “Slow down” re-designed 12 most Average decrease of severe traffic critical sections/intersections/junctions accident for 20 % 2 Extension of 8 and introduction of 11 Average reduction of noise and severe new reduced speed zones traffic accidents in new RSZ for 20% 3 3 shared spaces % of residents/users in support of 4 Reduced number of maximal speed Reduced speed violations for 20 % by violations 50% increase of sanctioning efficiency 5 Improved coordination of activities Level of improvement assessed by questionnaire 6 Effective and efficient multi media Share of the inhabitants that can recall promotion campaign campaign’s objectives 6 months after its termination

4.2.2 Promotion of utility cycling in COL

4.2.2.1 Goal To increase the share of cycling in modal split of the city for 20% by taking into account 2009 baselines

4.2.2.2 Target group • Students of the University of Ljubljana o Pilot campaign at the Faculty of Social Science • Employees at the University of Ljubljana o Pilot campaign at the Faculty of Social Science • (City) Public Officials o Pilot campaign at Ministry of Foreign Affairs o Pilot campaign for employees of COL • Seniors aged 60 to 70 • Pupils of secondary school in Ljubljana • Residents of BS3 neighbourhood • Residents of Galjevica and Prule neighbourhoods • Visitors of Centre of Urban Culture Kino Šiška and Stožice sport park

4.2.2.3 Action • Reconstruction and improvement of cycling network in Ljubljana with an emphasis on direct access, safety and comfort at main corridors to the centre of the city. • Change of traffic (driving and parking) regimes to allow cycling on the majority of roads/streets, counter flow cycling on the majority of one way streets and provision of safe cycling lines whenever possible. • Introduction and promotion of self service city bike scheme (300 bicycles, 30 terminals with density of terminal grid in the centre of 0,5 km x 0,5 km). • Corporate design and branding (on cycling infrastructure/street furniture, leaflets, gadgets, brochures, web site/videos) of the utility and recreational cycling in the city. • Promotion campaign on cycling in the city with sub-campaigns for specific target groups.

4.2.2.4 Sub actions • Introduction of at least two side cycling corridors (BS 3/Stožice – centre and Galjevica –centre) for accessing the city through uninterrupted and safe cycleway through reduced seed zones and green areas. • Pilot introduction of a “student bike” for the students of FDV. • Pilot introduction of a “duty e-bike” and “duty bikes” for the employees of FDV. • Promotion campaign on utility cycling for students with special emphasis on the students of FDV. • Promotion campaign on utility cycling for employees of the University of Ljubljana with a special emphasis at the employees of FDV. • Promotion campaign on cycling to school for the pupils and employees of the secondary schools with the special emphasis on the secondary school at the pilot corridor Dragon’s tail. • Promotion campaign on “cycling to event” for the visitors of Stožice sport centre and Kino Šiška urban culture centre that are living in Ljubljana.

4.2.2.5 Support/cooperation Cycling Platform of COL that consists from representatives of: • City-Bike Promotion Task Force that consists from representative of the company PROPLUS (concessionaire/operator of self-service city bike scheme), Cycling Coordinator of COL, Ljubljana Tourist Office and Ljubljana Cyclist Network; • University Cycling Promotion Task Force that includes representatives of the University of Ljubljana, Student Organisation of the University of Ljubljana, Cycling Coordinator of COL, Department of Economy and Transport of COL, Faculty of Social Science, Student Organisation of Faculty of Social Science, Radio Student, Tribuna – student review; • Cycling to Events Promotion Task Force that includes representatives of the Zavod Tivoli (operator of Stožice Sport Centre), Zavod Kino Šiška (operator of the centre of urban culture), Cycling Coordinator of COL; • Cycling to Secondary Schools Task Force that is including Cycling Coordinator of COL, representatives of the secondary school, representatives of the Ministry of Education of RS, local coordinator of Eco-schools, Ljubljana Cycling Network, Environmental Centre etc.; • Cycling for Seniors Task Force that includes Cycling Coordinator of COL, representatives of local Association of Pensioners Societies and project officers of Lifecycle project (CINDI Slovenia)

