OVERVIEW OF PILOT CASES
July 2020
INTERREG Alpine Space Project
“Sustainable Mobility Behaviours in the Alpine Region – SaMBA”
REPORT ON PILOT CASES
October 2020
The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Short Description This Report is one of the deliverables foreseen within the WP T3 “Policy definition and testing”, Activity A.T3.3 “Reward/pricing policies implementation and Monitoring”. It provides an overview of the nine SaMBA pilot cases from across the Alpine Space area who have adopted reward/pricing schemes and behaviour change policy measures.
Document Details Project SaMBA Action WP T3 Activity A.T3.3 Deliverable D.T3.3.1 Due date 31/03/2020 Delivery date 30/05/2020 Dissemination Origin PP2 – LINKS Authors Stefania Mauro (PP2), Marco Selmin (PP3), Loretta Papisca (PP3), Nicoletta Motta (PP4), Silvia Ceretto (PP4), Yvan Martinod (PP5), Emmanuel Jeanjean (PP6), Gerhard Ainz (PP7), Shravan Shinde (PP9), Helena Cvenkel (PP10), Roko Padovac (PP10), Pia Primec (PP11), Janina Emge (PP13), Marie Kleeschulte (PP13).
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Table of content
Table of content ...... 2 Introduction ...... 6 Overview of pilots ...... 6 Summaries of individual Pilots ...... 11 COUNTIES OF DACHAU, FÜRSTENFELDBRUCK, MUNICH AND STARNBERG (DE)...... 11 Pilot overview and goal ...... 11 Description ...... 11 Socio-economic ...... 12 Transport and Mobility ...... 13 Planning context ...... 14 Goal ...... 14 Pilot implementation ...... 15 Preliminary analyses ...... 15 Users and stakeholders engagement ...... 20 Reward/pricing schemes co-creation ...... 23 Reward/pricing policies implementation and monitoring ...... 24 Lessons Learnt so far ...... 24 REGIONAL NATURAL PARK OF VERCORS (FR) ...... 25 Pilot overview and goal ...... 25 Description ...... 25 Socio-economic ...... 27 Transport and mobility ...... 27 Planning context ...... 29 Goal ...... 29 Pilot implementation ...... 30 Preliminary analyses ...... 30 Users and stakeholders engagement ...... 31 Reward/pricing schemes co-creation ...... 33 Reward/pricing policies implementation and monitoring ...... 34
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Lessons Learnt so far ...... 36 “MADRE TERESA DI CALCUTTA” HOSPITAL (IT) ...... 37 Pilot overview and goal ...... 37 Description ...... 37 Socio-economic ...... 37 Planning context ...... 38 Goal ...... 38 Pilot implementation ...... 39 Preliminary analyses ...... 39 Users and stakeholders engagement ...... 40 Reward/pricing schemes co-creation ...... 41 Reward/pricing policies implementation and monitoring ...... 42 Lessons Learnt so far ...... 44 MOBILITY BEHAVIOUR CHANGE IN NEW BUILDING AND REFURBISHMENT PROJECTS (A) ...... 45 Pilot overview and goal ...... 45 Description ...... 45 Socio-economic ...... 46 Transport and mobility ...... 46 Planning context ...... 47 Goal ...... 47 Pilot implementation ...... 48 Preliminary analyses ...... 48 Users and stakeholders engagement ...... 48 Reward/pricing schemes co-creation ...... 52 Reward/pricing policies implementation and monitoring ...... 54 Lessons Learnt so far ...... 54 CITY CYCLING+ AT LANDKREIS EMMENDINGEN (DE) ...... 55 Pilot overview and goal ...... 55 Description ...... 55 Transport and mobility ...... 55 Planning context ...... 56
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Goal ...... 56 Pilot implementation ...... 56 Preliminary analyses ...... 56 Users and stakeholders engagement ...... 57 Reward/pricing schemes co-creation ...... 58 Reward/pricing policies implementation and monitoring ...... 58 Lessons Learnt so far ...... 60 CARPOOLING LINE IN GRENOBLE AREA (FR) ...... 62 Pilot overview and goal ...... 62 Description ...... 62 Socio-economic ...... 63 Transport and mobility ...... 64 Planning context ...... 64 Goal ...... 64 Pilot implementation ...... 65 Users and stakeholders engagement ...... 65 Reward/pricing schemes co-creation ...... 65 Reward/pricing policies implementation and monitoring ...... 66 Lessons Learnt so far ...... 69 CHIERI SCHOOL DISTRICT (IT) ...... 70 Pilot overview and goal ...... 70 Description ...... 70 Socio-economic ...... 71 Transport and mobility ...... 71 Planning context ...... 72 Goal ...... 73 Pilot implementation ...... 74 Users and stakeholders engagement ...... 74 Reward/pricing schemes co-creation ...... 76 Reward/pricing policies implementation and monitoring ...... 77 Lessons Learnt so far ...... 77
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
"CHANGE THE HABIT-GAIN THE REWARD” IN THE CITY OF KOPER (SI) ...... 78 Pilot overview and goal ...... 78 Description ...... 78 Socio-economic ...... 79 Transport and mobility ...... 80 Planning context ...... 81 Goals ...... 81 Pilot implementation ...... 82 Preliminary analysis ...... 82 Users and stakeholders engagement ...... 83 Reward/pricing schemes co-creation ...... 84 Reward/pricing policies implementation and monitoring ...... 86 Lessons Learnt so far ...... 94 BOHINJ AREA AND TRŽIČ (SI) ...... 96 Pilot overview and goal ...... 96 Description ...... 96 Socio-economic ...... 97 Transport and Mobility ...... 97 Planning context ...... 98 Goal ...... 98 Pilot implementation ...... 100 Users and stakeholders engagement ...... 100 Reward/pricing schemes co-creation ...... 102 Reward/pricing policies implementation and monitoring ...... 102 Lesson Learnt so far ...... 103
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Introduction
This Report is one of the deliverables foreseen within the WP T3 “Policy definition and testing”, Activity A.T3.3 “Reward/pricing policies implementation and Monitoring”. It provides an overview of the nine SaMBA pilot cases describing the pilots’ context and goals, implementation details and lessons learnt so far. However, due to the coronavirus pandemic, that has hit the world in the first months of 2020, many of these activities have suffered a slowdown and have been delayed, thus some activities have not yet been completed at the time of writing this report.
The section on lessons learnt shows what worked and what did not and, although still partial, it can be considered one of the most important results of the field experimentation when considering future replicas in the same or in other contexts.
The present draft report will be consolidated as soon as all SaMBA pilots will complete their policy implementation.
Overview of pilots
The following table reports the biggest challenges, in terms of mobility, that the SaMBA pilots had to overcome and the objectives and target users set within the project. Most of the problems are generally related to the high use of private cars, and all pilots show the desire to reduce private traffic to make the areas more enjoyable and healthy for both tourists and specific categories of inhabitants.
Alpine Pilot Case Territorial Main Problems Target Users Main Goals Type
To change the mobility County of Dachau, Hard to control urban behaviour of citizens by Fürstenfeldbruck, Alpine sprawl due to high growth providing the right New citizens Munich and metropolis of population and information, regarding local Starnberg (DE) economic reasons sustainable mobility offers, at the right time
There are no particular To reduce the number of cars mobility problems but the Tourists on the road by increasing the Park wants to make the number of persons in cars Regional Natural Tourism whole mobility compliant Inhabitants (carpooling) and to offer new area with the principles of Park of Vercors (FR) mobility services in areas sustainability that govern Event-goers where they are missing the management of this (hitchhiking solutions) protected area
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Warning from users about Hospital high public transport fares employees and no connections with To increase the use of public
other services (e.g. trains). transport, contextually “Madre Teresa di Stable or University Moreover, the presence of reducing the use of private Calcutta” Hospital growing students free parking (1.850 cars, among hospital users rural area (IT) external free parking even though in the Hospital’s Daily visits’ space) outside the hospital area there is free car parking users and penalizes the use of the visitors available public transport
Refurbishment and To foster sustainable mobility new building behaviour of new citizens, to Alpine city -- New citizens projects in Salzburg raise awareness of the (A) benefits of sustainable travel
To reduce the number of cars on the roads fostering behaviour change and modal shift. Motivate citizens to use CITY CYCLING+ at Citizens Tourism their bicycles in their Landkreis High use of private car area everyday lives. Advocate County officials Emmendingen (DE) sustainable mobility (more) actively in the key areas of marketing and public relations
To decrease the number of Stable or Excessive traffic in peak cars on the roads during the Carpooling line in Commuters in growing hours and all its pernicious peak hours by offering Grésivaudan Grenoble area (FR) rural area effects alternatives to commuters, increase carpooling offer
To reduce the number of Car dependency of high home-school trips by car Chieri school district Alpine High school school students and through the experimentation metropolis students (IT) student’s parents of single users or community rewards
The main roads coming to Scholars the city are highly To encourage change in travel
"Change the habit - congested in rush hours. habits, towards a more Elderly citizens gain the reward“ in The car is still the major intensive use of sustainable Alpine city form of mobility also modes of transport in the Municipality of Public within the city and compliance with the Koper (SI) administration sustainable mobility objectives of the SUMP officials behaviour is very low
To reduce the number of cars coming to the territory and Declining Traffic within cities and the parking areas within and Bohinj area and and traffic jams in Natura 2000 Tourists near Natura 2000. shrinking Tržič (SI) areas To increase the number of rural area tourists coming into the area by public transport
Table 1. Summary table of the nine SaMBA pilot cases. 7
The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
The following table shows a summary of the new rewarding and pricing policies co-created, their degree of completion, and the main lessons learnt so far.
Degree of Pilot Case Reward/pricing policy Lesson learnt so far completion
Information can prove to be quite an effective tool for behaviour change when provided at the right time, in the right form and to the right people
Creation and diffusion of Financial incentives should be paired with County of Dachau, mobility information packets complementary incentives such as digital Fürstenfeldbruck, Partially rewards and ‘praise’ for helping the Rewarding of people for their implemented Munich and environment to bring about the best sustainable mobility behaviour Starnberg (DE) results tracked through the MUV app
The success of a policy implementation depends very much on the motivation and role stability of those who participate in carrying out the project
To give better visibility to the incentives, the right information should be delivered both before and during the event. Good communication is crucial to make people aware of the offer, and during the event, all the participants have to see the advantages reserved for car-poolers to make them think about it for the next Regional Natural Park Carpooling promotion and Partially time of Vercors (FR) hitchhiking service implemented Money is not the main motivation to change behaviour. Sometimes, practical advantages are much more interesting
Changing habits takes time. Experiences show that for an annual event, it is necessary to repeat the incentives every year to have an effect
Good information can raise awareness on users and be an effective tool for behaviour change, instead of using financial leverages as moral suasion. However, to achieve a large scale Offering to hospital users new audience it could be useful a mixed “Madre Teresa di lower public transportation Partially policy, which comprises both informative rates implemented Calcutta” Hospital (IT) and financial actions.
