Mobility Management Plan for the City of Ljubljana
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Mobility Management Plan for the City of Ljubljana 1 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; 3 • 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; 4 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