4.2.2.6 Timeline Action Timeline 1 Improvement and extension of the cycling network March 2011 – October 2013 2 Cycling friendly change of traffic regimes in COL Dec. 2011 – February 2012 3 Self service city bike scheme and its promotion April 2011 – September 2011 4 Corporate design and branding of utility cycling June 2011 – August 2012 5 Utility cycling promotion campaign May 2012 – September 2013

4.2.2.7 Budget Action Timeline 1 Improvement and extension of the cycling network 3,4 million € 2 Cycling friendly change of traffic regimes in COL 0,8 million € 3 Self service city bike scheme and its promotion 1,2 million € 4 Corporate design and branding of utility cycling 0,6 million € 5 Utility cycling promotion campaign 0,9 million €

4.2.2.8 Responsibility Action Responsibility 1 Improvement and extension of the cycling network DET, CC 2 Cycling friendly change of traffic regimes in COL DET, CC, CTW 3 Self service city bike scheme and its promotion LPM Ltd., CC 4 Corporate design and branding of utility cycling LTO, Office of Mayor, CC 5 Utility cycling promotion campaign CC, Office of Mayor, DET, DEP

4.2.2.9.Output and Indicators Action Output Indicators 1 Improved & extended cycling network Increase of cyclist in modal split 2 90% of streets allows cycling Increase of cyclist in modal split 3 High level of use of city bike % of the users and use of city bike 4 Recognisable cycling in city identity % of applied branding to cycling signs and information materials 5 Effective and efficient promotion Increase of cyclist in MS, % of residents 44

campaign that can recall campaign after 6 months

4.2.3 Promotion of walking in the COL

4.2.3.1 Goal To increase the share of cycling in modal split of the city for 20% by taking into account 2009 baselines.

4.2.3.2 Target group: Citizens living in Ljubljana with a special emphasis: • Citizens living in the city centre • Citizens living in the city and working in the city centre • Citizens living in the vicinity of a pilot corridor for a rapid and comfortable PT • Public (COL) employees living and working in the city • Primary level school pupils, teachers and headmasters

4.2.3.3 Action • Extension of pedestrian/non motorised traffic zones • Improvement/reconstruction of existing sidewalks • Removal of the barriers from sidewalks • Stricter sanctioning of illegal parking on sidewalks (also out of the city centre) • Provision of additional safe walking routes to schools • Promotion campaign for walking in the city

4.2.3.4 Sub –actions • Individualised Mobility Marketing Campaign for citizens living in the city centre • Promotion campaign on PT and walking for citizens living in the city and working in the city centre • Individualised Mobility Marketing Campaign for citizens living in the vicinity of a pilot corridor for a rapid and comfortable PT • Promotion campaign for public (COL) employees living and working in the city • Promotion campaign on walk to school for pupils of the schools with new safe walking to school routes and their parents.

4.2.3.5 Support • DET by ordering, financing and supervising of reconstruction of sidewalks • DUP by providing procedures for extension of pedestrian zones • CTW by stricter sanctioning of illegal parking/driving on areas designated for walking • LPP in a form for enabling promotion campaign on city bus displays • Department of Education and Sports of COL • Office of the mayor in a form of promotion of walking among COL employees • Ljubljana Holding in a form of promotion of walking among employees • Ministry of Health of RS in a form of promotion of walking among public employees in Ljubljana

4.3.3.6 Timeline Action/measure Timeline 1 Extension of pedestrian zones March 2011 – November 2013

2 Improvement/reconstruction of sidewalks March 2011 – November 2013 3 Removal of the barriers from sidewalks April 2012 – March 2013 4 Sanctioning of illegal parking on sidewalks January 2012 – December 2012 5 Additional safe walking routes to schools February 2011 6 Promotion campaign for walking in the city September 2012 – September 2013

4.3.3.7 Budget Action/measure Assessed costs 1 Extension of pedestrian zones 1,9 million € 2 Improvement/reconstruction of sidewalks 1,4 million € 3 Removal of the barriers from sidewalks 0,7 million € 4 Sanctioning of illegal parking on sidewalks - 1 million € 5 Additional safe walking routes to schools 0,8 million € 6 Promotion campaign for walking in the city 1,3 million €