The necessity to better understand target users’ needs has to be taken into account, to improve new-targeted policies
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Refurbishment and Mobility points, individual mobility advice, digital and Not yet new building projects Not yet identifiable interactive mobility brochure implemented in Salzburg (A) for new citizens (“Story maps”)
Key-stakeholders should be approached early
CITY CYCLING is a participatory Involvement of companies was successful action conceived as a to reach the people CITY CYCLING+ at competition: on 21 Partially Landkreis consecutive days the Know the gatekeepers, key-stakeholders, implemented Emmendingen (DE) participants cycle for more and decision-makers in the involved bicycle promotion, climate organisations protection and quality of life Critical issue: to intercept car users; usually only those who already use the bike join the campaign
The targeted mobility alternative has to be perfectly relevant and socially acceptable
Rewards are a lot more efficient when Creation of a carpooling line they are gifts rather than discounts with dedicated pick-up points Carpooling line in integrated into a platform for Partially It is important to diversify the levers in Grenoble area (FR) the collection of "mobility implemented order to make modal shift policies points" to be spent on efficient (information, restrictions, discounts or prizes incentives, enhanced alternatives, etc.)
Carpooling policies are not going to be relevant everywhere, regarding the population, living standards, quality of public transport networks, etc.
Promotion of sustainable Motivate participation of the teachers of home-school trips by the schools involved. Chieri school district encouraging it through the Partially (IT) creation of a competition implemented Local businesses have a real chance for between classes with the use greater exposure when designing a of the MUV App reward system
Walk-bus and promotion of a It is important to plan on broader sustainable way of coming to functional areas especially where daily "Change the habit - school and kindergarten migration and seasonal migration influence the traffic flow and therefore gain the reward“ in Partially Empowering the elderly mobility habits implemented the Municipality of population (promotion of Koper (SI) biking as a way of mobility) Rewards are important incentives for changing the mobility habits with the Promotion of sustainable ways point on the right timing of the rewards
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
of coming to work and the right type of reward
Children’s greatest rewards were funny and amusing escorts and the socialization effect that happened on the way to school
For the employees in public administration, the biggest incentive is time saving and money-saving aspects
In Bohinj: new PT offer for tourists: bus service to the starting points of hiking trails is planned as a seasonal and event-based service Bohinj area and Tržič Not yet Not yet identifiable implemented (SI) In Tržič: designing of a new parking policy, trough introduction of parking fee (car parking tickets machine will be installed)
The following chapters describe in detail the progress of each pilot case.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Summaries of individual Pilots
COUNTIES OF DACHAU, FÜRSTENFELDBRUCK, MUNICH AND STARNBERG (DE)
PILOT OVERVIEW AND GOAL
Description
The pilot sites of MVV are the four counties of Dachau, Fürstenfeldbruck, Munich, and Starnberg surrounding the city of Munich. At the time of the writing of this report, however, active pilot work has only been done in the county of Fürstenfeldbruck. The other counties were instead involved in several workshops related to different topics relevant to SaMBA. In the next phase of the project, all pilot sites will be involved in active work (consisting in the development of Mobility Package). These counties, due to their proximity to the city of Munich, have seen massive growth in recent years and this growth is expected to continue. They have both: urban centers as well as very rural dispersed settlements. Overall these counties fall under the ‘growing suburban or metropolitan areas’ category.
Figure 1. MVV pilot sites in SaMBA.
In recent years, a considerable amount of investments have been made in the development of the public transport infrastructure in these counties. Due to this, for the most part, they enjoy a good public transport offer in the form of buses and regional trains. The improvement of public transport offer is expected to continue in the future due to the recent debate regarding climate change. However, simply improving public transport offer is not enough. People need to be well informed about the availability of the offer as well as its benefits. They need to be convinced to leave their private cars behind and travel with sustainable modes. This is the main challenge faced by these pilot
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
sites. The policies developed in the pilot are mainly aimed at providing policymakers and planners support in changing people’s behaviour towards more sustainable modes.
Socio-economic
MVV Region
Area dimension 5,219 km2 Population of the pilot 2.9 Million residents Population density in the pilot area - Age structure 18% - under 18 yrs old 63% - between 18 to 65 yrs old 19% - older than 65 yrs 18% Average available income (yearly) Ca. 26,000 – 35,000 €/year Driving age population - Number of employees 1,43 Million Main attraction poles Various lakes, historical monuments in and around the city of Munich, breweries, hiking locations, etc. Tourists in the pilot Ca. 24.4 Million overnight stays/year
The MVV region is a mix of very densely populated areas as well as sparsely populated rural and touristic areas. It consists of seven counties and the city of Munich. The total area covered by MVV is around 5,219 km2, which is home to approximately 2.9 million people. The average overall population density of this area comes out to be 555 residents/km2. Southern Bavaria is one of the most prosperous regions in Germany. Therefore, the residents of MVV region enjoy a relatively high available yearly income of around 26,000 – 35,000 €. Along with being a technology, economic and educational hub, MVV region is also home to many tourist destinations. These include several lakes, historical monuments, outdoor activities such as hiking and other sports activities, breweries, etc. This large variety of leisure activities results in more than 24 million overnights from tourists every year. Some locations have already started struggling with over-tourism and car congestions on good days. Therefore, sustainable mass transport options must be implemented for tourism purposes in the MVV region.
County of Fürstenfeldbruck
Area dimension 435 km2 Population of the pilot Ca. 219000 residents Population density in the pilot area Ca. 500/km2 Age structure 18% - under 18 yrs old 61% - between 18 to 65 yrs old 22% - older than 65 yrs Average available income (yearly) Ca. 28,000 €/year Driving age population - Number of employees Ca. 49,500
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July 2020
Main attraction poles - Tourists in the pilot Ca. 253,000 Overnight stays/year
Located to the north-west side of the city of Munich, this county is characterized by a mixture of urban and rural settlement structures. Especially the eastern parts of the county have a relatively dense urban settlement structure, whereas the western parts are rather rural. The total area of the county is 435 km2 and has around 219,000 residents. The overall population density of this county is around 500 residents/km2. The county counts as one of the most wells off regions in Germany with an average available income of around 28000€/year (7th in entire Germany). Tourism is not a key sector in this county, but due to its proximity to Munich and other southern Bavarian attractions, it receives around 253,000 overnight stays from tourists every year.
Transport and Mobility
MVV Region
Public transport 11% Bike 13% Walk 18% Private car 44% Car passenger 14% Shared services Several high-quality Car Sharing and Bike Sharing services are available. One of the best known bike-sharing systems belong to the city of Munich and is now in the process of expanding itself into the neighbouring MVV counties. Transport costs - Traffic and Almost all the main roads (Autobahns, state highways, and main roads in the congestion city) face severe daily congestions during peak hours. Safety and security Generally considered very safe.
The total percentage of trips being made with sustainable modes of transport such as public transport (11%), biking (13%), and walking (18%) in the MVV region lies at around 42%. The remaining 58% of the trips are made with private cars, either as drivers (44%) or as passengers (14%). As the percentage of public transport is relatively low and that of private cars relatively high, almost all the major roads such as the autobahns, state highways and main roads in the cities suffer from daily congestion. The problem is especially bad during the beginning and end of holiday seasons.
County of Fürstenfeldbruck
Public transport 11% Bike 16% Walk 20% Private car 41% Car passenger 12%
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July 2020
Shared Services Various Car Sharing and Bike Sharing services available. Integrated area- wide Mobility Stations are being planned currently. Transport costs - Traffic and congestion The city center of FFB and the western part of the county regularly suffers from severe congestion. Safety and security Generally considered to be very safe.
The total percentage of trips being made with sustainable modes of transport such as public transport (11%), biking (16%), and walking (20%) lies at around 47% in this county. The remaining 53% of the trips are made with private cars, either as drivers (41%) or as passengers (12%). This lies below the MVV average of around 58%.
Planning context
All of the counties in the MVV region have their ‘Local Transport Plans’. This kind of plan (available for all the counties under MVV area of service) usually assesses the current situation of public transport and makes a recommendation for its further development. Traditionally the focus has been on the regional buses only. However, in the past years, other aspects of public transport and alternative mobility forms such as bike-sharing and car-sharing, mobility stations along with soft measures such as awareness advertising campaigns, the elevation of the image of public transport have started gaining importance in these plans. Instead, there are still no official plans or studies that have been conducted in regards to changing mobility behaviour. Therefore, the effects of various incentives and rewards are not well documented in the pilot sites.
On the other hand, as budgets are always tight, the option of giving financial incentives such as free tickets or gifts to bring about a behaviour change has to be looked at critically. In addition to that, financial incentives are not the only solution when it comes to transforming mindsets. Many studies and projects have shown that information can also be used as an incentive in bringing about a change in one’s behaviour. This concept will form the basis of the policies and measures developed in this project for the Munich pilot sites. The plan is to not just focus on the financial incentives but rather have them in a supplementary role to ‘mobility information’ which will be the main focus of the policies. Successful examples of such an approach are the ‘New citizens’ mobility information packet’ of the city of Munich.
Goal
To change the mobility behaviour of citizens living in the entire MVV region by providing the right information, regarding local sustainable mobility offers at the right time. Using information as an incentive for mobility behaviour change along with supplementary financial incentives and rewards which act as the final push for people to change their behaviour.
Mainly two initiatives contribute to the achievements of the objectives:
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July 2020
creation and diffusion of mobility information packets; rewarding of people for their sustainable mobility behaviour tracked through the MUV app.
PILOT IMPLEMENTATION
Preliminary analyses
A total of three preliminary analyses, detailed below, have been conducted before implementing the policy.
On-board Survey on “Free Trial Day” – October 2018
One of the pilot sites (county of Fürstenfeldbruck) has been offering free public transport days for the past few years, to raise awareness about the good public transport offer in the county. As this county is a pilot site in SaMBA, a test on the effectiveness of this free trial day offer has been conducted before planning other new activities. For this reason, the six most important lines in the county were chosen and an on-board survey was conducted on these lines.
Passengers were asked about their usual mobility behaviour, about how often they used private cars and how often they used public transport and how they felt overall after they used the public transport on the free trial day.
As part of this on-board survey, a total of 1221 passengers were interviewed. Out of these, 234 were using free trial day tickets. As MVV, the Public Transport and Tariff Association of the Munich region, wanted to focus on the mobility behaviour of the people who were using the free trial day ticket, only their responses were recorded and further analyzed. The following statements relate, therefore, only to the responses of the passengers using free trial day tickets.
It was found that most of the people used this free offer during the afternoon hours rather than in the evening. On this free trial day, roughly 11% more passengers were recorded on these bus lines as compared to their normal occupancy. The most popular reasons for using the free trial day ticket were for ‘leisure activities’ and ‘routine chores’.
The passengers were also asked about their normal mobility behaviour. They were asked how often they used public transport (PT) and how often they drove private cars. 50% of the free trial day users were regular PT users (3-4 times a week or more), whereas 20% rarely used PT (1-3 times a month or less). From the interviewed passengers, 20% were regular car users (3-4 times a week or more), and almost 70% never or rarely used private cars (1-3 times a month or less).
Almost 2/3rd of the total free trial users admitted that they will use the regional bus services more often after the free trial day. However, the most crucial groups, whose behaviour needs to be influenced, are the people who rarely use PT and the ones who regularly use private cars. These groups also reacted positively to the question of if they would use the regional bus more often in the future after having tried it during the free trial day. In total, about 60 – 65% of the passengers who rarely 15
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July 2020
use public transport said they would use it more often in the future. Furthermore, about 60-70% of passengers who use private cars very often said they would also use the public transport services more often in the future.
Definitely yes Probably yes Probably not Definitely not
8%
28% 41%
23%
n = 234
Figure 2. Now that you have tried the free ticket, would you use it more often?
Overall, these results paint a positive picture of the efforts taken by the county of Fürstenfeldbruck. The County will use the detailed results and analysis provided by SaMBA to garner more political support for their actions and further promoting improvements in the public transport sector in their area.
Online Survey on “Mobility Info Package” – September to December 2019
County of Fürstenfeldbruck has an on-going initiative, where it provides information about mobility offers in the county to its citizens. It is called ‘Mobile Wundertüte’. This roughly translates to ‘The mobile wonderbag’. This printed package contains information regarding the public transport offers in the county along with tariff information. Small pocket-sized timetables and bus route plans along with accessibility information is also available.
The county was interested in analyzing their existing product and making it even better for their citizens. Thus, improving the overall effect of mobility information and bringing about a change in mobility behaviour.
For this reason, an online survey was designed in cooperation with the county officials. The results were then analysed to determine trends and make recommendations. One of the most important questions was to determine what information is the most important for the citizens. The following diagram shows the results of the survey. The first three factors on the list were as per our expectations very important for the majority of the people. However, surprisingly the biking map of the region was also rated very highly by many people. This goes to show that people are generally keen on using 16
The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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more sustainable modes like bikes to replace some of their daily trips done by other modes. Another good result which was seen is that many people are also interested in knowing about public transport options for their leisure activity trips. Promoting public transport for leisure trips has been one of the main goals of the county. Therefore, it is a welcome result.
Figure 3. What information is the most important for the citizens?
The growing trend of digitization was also reflected in this survey when it was asked whether the mobility package should be made available in a digital form. A whopping 93% of respondents wished that the information was made available through digital channels. Around 87% of these people wanted that the information should be integrated into the existing MVV app.
Figure 4. Should the Figure 5. Where mobility package be should the digital available in a digital information be made form? available?
MUV-Competition on Testing rewards – September to October 2019
One of the most important focuses of the project was to find out what types of incentives are effective in bringing about a mobility behaviour change in people. To test different incentive types, the mobility tracking and rewarding app MUV was selected. This app has been developed as part of an EU research project. The idea behind this app is that it tracks its users and rewards them with digital points when they use sustainable modes of transport such as public transport, biking, or walking. This app was adjusted to Munich’s local situation through a co-creation workshop with the local stakeholders.
The goal was to run an area-wide testing of this App to test digital and financial incentives. As a financial incentive, MVV decided to reward the person who made the most amount of points with a high-quality 17
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foldable bike. After the end of the testing period, a survey was conducted to find out key trends, the main motivations behind participation in the project, and to determine the effectiveness of the incentives.
The main motivation for participating in the test:
MVV wanted to find out what the main motivation of the people behind joining the testing was. Was it just the possibility of winning a foldable bike or were people interested in measuring and comparing their sustainable behaviour? In the figure below, the results are shown. Interestingly enough not many people were interested in winning the bike but rather in the other aspects of the testing. For example, they were interested in the workings of the app or wanted to test how sustainable their mobility behaviour is. A surprisingly high number of people participated because they just wanted to do something good for the environment.
Figure 6. Motivations for joining the App-testing.
Effectiveness of different incentives:
There can be multiple factors that influence one’s behaviour. Therefore, it was decided to ask the participants about the incentives that would be very effective in changing their behaviour as well as some secondary incentives that would act as a good compliment to the main incentive and push them over the fence towards the sustainable choices.
The most effective incentives:
Unsurprisingly, the most effective incentive type turned out to be financial incentives. An overwhelming majority of respondents said that for them to change their mobility behaviour, they would need some type of financial catalyst. This could be in form of discounts (both on public transport tickets or other unrelated products) or some sort of government grant or tax benefit. However, as a 18
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good turn of events, about 1/4th of the respondents stated that just having a good conscience for doing something good for the environment was good enough of a reason for them to change their behaviour. Digital rewards, praise, and competition were stated as being not very effective when it comes to being the main catalyst for behaviour change.
Figure 7. Most effective incentives.
Incentives that play a secondary role in enabling sustainable behaviour:
While it was clear that the behaviour cannot be influenced on a large scale with just digital rewards, these types of rewards fare much better when it comes to being a complementary incentive to the main incentive. Another interesting finding was that targeting the ‘good conscience’ of the people turned out also to be very effective in being a complementary incentive. This means that these two types of incentives, when combined with the right main incentive, would produce very good results.
Figure 8. Incentives that act as a good compliment to the main incentive.
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Users and stakeholders engagement
The following are the relevant stakeholders that have been identified for the co-creation and implementation of the policy.
Citizens County officials/planners Municipal officials Public Transport authority/coordinator Public transport operators Elected officials NGOs (e.g. Cycling Interest groups such as ADFC, green City, etc.) Car Sharing companies Bike Sharing companies
Figure 9. Goal, Service, Stakeholders, Impacts, and Indicators for the County of Dachau, Fürstenfeldbruck, Munich, and Starnberg (Germany), using SEROI+ tool.
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Figure 10. Citizens relevance, influence, motivation, and expectation using the SEROI+ tool.
Figure 11. County and municipal officials/planners relevance, influence, motivation, and expectation using the SEROI+ tool.
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Figure 12. Public Transport Coordinator/provider relevance, influence, motivation, and expectation using the SEROI+ tool.
Stakeholders have been engaged in discussions regarding the topic of behaviour change through several workshops and meetings:
1. Kick-Off-Workshop (October 2018) with the local pilot sites representatives, where the main actions of the projects were discussed, including existing and new rewarding measures and policies; 2. First National workshop (February 2019) where actors from various relevant fields had the opportunity to get to know various best practices of behaviour change policies and had the opportunity to discuss important topics, including challenges and ideas for new behaviour change policies; 3. Co-creation workshop (April 2019) which was dedicated to adapting the mobility tracking and incentive app MUV to the Munich local conditions (culture). Workshop participants helped create various incentives and challenges for app users. Workshop participants brainstormed regarding the types of rewards that might be used to motivate people as well as how could these rewards and financial incentives be made available (e.g. co-operation with local businesses). This app has been tested in the Munich region in the summer of 2019. 4. Second National workshop (September 2019) where German and other international players had the opportunity to give their insights on how to tackle challenges related to mobility behaviour change. Topics such as improving the ease of accessibility and safety of sustainable modes were also discussed. 5. Co-creation workshop (planned for March 2020 and postponed due to coronavirus pandemic) of a mobility package for the entire MVV region, inspired by the results of the online survey on the existing “Mobility package” of the County of Fürstenfeldbruck is planned.
Different methods were used to engaging stakeholders. There were big workshops with a high number of participants (around 50) and then there was also a smaller workshop with around 15 people. The formats of the workshops were also very different. The bigger workshop consisted of two main parts: 22
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July 2020
the first one was more about creating awareness through different presentations of best practices and the second part was dedicated to fostering a thorough discussion between various stakeholders and experts on relevant topics. Among the participants were experts from the mobility field, transport planning officials from the city as well as counties, elected officials, and NGOs. The second workshop with 15 people was more informal and meant to be fun for the participants. As it was a co-creation workshop for the adjustment of MUV App to the Munich situation, it was organized in form of a ‘board game’ where the participants were able to complete different tasks in a very informal setting. In this workshop, it was found that the younger participants were more engaged and enjoying the experience compared to the older participants, who seemed a bit out of their comfort zone. Regardless of the workshop format, important insights were gained regarding the issue of how to influence people’s behaviour and motivate them to use more sustainable modes of transport.
Reward/pricing schemes co-creation
As mentioned in the ‘goals’ sections, the main focus of the policies is not on classic financial rewards but rather on providing information as an incentive and having financial incentives and rewards as a supplementing motivation. The financial rewards used have to be financed either by the public administration or stem from cooperation with local businesses. For the co-creation of rewarding schemes, the opportunity of the workshop was used.
Listed below are the results of the brainstorming session regarding rewarding ideas that might work in the pilot sites:
Financial rewards and incentives:
discounts at local stores; free public transport trial tickets or subscriptions; tickets for recreational facilities (pools, zoo, thermal baths, etc.); partner public transport ticket; tax benefits for using sustainable modes.
Digital incentives and rewards:
collecting points in an App for traveling sustainably; emotional incentives (Smiley in an App when one buys a PT ticket or when one uses sustainable public transport modes regularly).