4.3.3.8 Cooperation Action/measure Timeline 1 Extension of pedestrian zones DUP, DET 2 Improvement/reconstruction of sidewalks DET 3 Removal of the barriers from sidewalks DET 4 Sanctioning of illegal parking on sidewalks CTW 5 Additional safe walking routes to schools DES, DET, CP, CPERT 6 Promotion campaign for walking in the city Office of Mayor, DES, Holding Ljubljana, LPP, MoH, CPERT,

4.3.3.9 Outputs and Indicators Action / Output Indicators 1 Increased of pedestrian zone areas % of increase of PZ 2 Reconstructed sidewalks % of reconstructed area of sidewalks 3 Removed barriers and obstacles % of sidewalks without barriers 4 Reduced illegal parking % of decrees of illegal parking 5 Established new safe walking routes to % of increase of safe routes to school and schools % of increase of pupils coming to school by walking 6 Improved awareness and motivation for % if increase of walking in MS; % of the walking in the city residents that can recall goals, objectives and activities of the campaign 6 month after its termination

4.2.4 Improvement of Coordination Capacities for Sustainable Mobility Planning and Mobility Management in the City of Ljubljana

4.2.4.1 Gap Within preparatory activities for Sustainable Urban Transport Plan, which is a part of Civitas Elan, project both domestic and foreign experts identified: • Lack of a comprehensive sustainable transport and mobility and policy. • Lack of coordination structures between urban and transport planning, hard (infrastructure) and soft (awareness raising, change of mobility culture and patterns) mobility management measures, conceptual development of transport systems and operational mobility management in the city.

4.2.4.2 Target group • The Mayor • The Deputy Mayor in charge for Urban Planning and Transport • Municipal Administration

4.2.4.3 Action • Reorganisation of jurisdiction, competences and tasks of Urban Planning Department, Economy and Transport Department, City Traffic Wardens, Office of Development Projects and Investment, Holding of Ljubljana and Ljubljana Parking and Markets in the field of transport into new Mobility Department

4.2.4.4 Sub –actions • Study on legal and administrative issues related to establishment of Mobility Department. • Comparative study on best administrative structures practices in Mobility Management at the level of mid-sized cities in the EU. • Draft proposal of jurisdictions, competences, task and legal and administrative design and staff profile of the new Mobility Department • Seminar and moderated workshop on the draft proposal in question with experts, mayor, deputy mayor, and heads of relevant departments, offices and services of COL.

4.2.4.5 Support • The City Council, • Office of the Mayor

4.3.4.6 Timeline Action Timeline 1 Study on legal and administrative issues May 2011 – November 2011 2 Comparative study on best structures and practices May 2011 – November 2011 3 Draft proposal on design and profile of MD April 2012 – May 2012 4 Seminar and workshop with key stakeholders September 2012 5 Establishment of Mobility Department January 2012 – March 2013

4.3.4.7 Budget Action Estimated costs in € 1 Study on legal and administrative issues 32.000 2 Comparative study on best structures and practices 26.000 3 Draft proposal on design and profile of MD 12,000 4 Seminar and workshop with key stakeholders 4.000 5 Establishment of Mobility Department 118.000

4.3.4.8 Cooperation Action Partners 1 Study on legal and administrative issues Office of Mayor, ODPI 2 Comparative study on best structures and practices Office of Mayor, ODPI 3 Draft proposal on design and profile of MD Office of Mayor 4 Seminar and workshop with key stakeholders Office of Mayor, DUP, DET, ODPI, Holding Ljubljana, CTW 5 Establishment of Mobility Department Office of Mayor, CiC

4.3.4.9 Outputs and Indicators Output Indicator Establishment of Mobility Department In time reorganisation of city administration

4.2.4 Improved coordination and steering capacities for sustainable transport planning and management within the Ljubljana Urban region

4.2.4.1 Opportunity • The transport and mobility in Ljubljana cannot be neither planned nor managed only at the level of the city since the city is a large attractor of traffic, at very first from Ljubljana Urban Region. Establishment of structures for cooperation in the field of transport planning and mobility management is envisaged within the expert papers on development of transport in the region that have been confirmed by competent political bodies.

4.2.4.2 Target group • Municipalities of Ljubljana Urban Region • Transport and mobility experts within LUR

4.2.4.3 Action • Establishment of Steering, Coordination and Regulatory capacities for sustainable transport and mobility planning at LUR

4.2.4.4 Sub –actions • Establishment of Regional Transport Coordination Committee at the level of LUR • Establishment of Regional Sustainable Transport Agency in-charge for coordination of different aspects of sustainable transport and mobility management in the region • Establishment of an independent regulatory body for Mobility Management at LUR

4.2.4.5 Support 26 municipalities of LUR, Ministry of Transport of RS, Office of the Government of RS for Local Self Management, EU DG Transport

4.3.4.6 Timeline Action Timeline 1 Establishment of Reg. Transport Coordination Committee April 2011 2 Establishment of Regional Sustainable Transport Agency September 2012 3 Establishment of independent MM regulatory body of LUR June 2013

4.3.4.7 Budget Action Estimated costs in € 1 Establishment of Reg. Transport Coordination Committee 13.000 2 Establishment of Regional Sustainable Transport Agency 484.000 3 Establishment of independent MM regulatory body of LUR 326.000

4.3.4.8 Cooperation 26 municipalities of LUR, Ministry of Transport of RS, Road Agency of Slovenia, Slovene Railways, LPP, Kam-Bus, Omega Consult Ltd, PNZ Ltd, Institute for Urban Planning of RS, Office of the Government of RS for Local Self Management.

4.2.3 Support to public participation in design and implementation of Mobility Management actions and measures

4.2.5.1 Opportunity Mobility management depends at large on willingness of the citizens to change their mobility habits. Next to change of legal and economic framework conditions and incentives for an adequate change public participation is an important vehicle for changing mobility patterns. Within the CIVITAS Elan project a general public participation plan for public participation in implementation of sustainable transport and mobility measures and actions has been developed whereas at the level of mobility planning management at the level of COL detailed public participation plans has been prepared (comprehensive cycling strategy, demand oriented transport services, improved PT services for seniors etc.) respectively are in preparation process (Sustainable Urban Transport Plan ,,,,). This is providing a solid ground for establishment of sustainable structures and support services to public participation in mobility management.

4.2.5.2 Target group Deputy mayor in charge for urban planning and transport, heads of transport and mobility related departments of COL, experts and measure leaders in the field or transport and mobility in COL

4.2.5.3 Action Training of top-level transport and mobility city official on Public Participation.

4.2.5.4 Sub –actions • Establishment of Public Participation Task Force for MM in COL. • Provision of a public participation master plan with identification of all relevant stakeholders at the level of sustainable mobility planning and management in the city and relevant stakeholders at the level of LUR. • Provision of a detailed public participation action plans for each of MM plan measure • Workshop/trainings on relevance of PP and good PP practices in MM

4.2.5.5 Support The Office of Mayor

4.3.5.6 Timeline Action Timeline 1 Establishment of PP Task Force for MM in COL March 2011 – October 2013 2 Public Participation Master Plan for MM Dec. 2011 – February 2012 3 Detailed PP Action Plans for MM measures April 2011 – September 2011 4 Workshop on good PP practices in MM June 2011 – August 2012

4.3.5.7 Budget Action Estimated costs in € 1 Establishment of PP Task Force for MM in COL 5000 2 Public Participation Master Plan for MM 44,000 3 Detailed PP Action Plans for MM measures 83.000 4 Workshop on good PP practices in MM 4.000

4.3.5.8 Cooperation Action Partner 1 Establishment of PP Task Force for MM in COL Office of Mayor

2 Public Participation Master Plan for MM DET, 3 Detailed PP Action Plans for MM measures DET. DUP, DES. CC, CTW, LPP 4 Workshop on good PP practices in MM DET, DUP, DES, CC, CTW, LPP

4.3.5.9 Outputs and Indicators Action Output Indicators 1 Established PP Task Force for MM Regular meetings (twice a year) 2 Public Participation Master Plan Approved PP 3 Detailed PP Action Plans for MM Implemented envisaged PP measures measures 4 Workshop on good PP practices in Number, structure and level of MM participants, questionnaire based assessment of quality