Apart from financial and digital incentives, another idea to bring about change was to have a so-called ‘mobility budget’ in the enterprises that can be used for buying public transport subscriptions and for using other sustainable modes rather than providing the employees with a company car.
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Reward/pricing policies implementation and monitoring
The rewarding policies that will be used for the mobility package and the mobility App will be different. For the mobility App, both digital and financial rewards were used as mentioned in the results section of the report. On the other hand, the financial rewards that will be a part of the Mobility package will be free trial tickets or subscriptions, which will be sponsored by either MVV or the counties.
The effectiveness of these different rewards will be monitored and analysed in this project with the help of surveys and data analysis from the App.
LESSONS LEARNT SO FAR
One of the most important lessons learnt from this project activity is that, contrary to the popular belief that one needs financial incentives to bring about a behaviour change, information can prove to be quite an effective tool for behaviour change when provided at the right time, in the right form and to the right people.
However, this does not mean that large-scale change can be brought about without any financial incentives. As mentioned in the results section, financial incentives should be paired with complementary incentives such as digital rewards and ‘praise’ for helping the environment to bring about the best results.
Problems encountered during the project: one of the unexpected problems encountered during the project period was that county officials from two pilot counties changed their jobs and MVV was left with no clear contact person from counties’ side who would participate in SaMBA activities for more than six months. This led to some of the project activities and workshops being postponed.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
REGIONAL NATURAL PARK OF VERCORS (FR)
PILOT OVERVIEW AND GOAL
Description
The Regional Natural Park of Vercors, located in Auvergne-Rhône-Alpes Region close to Grenoble and Valence, is a low mountain area very attractive for outdoor activities for tourists and one day visitors.
Created in 1970, it covers 206,208 hectares of spectacular landscapes: gorges, slender peaks known as “needles”, and vertical rocky cliff faces. This exceptional environment is home to unique fauna and flora, which is the park’s mission to conserve: more than 80 protected plant species and 135 species of nesting birds have also been identified.
The Park of Vercors is an extraordinary natural environment, but also a living land. Moreover is a good destination for people interested in nature sports such as hiking, Nordic skiing, alpinism, and caving. It is also a good place for sight-seeing, as it offers various and beautiful landscapes, local products and events. One of Park’s aims is to maintain an active economy based on tourism, agriculture, and forestry, whilst developing harmony between people and the environment.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Figure 13. Tourist offer in the Regional Natural Park of Vercors.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Socio-economic
Area dimension 2000 km2 Population of the pilot 53,000 Population density in the pilot area 26.5 residents/km2 Age structure 29% under 25 years 18% over 65 years Average available income (yearly) 13,000 - 25,000 €/year Driving age population - Number of employees 25,000 Main attraction poles skiing resort, high school, colleges Tourists in the pilot 2,200,200 (one day visitors)
The Park of Vercors is a very attractive place for living because it is close to large employment areas and axes of communication (highways, TGV, airports). Grenoble Metropole (400,000 inhabitants) is only 30 to 45 minutes from the northern part of the Park, and Valence-Romans agglomeration (200,000 inhabitants) is connected to the South part. This puts pressure on urbanism and induces car flows for home-work daily trips.
About 25,000 persons constitute the active population, but 56% works outside of the Park. The size of the park itself is around 2000 km2 which is home to approximately 53,000 people. The average overall population density of this area comes out to be 26,5 residents/km2.
Tourism is the main economic sector with 750 000 overnight stays during winter and 650 00 during the summer season. The Vercors has 9 skiing resorts the biggest being Villard-de-Lans and is well-known for the practice of Nordic ski (Autrans-Méaudre). The main attractive poles are in the north of the territory.
Transport and mobility
The studies carried out as part of the Positive Energy Territory in Vercors, show that mobility is one of the two main areas for reducing consumption of energy on the territory, as its shares in the overall consumption of the territory’s energy, is estimated at 34%. According to the urgency of energy transition and the cost of energy, expectations of inhabitants, tourists, and excursionists, new mobility is emerging less dependent on the individual use of the car (e.g. carpooling, modal shift to public transport and active modes over short distances, organised hitchhiking). Accessibility to services is also an issue: the time-distances of access to services of primary necessity are longer for the sectors located in the heart of the Park or localized in the south, making inhabitants of those areas more vulnerable.
For several years, the Park has engaged in alternatives to the private car. He has conducted a territorial diagnosis on mobility needs and transport offer alternatives to individual car use with other Rhône- Alpes Parks (2012-2013). A feasibility study of a resource centre on mobility was carried out in 2014. 27
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Concrete projects are underway in 2019 with the implementation of an organized hitchhiking device and a communication campaign to promote outdoor activities without a car.
Common modes of transportation are lacking inside the park, and to get around is necessary to have a private mode of transportation such as a car or a motorbike. The north part of the Park connected to the urban area of Grenoble has public transports operated by the Department, but the frequency is low and the range of time slot is narrow. The bicycle can be used, but the steep slopes of the different passes in the Park are only accessible to trained users. The use of e-bike is growing but mainly for recreative uses.
Figure 14. Main roads in and around the Park of Vercors (https://en.wikivoyage.org/wiki/Vercors).
Public transport 10% (2013) Bike Walk Private car 73% (2013) Shared services Various car-pooling, car-sharing and hitchhiking services available Transport costs - Traffic and congestion Few days during winter holidays for access to skiing resorts Safety and security -
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
The use of a car in the Park concerns mainly:
home to work daily travels in the Park or from the Park to the closest urban areas; visitors coming for one day, a weekend or one week of holidays in the Park; inhabitants or visitors going to events organized in the Park. 270 million km of estimated resident vehicles driven per year; 97 million vehicle kilometers for day-trippers; 164 million vehicle kilometers for French tourists, 103 million for foreign tourists.
Carpooling infrastructures and tools (website and platforms) and hitchhiking service (website and stop points) already exist in the Park but they are still underused.
Planning context
The Regional Natural Park of Vercors measures 206,208 hectares of which 17,000 hectares classified as a nature reserve, part of the national reserves of France (RNN). The Hauts-Plateaux du Vercors nature reserve covers 10% of the territory of the Vercors Regional Nature Park. It is today the largest land reserve in metropolitan France. Concerning the nature police, the regulations derive from the decree creating the Reservation supplemented by the rules of procedure.
The regulation of the territory mainly concerns markings of a nature trail and hiking routes and exists a network of organized with arranged itineraries. The Park proposes a collection of six map guides covering all of its territories.
There are also some restrictions on circulation, linked especially to punctual events.
Communities of communes have urban planning documents (PLU, PLUI) but there is not a Mobility Plan at the Park scale.
Goal
The goal of the Park is mainly to reduce the number of cars on the road by increasing the number of persons in cars and to offer new mobility services in areas where they are missing. This is not linked to traffic issues, but mainly to a politician willing to reduce the place of cars in the natural park and, offer new services to people having mobility brakes and to reduce their energetic bill.
Carpooling and hitchhiking service are the main solutions identified for this purpose and inhabitants, tourists and event-goers are the target users (Table 1). Incentives are not intended to base only on economic value but also on other measures such as information, communication, marketing, tests, and support.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
Target users Mobility issue Goal Tourists How people arrive in Encourage visitors (daily or staying) to come without their Vercors, how do they car setting up a network of hosts and tourism professionals move once in Vercors? of the territory, to involve them in developing measures to make their customers come to Vercors with alternative mobility solutions (train, bus, car-pooling) Inhabitants How do people move Encourage Vercors inhabitants to use an “organized” between villages, and hitchhiking service working on the main brakes making how do they go to the people hesitating in sharing their car and practicing closest urban areas? hitchhiking Event-goers How people come to Encourage people coming to cultural and sports events the events? developing carpooling incentives working in collaboration with organizers of cultural and sports events to encourage the general public to use carpooling for coming to these events (reserved parking, gratification, etc) Table 2. Target users, mobility issues, goals for the Regional Natural Park of Vercors.
PILOT IMPLEMENTATION
Preliminary analyses
The Park has developed in 2013 a study of mobility issues on his territory.
Several data on mobility habits of those who live in the Park have been collected:
64% of inhabitants working outside of their community 56% of inhabitants working outside the Park; 73% by car, 10% by public transports, 5% by two-wheeled, 12% no transport for daily home to work trips; 4,1 trips per day on average per person; 22% of trips for work or school reasons; 28.9 km, the average distance travelled per inhabitant per day (significantly higher than that traveled by a city or peri-urban resident). 1.24 people, the average vehicle occupancy rate per vehicle in the week (3 out of 4 drivers travel alone in their car);
The study area is also a tourist and leisure area, which generates many forms of mobility internal and external over the 4 seasons, with peak visits in winter and summer, in particular on the most touristic sectors. Therefore several data on mobility habits of those who visit the Park have been collected:
97 million km of vehicles per year generated by day-trippers; 164 million km of vehicles by French tourists; 103 million km of vehicles by foreign tourists; 30
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July 2020
2.1 people per vehicle for leisure and 2.4 on weekends. 90% of tourists use their private car.
The study allowed the Park to understand the state of art and then identify to identify the best mobility solutions to develop, which are the sharing of vehicles (carpooling, hitchhiking, car-sharing), bikes, and electric bikes, and occasionally buses and shuttles.
Users and stakeholders engagement
According to the three types of action to implement, the following are the relevant stakeholders that have been identified for the co-creation and implementation of the policies.
Target users Stakeholders Tourists Hosters and tourism professionals Tourism offices Mobility and tourism services of the Park Tourists Inhabitants Vert&Co Association (working on ecological transition) Municipalities and communities Road services from the Department Car-sharing company (Citiz) Inhabitants / Citizens Event-goers Events organizers (Vercors music festival) Volunteers on events Car-poolers / event-goers Table 3. Target users and stakeholders.
Figure 15. Stakeholders’ influence and relevance for the Regional Natural Park of Vercors.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
With this analysis, the Parc realises that hosters have to be managed closely. They are important stakeholders, and their interest and expectations in the project must be considered. In the process of inciting tourists to come to Vercors without a car, they have a crucial role to play. Inhabitants and event-goers (final targets) have to be kept informed and involved in the project, they have to get adequate information.
Figure 16 Stakeholders’ motivation and orientation for the Regional Natural Park of Vercors.
This analysis shows that inhabitants and event-goers have to be recognized. Being part of a group doing the action we are expecting (hitchhiking or carpooling) is important and we have to recognize them for this. Hosters have to be involved in a collaborative project to show their capacity to help other people.