4.3. Detailed action plan (Overview) Please make use of the following table to provide an overview on your action plan e.g.:

Goal, Gap Action Target Group Sub-actions Support / Time line Budget Responsibility Outcome or Indicators or Cooperation output (see Max SUMO) Opportunity (S.M.A.R.T) Traffic Extension of • Motorised • Study on • DET July 08 Transport Head of • Improved • Modal shift calming in reduced speed vehicle possibilities and • DUP Planning traffic COL for 20% zones for 30% drivers costs and • CC department safety • Usage in % till 2013 benefits of • Lobby • Reduced extension of groups Mobility noise from • Satisfaction reduced speed Manager traffic with service zones • Improved offered • Study on bike mobility friendly design sustainabil • Change in of speed ity behaviour bumpers

Improved • Motorised • Training of CTW • DET On-going Appropriate Head of CTW • Improved • Modal shift speed control vehicle • Purchase of • CTW staff budget traffic and drivers mobile speed • Lobby safety • Satisfaction sanctioning control groups Charges of • Improved with service equipment fines on effectiven speed ess of • Change in violations vehicle behaviour speed control Increase of Improvement • Existing • Guidelines for • DET April 2011- Transport Head of Increased • Km of new cycling for and extension and re-design and • CC Transport cycling cycling tracks 20% till 2013 of cycling potential re-construction • DUP October Department Modal shift in paths and infrastructure cyclist of cycling • UIRS 2013 favour of lanes network • LKM cycling • Study on Increased • Modal shift counter flow satisfactio cycling in one n with • Usage in % way streets cycling • Study on infrastruct • Satisfaction “cycling ure. with service boulevards” Reduced

• Study on new accidents cycling corridors Improved • Existing • Study on • CC April 2011- PR PR head Increased • Modal shift attractiveness and corporate and • Office of officer number of of utility cycling potential visual identity of Mayor – October Sponsorship utility • Usage in % cyclist; utility cycling PR 2013 (ŠOU, CC cyclist and Students, • Signposting and • DET bicycles cycling in • Satisfaction public branding • DES sellers, COL with service employees, • Introduction and • LTO Proplus) offered pupils promotion of self • University service city bike • ŠOU Donations – • Change in in kind • Tourists • Pilot project on • Uni-FDV behaviour contributions • Visitors student bike and • ŠOU-

utility bike FDV • Promotion • Proplus campaigns on • LKM cycling to school • Radio and to work Študent • “Year of cycling campaign” Increase of Extension of • Residents • Overview of DET March Transport Head of DET Improved walking for pedestrian • Visitors barriers and DUP 2011 – volume and • Sq. m of PZ 20% till 2013 zones and • Tourists obstacles on CTW March safety of and reconstruction sidewalks Lobby groups 2013 walking Reconstructed of sidewalks • Assessment of sidewalks occupancy of sidewalks • Usage in %

• Satisfaction with service offered

Removal of the • Residents • CTW March City traffic Head of CTW • Usage in % barriers from 2011 – wardens sidewalks March • Satisfaction 2013 with service offered Promotion • Residents • Preparation of PR office March- PR Head of PR • Modal shift campaign • Visitors the concept of Local media September LTO • Usage in % • Tourists promotion Lobby groups 2013 Sponsors • Satisfaction campaign and with service

promotion offered materials • Change in behaviour Improvement Establishment • CiC • study on legal Mayor, Transport, Office of Mayor Improved • Establishment of steering of Mobility • Residents and Deputy February Urban sustainable of Mobility and Department administrative Mayor, CC 2011 – Planning, mobility policy Department coordination issues DET, DUP, June 2012 City Traffic at COL level activities • study on best DEP, CWT, Wardens, EU practices Holding Holding • study on staff Ljubljana Ljubljana profile Regional • LUR • study on legal LUR Council October Budgets of RRA LUR Improved Establishment of Sustainable municipali and 2011 – LUR sustainable RSTA Transport ties administrative October municipalities transport policy Agency issues 2012 EU regional at LUR level • study on best development EU practices funds