Stakeholders have been engaged, according to target users to achieve, in discussions regarding the topic of behaviour change through several workshops (Table 4).
Target users Workshop Tourists Focus Group with hosters (December 2018): the idea was to reach tourists through active involvement of the hosters. Twelve participants started to co-create measures to push tourists to leave their car at home when coming into the Park or at the accommodation when moving in the Park.
Several internal workshops with the tourism service colleagues of the Park have been done to clarify the strategy we wanted to implement.
Inhabitants Focus group with inhabitants (June 2019): with persons, practicing carpooling, or hitchhiking registered in the database managed by the Park. The meeting has been organised in cooperation with a local association Vert&Co (working on ecological
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
July 2020
transition) with a good network of members. Unfortunately, only 4 participants followed this meeting.
A second focus group with inhabitants (October 2019) has been organized with 18 persons. The subject was about the opportunity of developing carsharing in the village.
Event-goers 2 meetings with festival organisers (April 2019) have been set up to prepare the carpooling incentives for the Vercors Music Festival.
Table 4. Target users and workshops with stakeholders in the Regional Natural Park of Vercors.
Reward/pricing schemes co-creation
For tourists target the co-creation started from the exchange with the hosters and the tourism offices because these are the subjects with which tourists first come into contact when they arrive in the Park. It was found that they need to have the right information on transport offer and mobility services to suitably inform tourists. It implies the development of some practical communication measures above all and also the improvement of some mobility services for tourists.
For inhabitants, the co-creation has been developed directly with users interested in carpooling or hitchhiking and car-sharing in cooperation with the Vert&Eco association. The co-creation process started with the aim to understand the main brakes and levers to change inhabitants' habits and ended with the idea to develop specific communication and coaching as well as a "frequent hitchhiker program" to encourage inhabitants to use the hitchhiking service.
For event-goers, the idea was to develop concepts and tools to encourage carpooling for events taking place in Vercors. It has been worked internally by the Park and confronted with the festival organizers.
Target users Measures planned Tourists a) Dedicated communication to tourists b) Storytelling to promote holidays without a car to be developed with local travel agencies Inhabitants c) Dedicated communication and events d) Communication strategy on hitchhiking and carpooling service Event-goers e) Communication tools to promote car-pooling for going to events f) Creation of incentives for those people who come to the events by carpooling g) Test of the incentives during events
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Reward/pricing policies implementation and monitoring
The measures implemented for the three target users are listed below.
Tourist
a) Dedicated communication to tourists - The Park is leading a territorial mark dedicated to tourism promotion : "Inspiration Vercors" Specific mobility information has been implemented on the Inspiration Vercors website, see on : https://www.inspiration-vercors.com/planifier-votre-sejour/venir-dans-le-vercors https://www.inspiration-vercors.com/informations-pratiques/se-deplacer
- The Park has also improved mobility information on our website dedicated to kiking : the idea is to incent people to come in Vercors for hiking by public transport or by using carpooling service. https://rando.parc-du-vercors.fr/informations/infos-mobilite/
b) Storytelling to promote holidays without has been developed with travel agencies and bloggers. We make promotion of slow mobility to access to the Park and to move in the Park. An experience of a family with two children coming in the Vercors without car for two days micro-adventure has been valorised in video : https://www.chilowe.com/microaventures/vercors-velo/ https://vimeo.com/440633067/6accfb6559
Inhabitants
c) Dedicated communication and events - The hitchhiking service has been launched in May 2019. The APP took time to be developed and has been useable at the end of the year 2019. Specific communication actions were planned from spring to autumn 2020, to reach inhabitants, but also public and private institutions. To date, however, the activity has been suspended due to the coronavirus pandemic. d) Communication strategy on hitchhiking and carpooling service A communication strategy has been built with the support of a specialist of public communication and behaviours change. The strategy is based on behavioural accompaniment in order to develop the use of the hitchhiking service. Priority and different targets have been identified to try to influence user behaviours in the most efficient way. The implementation of this plan has been delayed due to sanitary reasons and should start in spring 2021.
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Event-goers
e) Communication tools to promote car-pooling for going to events - The Park has developed tools for Vercors Music Festival to indicate parking reserved to carpooling: banners for parking, information panels. These tools can be re-used for different events as a "carpooling kit" with the guidelines we also developed.
Figure 17. Carpooling kit tested during the Vercors Music Festival.
The Park also proposed communication messages to the organisers for the website and social networks.
f) Creation of incentives for those people who come to the events by carpooling - The Park agreed with the Festival organisers for a dedicated parking area for car-poolers; additionally, gifts, special prices, and fast-passes have been offered.
g) Test of the incentives during some events - During the Vercors music festival (4 to 7 July 2019) incentives, reserved parking slots, have been tested in real conditions. Park team was present during the Festival to participate and to observe the practices. - It was planned to have a second edition in July 2020. However, the Festival has been cancelled due to the coronavirus pandemic.
Moreover, the Park has developed guidelines on "how to organize car-pooling incentives in the frame of events". The goal is to have a kit for carpooling that can be used by organisers with light assistance of the Park.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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LESSONS LEARNT SO FAR
Regarding carpooling incentives for events, the main lesson is to give better visibility to incentives before the event and during the event. So good communication is crucial to make people aware of the offer, and during the event, all the participants have to see the advantages reserved for car-poolers to make them think about it for the next time.
Regarding carpooling incentives for events, the feedback from people shows that money is not the main motivation. Practical advantages are much more interesting for them (reserved parking places for example. A special offer or discount is more an attractive trick to get the attention than the real advantage.
Regarding carpooling incentives for events, changing habits takes time. Experiences show that for an annual event, it is necessary to repeat the incentives every year to have an effect.
For tourists and inhabitants incentives, as the implementation is still on going, the lessons will come later.
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“MADRE TERESA DI CALCUTTA” HOSPITAL (IT)
PILOT OVERVIEW AND GOAL
Description
The “Madre Teresa di Calcutta” hospital (or Schiavonia Hospital) complex is placed on the border between the municipalities of Este and Monselice in the southern part of the province of Padova. It is located on a total surface of 250,000 m2, equal to 30 football pitches. The catchment area of the hospital is of 46 municipalities, rather 186,000 inhabitants, 20% of the population of the province of Padova. The hospital structure admits about 2500 patients and 900 employees. It provides 450 beds, 10 operating rooms, 1,850 external free parking spaces. The structure also hosts the Nursing Course of the University of Padova that involves 200 students and the master’s degree “Coordination of the healthcare careers” that involves 48 students.
Figure 18. “Madre Teresa di Calcutta” hospital photo and location.
Due to the presence of a very large free parking area, patients, employees, and students go to the hospital mainly by private car. To date, the use of a private car is cheaper than using public transport services. Private trips to the hospital contribute to increasing the concentrations of pollutants and climate change in a context, that of the Po Valley, which is already highly sensitive. During the winter months, all the province of Padova registers a high level of PM10, upper law’s levels also in the rural areas.
The policy implemented in the pilot is mainly aimed at providing to hospital employees; university students and daily visits’ users more advantageous to reach the hospital.
Socio-economic
Area dimension 250,000 mqs Population of the pilot 186,000 inhabitants Population density in the pilot area - Age structure - Average available income (yearly) - Driving age population - Number of employees 900 (+250 students) 37
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Main attraction poles Not applying Tourists in the pilot Not applying
Planning context
In November 2014, the hospital structure was opened and the Province of Padova started a new public transport service between the two main areas, Monselice and Este: the new line passes 31 times per day from Monday to Saturday through hospital structure and near to S. Elena railway station, on Padova – Bologna train line. The fare is €2.40 for a one-way ticket and €44.00 for the monthly pass.
Figure 19. Public transport line Este – Monselice.
However, the Province received warnings from public transport users about fares and network connections (with other services, for example, bus/train). Indeed the number of users has lowered (5 pax for the route on average).
Goal
The main objective is to increase the use of public transport, contextually reducing the use of the private car, among hospital users even though in the Hospital’s area there is free car parking.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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PILOT IMPLEMENTATION
Preliminary analyses
The preliminary analyses carried out within the project framework allowed the pilot leader to furtherly investigate the weaknesses of the public transport system to organize public transport more in line with the users' needs.
The Province of Padova has carried out an exploratory survey involving potential users and current users of public transport with the specific aim to identify the variables on which to co-create the policies of reward/pricing.
The surveys held in May 2019 are:
1. Interviews to users and visitors (May 2019) at the Hospital main entrance from 06:00 AM to 07:30 PM, to define the mobility pattern based on a minimum sample size of 10%;
2. Interviews with the Hospital’s staff (May 2019) to define the characteristics of their displacement and the mobility pattern and behaviour;
3. Interviews with the students (April 2019 – May 2019) of Nursing and Master courses to define their mobility pattern and behaviour;
4. Counts of passengers of public transport line “E034_N Monselice – Hospital center of Schiavonia – Este” at the bus stops, for all the runs carried out on during the surveyed day;
5. Interviews to the passengers of the local public transport line suburban “E034_N Monselice – Hospital center of Schiavonia – Este” for all the runs carried out in a weekday, to reconstruct the pattern of their travels, based on a minimum sample size of 80% of total passengers;
6. Survey of the incoming and outgoing vehicles flows at the “visitors” parking areas (East and West and the Hospital employees’ parking area, from 06:00, AM to 07:30 PM;
7. Survey of the parking occupancy and turnover rate of the parking areas, from 06:00 AM to 07:30 PM.
The activities 1;4;5;6;7 and part of the activity 2 have been carried out at the Hospital’s main entrance on weekdays between Monday and Friday. In this period both the school lessons and the university courses at the Hospital (nursing and the Master's degree) were held.
To carry out the above-mentioned tasks, the following activities were carried out: data collection; meetings with stakeholders; site visits; planning of surveys; training of interviewers/surveyors; carrying out the surveys (interviews with the users, the students, the staff and the passengers of the bus service, counting of the passengers getting on and off the bus, parking surveys, hourly traffic counts; data entry, data verification and triangulation of data; data processing; reporting and quality control.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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Users and stakeholders engagement
According to the stakeholders engagement guidelines provided by the SaMBA consortium, the following users and stakeholders have been identified:
Citizens: citizens who reach the Hospital to make use of health services or as visitors; AssoUtenti: Public transport consumer organization; Busitalia Veneto: public transport company, which manages the urban and suburban transport service in the provinces of Padova and Rovigo; Business activities inside the hospital: pharmacy, newsstands, cafes; Trade unions referred to the Hospital workers’; FIAB: Italian Federation of Friends of the Bicycle; Este and Monselice municipal administrators. Assoutenti and Busitalia have a strong influence on decision making while citizens do not have this power. Anyway, considering citizens’ needs is fundamental for the success of the mobility policies that should be implemented. The trade unions have been involved because many people go to the hospital every day for work reasons: the workers (900 employees), together with the students (250 people), are the main categories of potential users of public transport on which to concentrate the activity of the pilot case.
The stakeholders were identified based on the objectives to be achieved and following the analysis of which subjects can support the change of attitude desired. The type of engagement has been specified for each stakeholder. Busitalia, the main public transport operator in this area, has been involved in every step of policy definition and implementation.
Citizens have been constantly informed about the activities carried out as well as Assoutenti: this last category is, in fact, an important interlocutor to whom, more than others, it was necessary to give concrete answers.
HIGH EXTRINSIC 1. Citizens 1. ASSOUTENTI 1. Busitalia Veneto
1. Citizens (utilizzatori e NO) 1. Assoutenti 2. Busitalia Veneto INFLUENCE MOTIVATION
LOW INTRINSIC
SELF-ORIENTED RELEVANCE ORIENTATION Figure 20. Stakeholders’ influence and relevance for Figure 21. Stakeholders’ motivation and orientation for “Madre Teresa di Calcutta” hospital. “Madre Teresa di Calcutta” hospital.
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Modes of involvement Motivation Keep Keep Manage Material Monitor Recognition Enjoyment Altruism informed satisfied closely reward Citizens X X Assoutenti X X Busitalia Veneto X X Figure 22. Classification of stakeholders’ modes of involvement and level of motivation.
Reward/pricing schemes co-creation
SaMBA project aims to promote the change in people’s mobility habits by reducing the perceived gap between sustainable transport modes and private cars through rewarding/pricing policies that are fair and directly related to the external costs of transport. Citizens will be monitored and involved through focus groups to co-create, test, and evaluate the policies of award/pricing.
Interviews with users, visitors, health professionals, and students It is important to note that 35% of interviewed came from municipalities outside the Hospital’s catchment area. This component is significant not only for staff and students (respectively 41% and 66%) but also for users (16%).
The car is the most used vehicle, as a driver or a passenger, to go to the hospital. The bus is used only by 5.4% of respondents, with a prevalence of students (7.5%).
It is important to note that the car occupancy coefficient is high both among the students, which are using car-pooling and among the users since the role of the accompanist is widespread.
The main reason for the choice of non-use of the bus is the path of the public vehicle, which does not conform to the specific needs of the respondents (44%). The second motivation in order of importance is the timetable (26%).
10% of respondents were unaware of the service; 79% of this last component, also following the illustration of the current characteristics of the line, said that not even in the future thinks to use it.
PT survey As far as the users of the public transport line are concerned, 65% of the user has the hospital as their origin or destination. The majority of passengers surveyed did not issue any comments or special requests regarding the current service line indicating a liking of the service offered. The requests gathered mainly concerned a greater offer of the service, in particular in the evening band.
Parking areas survey The parking area for visitors is made up of 1,385 stalls and is divided between the east (360 seats) and the West (1,025 seats). The average daily employment in the time zone, from 6 AM to 8 PM, is 42% and reaches the highest values in the 09:00 AM-12:00 PM, particularly in the Park East, where values
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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close to saturation are recorded (98% at 10:00 AM). The average parking of vehicles from 6 am to 8 pm is 3 hours and 5 minutes. The Turn Over Rate (TOR) is 0.18 vehicles per stall/hour.
The park at the entrance hosts six stalls, as well as the stop of the public transport line and the area for “drop-off”. There is a widespread presence of irregular parking of vehicles waiting for users to leave the hospital. The peak hour is in the time 7:00 AM-8:00 AM and 11:00 AM -12:00 PM.
The park for the employees consists of 495 stalls. The average daily rotation is 49% and reaches the highest value during the period 13.00-14:00 (72%).
Reward/pricing policies implementation and monitoring
From 7 October 2019 – to 31 March 2020 the Province of Padova implemented the following actions:
1) PT service modification (students/workers): 5 pairs of journey moved to the Monselice train station in connection with Padova-Bologna line;
2) Fare modification (for all users): a new ticket was introduced 1 Euro (before was 4,80 Euro) valid for 4 hours (origin-destination on to the Schiavonia hospital).
The Province of Padova planned an advertising campaign to promote the initiatives abovementioned.
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Figure 23. Advertising campaign of the new PT service for “Madre Teresa di Calcutta” Hospital.
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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During the second week of December 2019, we carried out specific intermediate monitoring to evaluate the increase in users from and to the hospital.
The actions implemented have made it possible to obtain (in comparison with the May 2019 surveys):
276 transport users on 31 journeys with an increase of 33% public transport users;
20/25 students daily go to the Hospital by bus after their train journey to Monselice railways station (data source: Busitalia Veneto);
140 transport users have as origin/destination the hospital with an increase of 2,2%.
The second survey session was scheduled in March 2020 (University lessons usually start on 24/02). As the University has appreciated SaMBA actions they informally asked for a prorogation of the initiatives until June 2020.
We were foreseeing a potential increase of the bus journeys from/to Monselice railway station.
On 22 February 2020 Madre Teresa di Calcutta hospital was closed due to the registration of a Coronavirus (COVID – 19) case. This led to the net interruption of the public transport service, the suspension of University lessons, and therefore the interruption of the pilot activities. At the moment it has been not known yet when the hospital's activities will resume regularly.
LESSONS LEARNT SO FAR
The results of the adverting campaign highlighted that good information can raise awareness on users and be an effective tool for behaviour change, instead of using financial leverages as moral suasion. However, to achieve a large scale audience it could be useful a mixed policy, which comprises both informative and financial actions.
Positive feedback was obtained by the students but not by the workers. This has been probably due to the free parking available at the hospital. The necessity to better understand workers’ needs has to be taken into account, to improve the new-targeted policy.
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MOBILITY BEHAVIOUR CHANGE IN NEW BUILDING AND REFURBISHMENT PROJECTS (A)
PILOT OVERVIEW AND GOAL
Description
The City of Salzburg is the capital of the country of Salzburg with about 150,000 inhabitants located in the middle of Austria. In the SaMBA project, the City of Salzburg covered the territorial type of Alpine City.
In the SaMBA project two pilots are planned in the City of Salzburg, the refurbishment project Friedrich-Inhauser-Straße and a new building project Kendlerpark. The goal in both projects is to foster sustainable mobility behaviour of the new citizens and to change modal split due to cycling, walking, e-mobility, and local public transport. Therefore, adequate information and communication to the citizens, awareness-raising events, and an information brochure with all alternative mobility offer at a project area as well as all relevant and important infrastructure offers in and surround the area, and individual mobility advice will be provided. This location-specific information is given in the analog form (brochure/citizens handbook) but also as a digital interactive tool to provide so-called story maps.
Figure 24. Kendlerpark new building project and Friederich-Inhauser-Straße pilot cases.
The target users are especially new citizens, in Friedrich-Inhauser-Straße also citizens who must leave their flats for renovation but come back after that.
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Socio-economic
City of Salzburg Area dimension 65.64 km² Population of the pilot 155,886 residents Population density in the pilot area 2,375 residents per km² Age structure 18% - under 20 yrs old 56% - between 21 to 60 yrs old 26% - older than 60 yrs Average available income (yearly) - Driving age population - Number of employees 102,000 (July 2018) Main attraction poles Historical monuments like the Fortress Hohensalzburg, Old town district, River of Salzach, City mountains Mönchsberg and Kapuzinerberg, Classical music festival “Salzburger Festspiele” in summer Tourists in the pilot Ca. 3.14 Million overnight stays/year (2018)
The City of Salzburg is a very attractive place for living and working. It is the administrative, cultural and economic center of the Country of Salzburg. With about 156,000 inhabitants the City of Salzburg is after Vienna, Graz, and Linz the 4th biggest city in Austria. The City of Salzburg is also a high-level tourism destination with over 3 million overnight stays per year. Well, known are the “Salzburger Festspiele”, a classical music festival that every year takes place in the town.
Transport and mobility
City of Salzburg
Public transport 15% (2012) Bike 20% (2012) Walk 20% (2012) Private car 37% (2012) Car passenger 7% (2012) Shared services Several private Car Sharing and Bike Sharing services, especially for tourists, are available in the City. In the pilot areas, sharing services are planned at so-called mobility points. Transport costs - Traffic and congestion Almost all the main roads in the city face daily severe congestions during peak hours. Safety and security Generally considered very safe.
The total percentage of trips being made with sustainable modes of transport such as public transport (15%), biking (20%), and walking (20%) lies at around 55% in the City of Salzburg. The remaining 44% of the trips are made with private cars, either as drivers (37%) or as passengers (7%). As the percentage
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of public transport is relatively low and that of private cars relatively high, almost all the main roads in the city suffer from congestion daily. This problem is exacerbated by commuters who work in the city going to work by car. In summer also by tourists who visit the city by car. Traffic jam occurs than regularly, especially if the weather is bad.
Planning context
The SaMBA pilot activities are not stand-alone actions but are based on several strategies and concrete experiences made in prior similar projects.
One basic strategy for the project is the Urban development concept City of Salzburg 2007. Mobility issues in the context of living and working are an integral part of the concept and an initial strategic basis of the pilot activities.
Another important strategical foundation of the project activities is the Smart City Salzburg strategy 2015, a Masterplan 2025 with Climate and energy solutions for the future designed for the City of Salzburg. This masterplan includes among other strategies and measures the Realization of multimodal mobility offers in residential buildings and neighborhoods. This realization should take place primarily via so-called mobility points. Mobility Points combine different modes of transport and services in one place. These transfer points are characterized by public transport (bus, train) in combination with car and/or bike-sharing vehicles. Furthermore, taxi ranks or parcel stations can also be part of this offer. The aim is to favour the switch to environmentally friendly means of transport and to reduce the dependency on the use of private cars.