Independent • LUR • Legal study LUR Council January Share of LUR and Improved Establishment of Regional municipali 2012 – road use Ministry of sustainable RTR Transport ties December tax? Transport transport policy Regulator • Ministry 2012 at LUR level of Transport Increased Public • Office of • Mobility PP task • Office of October Office of Office of Mayor Improved • Modal shift acceptance Participation in Mayor force of COL Mayor 2012 – Mayor, acceptance of • Change in of MM implementation • DET, • PP in mobility • DET, October OLSM MM measures behaviour measures of MM DUP master plan DUP 2013 measures • ODPI • Plan of PP for • ODPI MM measures

Chapter 5: Monitoring and Evaluation

PROJECT: MOBILITY MANAGEMENT PLAN OF COL

Overall To increase the share of cycling and walking in the modal split of Goals COL for 20% till 2013 based on 2007 baselines

Target Direct target groups: Indirect target groups: groups • Public (city and state) officials • Permanent and temporal living in COL residents of COL • Employees and students of the • Visitors University of Ljubljana • Pupils and employees of secondary level schools in COL

Services For direct target groups: For indirect target groups: provided • Extended pedestrian zones • Extended pedestrian zones • Reconstructed of sidewalks • Reconstruction of sidewalks • Improvement of existing cycling • Improvement of existing cycling network network • Extension of cycling network • Extension of cycling network • Water protected parking • Water protected parking facilities for bicycles facilities for bicycles • Safe locking enabling parking • Safe locking enabling parking racks racks • Direction and distance marking • Direction and distance marking signposts signposts • Bike counters with basic repair • Bike counters with basic repair tools and electric air pumps tools and electric air pumps • Self-service city bike • Self-service city bike • Corporate identity designed • Corporate identity designed traffic regime and direction traffic regime and direction signs signs

Mobility For direct target groups For indirect target groups: option • Cycling • Cycling offered • Walking • Walking • B+R • B+R

PROJECT: MOBILITY MANAGEMENT PLAN OF COL

Direct target group

Level Targets Indicators Methods When

External factors (not applicable) Number of sunny Meto statistics days

Person-related (not applicable) Number of Uni/employment students/ public statistics factors employ

Framework conditions

A Extended pedestrian 30% extension extension of Survey March 2013 zones pedestrian zones in m2 and in %

B Reconstructed 20% reconstructed Survey April 2012 sidewalks reconstructed sidewalks surface in m2 and in %

C Improvement of Reduction of Number of Inspection March 2012 existing cycling “critical spots” for “critical points” in survey network 50% COL as defined by LKM

D Extension of cycling 30 km of new km of new Survey June 2012 network tracks, ways, tracks, ways, lanes lanes

E Weather protected 1000 new racks Number of new Survey October 2012 bike parking (B&R) racks

F Self service city bike 300 city bikes & Nu. of bikes and Survey April 2011

Services providers 30 terminals terminals

G Use of self service 30 % of usage Average % of Automatic data May 2013 city bike usage counters

H Use of weather 50 % occupancy % of occupancy Survey October 2013 protected B&R

I Use of safe locking 3000 new racks % of occupancy Survey October 2013

Option offered bike racks

J increase in modal 20 % Share of walking Questionnaire/ September 2013 split of COL in MS survey increase of cycling K modal split of COL 20 % increase Share of cycling Automatic data September 2013 in MS counters plus

Overall effects survey

PROJECT: MOBILITY MANAGEMENT PLAN OF COL

Direct target group

Level Targets Indicators Methods When

External factors (not applicable) Number of sunny Meteorological days statistics

Person-related (not applicable) Number of Statistics students/ public Overview factors employ

Framework conditions Project activities A and outputs Self service city Number of city Survey April 2011 bike bikes and terminals Awareness of B mobility services 70 % of % of inhabitants Questionnaire September provided aware of option 2011 Usage of mobility C services provided 20% % of usage of Automatic September service counters data 2013 survey Satisfaction with D the mobility 80% % of satisfied Questionnaire September

Services providers services provided users 2013

E Acceptance with 30% % of the Questionnaire September mobility option residents that 2013 offered are accepting service