As a technical basis for city and mobility planners, property developers, and mobility service providers, a guide, which presents all technical aspects and shows suitable measures was created on behalf of the City of Salzburg. The installation of such a mobility point is a key aspect of our implementation of the pilot activities on both project sites.
The first implementation of a mobility concept similar to the planned SaMBA activities but without installation of a mobility point was the refurbishment project “Strubergassensiedlung” in the year 2017. The experiences from there are very useful for the implementation of the SaMBA project sites and take into account them. In some aspects, they expand the Strubergassensiedlung mobility concept. Therefore, not only mobility points are planned but also neutral individual mobility advice (not focussed on local public transport) and a digital and interactive version of the mobility brochure – so- called “Story maps” – will be implemented.
Goal
The goal in both projects is to foster sustainable mobility behaviour of the new citizens, to raise awareness of the benefits of sustainable travel, to change modal split due to cycling, walking, e- mobility, and local public transport, and to set a sign for sustainable transport. In the SaMBA project
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context especially adequate information and communication to the citizens and testing of different rewards (material and virtual) to foster alternative mobility behaviour is in focus.
PILOT IMPLEMENTATION
Preliminary analyses
As mentioned above the implementation of the two pilots is grounded in the experiences of refurbishment project Strubergassensiedlung and strategies and measures developed in the context of the SMART CITY Salzburg Strategy and Masterplan.
Moreover, for the pilot activity Friedrich-Inhauser-Straße a fully elaborated mobility concept including the installation of a concrete planned mobility point exists as well as for the Kendlerpark project site, which can count on a mobility concept designed by the building company.
Friedrich-Inhauser-Straße - SaMBA completes this concept by designing a mobility brochure in printable and digital form (so-called story map) and individual mobility advice, whereas different rewards and incentives come to use.
Kendlerpark - SaMBA completes this concept similar to the Friedrich-Inhauser-Straße. The mobility brochure and the digital story maps are finalized and individual mobility advice starts after the residents move in in September.
Users and stakeholders engagement
Many local events have been organised to disseminate, discuss, and create consensus on the SaMBA project in general and specifically on the activities to be implemented for the Salzburg pilot cases:
- 1st National SaMBA Workshop on Inspiring, fostering, and planning sustainable mobility, RSA iSPACE, April 2019: a tool developed and designed by iSPACE and planned pilot activities in the City of Salzburg were presented and discussed with experts. - SMART CITY Round Table Brunch on More mobility in residential building, June 2019: a short statement about SaMBA project and the planned implementation activities. - Simplicity Workshop (June 2019): presentation of SaMBA project, networking with other projects in the field in Salzburg. - 2nd National SaMBA Workshop on Sustainable Mobility Behaviours (during the agit2019 symposium – July 2019): together with experts, the SaMBA team discussed how GIS and geodata could contribute to changing mobility behaviour. - SaMBA Kick-Off Meeting (October 2019): the meeting took place at the Mirabell Palace in Salzburg. The planned implementation for the City of Salzburg was presented and discussed in the presence of the Deputy Mayor and City Councillor. - ZECARE II workshop (October 2019): presentation of the SaMBA project and coordination with other projects working on the Friedrich-Inhauser-Straße project.
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- Stakeholder Workshop Smart City Mobilitätsworkshop “SaMBA” (planned for 2nd of April 2020): the aim was to discuss the prerequisites and general conditions of sustainable mobility advice in Salzburg. After some key-note speakers, an interactive part has been designed made of 3 round tables for a “world café”. Approximatively 40 relevant stakeholders (including mobility providers, property developers, research organizations, mobility experts, companies, politicians, administrations, health experts, advice meetings, and workshops or groups) had been invited. However, the Workshop needed to be postponed due to the COVID-19 situation.
Figure 25. SaMBA session during Figure 26. SaMBA Kick-off meeting at Figure 27. Transnational Workshop in the agit2019 symposium, July 2019 Mirabell Palace in Salzburg, October Graz, Austria, October 2019 (Linkedin (news article on OIR website) 2020 (news article on OIR website) Post on OIR page)
Many stakeholders took part in the above-mentioned meetings and workshops and got in touch and discussion with SaMBA project.
On both project sites, Friedrich-Inhauser-Straße and Kendlerpark, the three most important stakeholder groups for the implementation of the pilot activities are:
local public transport association (Salzburger Verkerhsverbund); building companies (die Salzburg, Heimat Österreich); social accompaniment services (BewohnerInnen – BewohnerInnenbetreuung).
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Write down 3 most important stakeholders (target groups) affected by the solution.
1 2 BewohnerInnen - 3 Die Salzburg, Heimat Salzburger BewohnerInnenbetreuung Österreich StakeholdeR Verkerhsverbund (organization or group name)
Stakeholder’s influence (power in decision ☐ Low X High ☐ Low X High ☐ Low X High making)
Stakeholder’s relevance (interest and X Low ☐ High ☐ Low X High ☐ Low X High resources in a project)
Stakeholder’s motivation ☐ Intrinsic X ☐ Intrinsic X Extrinsic ☐ Intrinsic X Extrinsic (mental or material Extrinsic expectations/reward)
Stakeholders orientation X Self-orientated ☐ Self-orientated X Self-orientated (decisions driven from within or from the ☐ Others orientated X Others orientated ☐ Others orientated environment)
OTHER - main source of - important - crucial for the ATTRIBUTES information, incentives stakeholder to implementation for change of mobility communicate with of pilot cases, behaviours, interest in residents, interest in promoting public understanding the successful transport, interest needs of residents concept due to policy requirements
The following table shows the main ways in which the stakeholders have been involved.
Keep informed Monitor Keep satisfied Manage closely Policy makers Workshop Workshops Meetings Networking activities Meetings Dissemination of Workshops Interviews Stakeholder Meetings information Businesses / Workshops Workshops Workshop Networking activities Service providers Meetings Meetings Meetings Workshops
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The SaMBA project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. OVERVIEW OF PILOT CASES
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Interviews Interviews Dissemination of Meetings Stakeholder Networking activities information Dissemination/diffusion of project results Toolkits, Development of new approaches
Citizens / Workshop Communities Meetings Interviews
Dissemination of Stakeholder information Academic and Networking activities research Workshops Mutual Conceptual institutions Meetings cooperation Interviews Workshops Meetings
The following table shows which modes of rewards and statuses should be used depending on the types of stakeholders and the expected source of motivation and orientation. So policymakers would like to enhance their reputation and status by the implementation of the SaMBA project, whereas by business and service providers material rewards would be preferred.
Material Recognition Enjoyment Altruism reward Policy Makers Vize BM Barbara Unterkofler x BM Dipl. Ing. Harald Preuner x LR Mag. Stefan Schnöll x Stadträtin Mag. Martina x Berthold Stadt Salzburg (Amt für x Stadtplanung und Verkehr) DI Angelika Lindner x Lukas Uitz x Radkoordination x Stadt Salzburg Fußgeherbeauftragter x Stadt Salzburg Mag. Ursula Hemetsberger x Businesses / Service providers Salzburger Verkehrsverbund x Salzburg AG x MO Point x SGKK x die Salzburg x Heimat Österreich x 51
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GSWB x Salzburg Wohnbau x Sarah Untner (raumsinn) x Rosemarie Fuchshofer x (StadtLandBerg) Mobilitätsagentur Wien x Avimo consulting x Porsche AG / Moon City x City Bikes Salzburg x Die Boten x Citizens / Communities Verein ASKÖ x Fonds Gesundes Österreich x Academic and research institutions Universität Salzburg x SIR/UML x
Reward/pricing schemes co-creation
The case study in Salzburg uses information and communication technology (ICT), and personalized travel planning advice to encourage people in a period of life change to switch from short car journeys to more sustainable modes (like walking and cycling). The four main components are shown in Figure 28 below.
Figure 28. Four components of the reward/pricing policy in the Salzburg pilot case.
The provision of information material consists of two parts:
1. relevant information highlighting benefits for different sustainable modes targeting different people (like children, parents, and older people) has been identified. Currently, the pilot 52
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responsible for selecting the most relevant ones. Based on the selection the providing organizations will be contacted. 2. a mobility brochure for the Kendlerpark was developed. For each sustainable mode of transportation, it provides relevant information for the study area (like points of interest, maps, information on apps, timetables for public transportation, etc.) – see Figure 29 below.
Figure 29. Mobility brochure for the Kendlerpark.
Also, a digital and interactive Story Map was developed. This allows new residents to explore their new living environment and mobility offers digitally (Figure 30).
Figure 30. Digital Story Map for the Kendlerpark 53
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To motivate new residents to participate during the personalized mobility advice, various incentives will be offered. For this purpose, relevant sponsoring organizations were identified and already contacted by a well-developed sponsoring letter, which was signed by the managing director of the Austrian Institute for Regional Studies and the Department head of the University Seeburg (please refer to Figure 32). Besides, personal meetings with organizations took place. A total of almost 50 organizations were contacted. Positive feedback was already received from the “Salzburg Verkehrs Verbund” (refer to Figure 31) and the “Sport Bründl GmbH”, who will provide, inter alia, shopping vouchers, public transport vouchers, shopping bags, “Radlfürst” and “Lidl”.
Figure 31. Sponsoring letter Figure 32. Incentives and information material provided by “Salzburg Verkehrs Verbund”
Reward/pricing policies implementation and monitoring
To date, implementation has not yet started for the Friedrich-Inhauser-Straße pilot, because the refurbishment will take longer as planned (the moving of citizens is envisaged by the end of 2020). On the other hand, the Kendlerpark project is in time. In September 2019 a first information meeting for the new citizens took place and in spring/summer 2020 new citizens moved-in. The implementation of the pilot activities will be carried after summertime in September. Experiences and results from the Kendlerpark project will be used for the implementation of pilot activities in Friedrich-Inhauser-Straße.
Due to COVID-19, the situation is currently somewhat uncertain – both concerning the planned information events for the residents and also the possibility of individual mobility advice.
LESSONS LEARNT SO FAR
On-going.
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CITY CYCLING+ AT LANDKREIS EMMENDINGEN (DE)
PILOT OVERVIEW AND GOAL
Description
The pilot area, namely the County of Emmendingen, is located in the federal state of Baden- Württemberg close to the metropole city of Freiburg and at the border to France. Almost 50% of its area is covered with forest. 24 municipalities, with around 160.000 inhabitants, lie within its borders, the city of Emmendingen being the largest one. The county lies at the foothills of the Kaiserstuhl (mountain range) and the Alps and is characterized by a mild climate. Within SaMBA, the implementation of a cycling campaign in the County of Emmendingen was foreseen, namely the CITY CYCLING campaign.