F Take up of April 2011 Actual date of Concessionaire April 2011 mobility option mobility option Survey offered offered

G Satisfaction with 70 % of users % of satisfied Questionnaire September the mobility satisfied users 2013

Option offered option offered Automatic H Long-term 30% usage % long term counters data September attitudes and usage of service survey 2018 behaviour System impacts I 20 % increase of % of increase of Modal Split September cycling in Modal cycling Survey 2020

Overall effects Split

PROJECT: MOBILITY MANAGEMENT PLAN OF COL

Indirect target group

Level Targets Indicators Methods When

A Project activities and outputs 70 % of % of informed Questionnaire, Self-service residents inhabitants; B informed; % of users Automatic data April 2013 city bike 10 % users of among collection the service inhabitants

50% of the % of informed Questionnaire, C Cycling corridor district inhabitants September BS3–Plava laguna residents 2013 informed, % of increase Questionnaire, 20% increase of utility cycling of cycling in BS3 neighbourhood 70 % of % of informed Questionnaire, September D Two way cycling residents residents 2013 track on informed; Slovenska Street 30 % increase % of increase Automatic of number of of number of cyclist counter cyclists cyclists data survey

Services provided 50 % of train % of informed Questionnaire, E Bicycle garage at passenger’s passengers; central railway informed station 70% of % capacities Survey on October 2013 capacities used usage capacities usage Result

Chapter 6: Conclusions

a) The City of Ljubljana can not solve its transport and mobility issues alone and Mobility Management is not a silver bullet, yet it provides a basis for sustainability of the transport and mobility in the city.

Mobility Management measures in the city are not a silver bullet for all the transport problems the city is facing nowadays. As a national political, administrative, scientific, business, commercial, cultural, leisure and sports capital Ljubljana attracts traffic region and nation wide. In addition it is situated on intersection of European corridor V. and X. That contributes to increasing levels of trans-international traffic that substantially contributes to congestions on the motorway ring around the city and air pollution in the city. Those issues can be at very first addressed at the national and regional level whereas the later does not yet have its political-administrative and legal framework. On mobility management rather then on provision of additional transport infrastructure and system focused transport and mobility policy of COL can however also provide a basis to alter the approach and to speed up establishment of necessary transport regulation and planning and mobility management institutions at the regional level that can in partnership with COL also increase capacities for more coordinated and toward management of transport issues oriented cooperation with corresponding institutions of the state.

b) Clearly formulated transport and mobility policy is a pre-condition for a successful Mobility Management in the city, however this first needs administrative reform and participatory policy framework.

COL needs at very first a clearly formulated and transparent transport and mobility policy with an explicit shift to mobility management as a priority approach. Yet its design and accomplishment are demanding changes in both administrative as well as policy framework of the decision making in the city. While concentration of planning, implementation, monitoring and control jurisdictions, competences, tasks and activities on transport infrastructure and systems, traffic regimes and their sanctioning and mobility management within a form of Mobility Department should be considered as a demanding (in terms of both political and administrative capacities) necessary step to increase capacities for comprehensive and integrated approach in the field of improvement of mobility in the city the changes in policy framework should address a design of a more participatory approach in provision of mobility measure in the city. In our belief only a provision of a participatory approach in change of mobility patterns can in combination of innovative, a well targeted and long enough campaigns provide a solid legitimating basis for successfully addressing request to change present mobility patterns.

c) Improvement of car-based mobility in Ljubljana would be extremely costly and would take a lot of time and political engagement, however some improvements make sense.

The City of Ljubljana is at turning point of its transport policy. Further activities to improve private personal car based mobility would only be possible by capital intensive investment into extension of road infrastructure within the city with huge impacts on the visual identity of the city and accomplished by further increase of level of noise, air pollutants and traffic born GHG. This would most probably provoke increased resistance of civil initiatives that would at least in some cases lead to legal disputes and civil disobedience. Both would demand

59 postponing and/or altering proposed technical solutions that would in turn lead toward additional increase of financial and political costs.

Nevertheless we are not arguing that any new investment in improvement of road infrastructure is not needed. Completion of inner city ring is necessary also as it provides possibility to extend the ban on individual motorised traffic in the city centre and thus enables extension of pedestrian zones and provision of comfortable and direct access through the city centre by a bicycle.

d) Improved conditions for walking and cycling are together with improved inter- modality most feasible and least costly way to improve mobility in the city and are already supported by the EU.

A yet not fully conceptualised and only partially operational alternative to improve mobility in the city can be identified in the field of improving conditions of non-motorised mobility in combination of improvement of PT services i.e. with improved inter-modality. By an active policy in the field the COL can significantly improve mobility since the potential in this area that has been for a long time neglected is large.

In the field of investment into transport infrastructure and systems this Mobility Management Plan however pledges for substantial improvement at very first cycling infrastructure in town. Ljubljana has an appropriate size, topography and climate as well as basic infrastructure for cycling. This together with increasing popularity of a cycling provides good potential for substantial increase of cycling in a modal split of the city. In order to achieve this infrastructure should not only allow and enable but also invite citizens to cycle to work/school, shopping, leisure and private visits. The COL is getting by a support of the CIVITAS Elan its first cycling strategy which was also considered together with other measure in support of non-motorised and PT while designing this Mobility Management Plan.

e) Quality of cycling and walking infrastructure and integration of corporative identity in its design are of outstanding importance for successful promotion and marketing of sustainable mobility in the city.

A design of infrastructure already provides subconscious message. Thus infrastructure should not only be considered as a tool to achieve certain goals but also as a symbol that contains a message for the user. Even very intensive and attractive campaign in support of cycling or walking in the city would not reach its objectives until design and maintenance of the infrastructure would provide a strong opposed latent massage that the cycling/walking is not a part of identity of the city. On the contrary a bike box, clearly marked direct guidance of cyclists through an intersection or a cycling boulevard clearly marked with pictograms are fundamentally supportive in transferring a message that cycling is highly appreciated by the city and welcome in the city. It is of an outstanding importance that the soft measures - in this case supporting cycling - are supported with appropriately conceptualised corporative identity that is embedded in and applied on driveways, signposts, parking lots as well as on promotion and information materials and channels.

f) The city needs to strengthen Mobility Management capacities and make investments in new mobility culture in order to change mobility habits and patterns.

Mobility patterns are indeed deeply anchored in a broader context of mobility culture and have a character of a habit. A Slovene proverb is saying that a habit is an iron shirt. This means it takes a lot of efforts to change it. Innovative mobility marketing strategies and promotion campaigns to alter habits and mobility patterns are needed to alter emotional and mental dependence on private car as privileged mobility mode to commute to and within the city. Although soft mobility management measures like general or individual target group tailored campaigns to alter mobility habits are considered as a “low investment” solutions it is a matter of fact that they are not for free, i.e that they needs investments, too. They demand considerable resources and investments that are “low” only when compared with a couple of millions of Euro that needs to be invested in km of a motorway or new avenue. In order to be successful they do not only need to be innovative and well tailored to specific cultural respectively sub-cultural communication styles but also intensive both in (media) space and time and should combine variety of media channels. Yet again support of an active involvement of individual citizens, in-formal citizen groups and NGOs in the fields of environmental protection, soft mobility (cycling, walking etc.) and sustainable transport in formulation, articulation, accomplishment, approval, implementation and evaluation of transport and mobility policy in general as well as into individual measures could provide an important support for implementation of the measures that demands change of perceptions, values and day to day routines.

g) Mobility Management needs to be based on participatory approach and early engagement of the stakeholders.

The mobility management measures and activities that are proposed by the Mobility Management Plan developed within SEE MMS project do not only need to be further elaborated by experts but also need to be presented and discussed within a properly designed and moderated pubic participation process. At the level of a city mobility cannot be managed by management approach only. Nobody has a mandate to directly define and manage people’s mobility needs or time and mode of their mobility. Mobility is a structural condition of modern society and an inevitable human right at the same time. Thus even at the level of mobility management of private companies the management can not direct employees how to come to work but can only provide different incentives to alter their present mobility pattern and mode. An active participation of those being targeted and affected by mobility management measures is needed as a condition of success. In this sense participatory approach is inherent to “management”.