The CITY CYCLING campaign is about having fun cycling, getting members of local parliaments on their bike, and about winning fantastic prizes, but above all about encouraging a large number of the general public to switch to using their bicycle in their everyday lives and thus making a contribution to climate protection. For those, who rarely cycle, the CITY CYCLING campaign allows them to experience their municipality first-hand from a cyclist’s perspective during the competition and to discover the advantages of incorporating cycling into their everyday lives.
Figure 33. Emmendingen County.
Transport and mobility
The inhabitants of the county of Emmendingen are currently highly dependent on the use of private cars for all sorts of daily (and non-daily) mobility. This is partly because jobs are located within the urban surroundings (city of Freiburg) or the semi-rural area in the county. Cycling is not yet a largely used form of transportation, even though the combination with public transport would make it a 55
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compatible option also for daily mobility routines. The infrastructure for cycling is not in an optimal state.
Planning context
A local transport plan was elaborated in the years 2014 to 2017 for the local transport region around the city of Freiburg. This plan does not include the entire County of Emmendingen.
Since 2016, the county and its municipalities have received national funding for several mobility projects. The focus of these projects lies in the deployment of e-mobility charging infrastructure and electric busses.
The County of Emmendingen has elaborated on a Bicycle Mobility Plan in the past which can be considered the most recent and only document in the field of sustainable bicycle mobility. The plan encompasses goals such as promoting the use of bikes and the increase of safety on the road. Yet, implementation has staggered. In the meantime, there are almost as many vehicles registered as inhabitants. Therefore, the county can be considered highly dependent on private cars. Yet, there are efforts to change mobility behaviour by promoting the use of bicycles, as can be seen in the willingness to participate in CITY CYCLING. For the campaign to succeed, the support of the local authorities, mainly the head of the district, is of utmost importance. Policy change without the support of this political figure is highly unlikely in any policy field.
Goal
The goal of the cycling campaign is threefold: Bringing the general public to use the bike more frequently and not only for activities in their leisure time but also for daily mobility routines such as the way from and to work, the way to the store for grocery shopping and other daily movements.
Additionally, the campaign is designed to make politicians and local decision-makers aware of the lack of safe cycling infrastructure for them to put the topic on the agenda and to mobilize funds. The campaign follows the idea that as active participants, the political decision-makers experience the quality of cycling infrastructure first hand and are more likely to support the matter politically.
Last but not least, behaviour change in mobility choices shall be triggered for the general public and local politicians during the campaign, but also after the three-week cycling period.
PILOT IMPLEMENTATION
Preliminary analyses
Before implementing the campaign in the county and before choosing the County of Emmendingen as the pilot area for SaMBA, a set of criteria was set up to choose a suitable pilot area. The set included, inter alia, high dependence on private cars, a county without experience with the CITY CYCLING campaign, and an interest in sustainable mobility. Once the County of Emmendingen was 56
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identified, several phone calls were held with local key staff to identify existing planning tools, key stakeholders, and the best date for the three-week cycling period in 2019.Users and stakeholders engagement (T3.1)
Users and stakeholders engagement
To exercise a well-planned cycling campaign and to cooperate with as many important local actors as possible, a stakeholder analysis was carried out pre-campaign. The following stakeholders were identified and categorized into different groups:
Policymakers: County council of County of Emmendingen; Head of the county; climate manager; climate manager; climate manager; mayors of cities and municipalities of the county; president of the government of Freiburg
Business/service providers: Umweltmanagement SICK AG; Schwarzwald Tourismus GmbH; Zweckverband Regio Nahverkehr Freiburg; Carla Cargo Engineering GmbH; EBM-Papst Motoren; Sparkasse Freiburg Nördlicher Breisgau; Volksbank Emmendingen; bike shops
Citizens/communities: ADFC-Kreisverband Freiburg/Emmendingen/Breisgau; VCD Nördlicher Breisgau with 200 members; VCD speaker; BI Energiewende Waldkirch; organizational team of Kulturwoche Emmendingen
Municipalities: Dep. For city planning and development in Emmendingen; mobility dep. County of Emmendingen; all municipal counties and mayors of municipalities in the county
Others: Badische Zeitung; Fahrradmarkt Emmendingen (bike market); Hospital County Emmendingen; Center for psychiatry Emmendingen; mobility dep. In schools; senior center in the county Emmendingen
Figure 34. Stakeholders’ influence and relevance. Figure 35. Stakeholders’ motivation and orientation
Stakeholder Group 1: County council of Emmendingen This group is one of the most relevant stakeholder groups since it has the largest (political) influence and is relevant to the pilot activities. Political decisions in the county are made in the council and its
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decision-making also influences the municipalities in the county. The stakeholder group shall, therefore, be managed closely; they will be informed and involved from the beginning to avoid mistrust and to increase acceptance of the campaign and its goals. At the same time, likely, the group will not unanimously support the ideas of the campaign and therefore, careful attention is required in communication with the stakeholder group. The strategy to involve the group is based on the expected level of prestige when participating in the campaign. Politicians will be made aware of the positive aspects of supporting cycling culture. Motivation is, therefore (regional) prestige and recognition.
Stakeholder Group 2: Mayors in the county of Emmendingen
This group mostly serves as a multiplier of effects: while the political level of the county is more regional and less local, and therefore less important for the common identity, the local level represented by the mayors can attract more citizens to join the campaign. The group itself has a relatively high influence on policy-making in the county and is highly relevant when it comes to spreading the campaign to the users. This stakeholder group, therefore, will be managed closely and kept satisfied, since part of the success of the campaign relies on the support of the group. As with many political actors, the way to motivate the group is to promise visibility. An important part of the engagement of this group, therefore, is a communication of their role to the public.
Stakeholder group 3: Citizen initiatives (Klimaschutz Waldkirch)
This group is intrinsically motivated to participate in the campaign. Their goal is to promote cycling and climate action. The group does not need persuasion, but support in their actions and a bigger radius to communicate their work. Ways to engage can be regular meetings with local staff organizing the campaign to develop new ideas and to collect their feedback. Rewards for this group are the competition of the campaign itself and the visibility of the group and their ideas gain. Also, the highest motivation is the idea of promoting sustainable mobility itself.
Reward/pricing schemes co-creation
The local co-creation process has been characterized by bilateral and multilateral meetings of pilot staff with the main stakeholders and decision-makers. The meetings took place on an irregular basis, which could be changed and organized better in the future.
Triggering behaviour change by making decision-makers “live” the experience of cyclists, is the main approach. Furthermore, the general public changes its behaviour after using the bike more regularly and in their daily life. This assumption is made based on the competitive and social character of the competition. Rewards and prizes are additionally provided by the county for the best cyclists.
Reward/pricing policies implementation and monitoring
CITY CYCLING has been a participatory action conceived as a competition.
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On 21 consecutive days the participants' cycle for more bicycle promotion, climate protection, and quality of life. They will be able to experience the many advantages of cycling for themselves and carry them on into their environment. Awareness of cycling as a sustainable and flexible means of transport increases both among the participants themselves and in their environment. The competitive situation creates additional social incentives, even for non-cyclists, to get on their bikes for 3 weeks and to collect bike kilometers for their team and the community. And - so the ulterior motive - whoever has ridden a bicycle for 3 weeks at a time will have experienced the advantages for themselves and will use the bicycle at least more frequently as a means of transport in the future.
Parliamentarians, as important local decision-makers in cycling matters, are particularly called upon to take part in the competition through an additional prize category. They should get to know their community from the perspective of a cyclist, identify necessary improvements in the local bicycle infrastructure themselves, and then decide on them.
The County of Emmendingen also uses the RADar! reporting platform, which is part of the campaign. Cyclists can report problems in the cycling infrastructure (e.g. potholes, incorrect signage, etc.) directly to the administration via a browser or the CITY CYCLING app and anchor them on a digital road map with a pin. The administration can thus focus on improving the cycling infrastructure and at the same time enter into a direct dialogue with the cyclists via the reporting platform and its commentary functions. Users have the opportunity not only to set a symbolic sign for cycling but also to participate and be heard in the improvement of the cycling infrastructure on site.
The campaign in the County of Emmendingen ran from 24 June to 14 July 2019 and is planned again for July 2020
The communication took place to a large extent through the targeted addressing of multipliers by letter and the activation of private networks (e.g. of county councils or cyclists already participating). Also important was addressing the press. Two press releases were sent by the district until the start of the campaign. Also, all media houses were invited by letter to found a team with the campaign. A press conference on CITY CYCLING in the County of Emmendingen also took place directly before the start of the campaign. The resonance was very large in comparison to the further press work of the county. In addition to a journalist from the regional Badische Zeitung newspaper, two press representatives from local newspapers were present. A team from a local radio station and a local TV station were also present.
Also, the campaign is advertised on the websites of the county and the participating municipalities, on the social media channels of the city of Emmendingen, through official journals and the distribution of print materials (flyers, posters, postcards).
In two municipalities larger cycling tours to draw attention to the campaign were carried out. The organization of further events is currently being examined by the county.
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Participation in CITY CYCLING is primarily web-based. Although it is also possible to enter the kilometres offline using a paper sheet, this is very rarely done. The kilometres ridden by bicycle are entered via the account on the website www.stadtradeln.de or in English www.city-cycling.org and evaluated in graphics and tables.
It is even easier to track the kilometres by GPS. For this, the bikers use the CITY CYCLING-App. The tracked routes are also evaluated by the Technical University of Dresden. The findings will then be made available to municipal traffic planners - a further incentive to use the app and to participate in CITY CYCLING at all.
The RADar! reporting platform offers an interactive map on which cyclists can enter reports of disturbances in the cycling infrastructure (e.g. potholes). They simply place a pin with a comment on the road map and the administration can react transparently on the same platform. The RADar! reporting platform can be operated from a desktop PC or smartphone.
LESSONS LEARNT SO FAR
It turns out that stakeholder involvement should start even earlier in the future. Campaign preparation could also have been even more focused if the head of the county had been brought on-board earlier and had not yet had to be convinced.
The approach to the companies (at least 20 to 30 employees) was particularly successful. Here the personnel departments were the best contact persons. For them, the campaign offers not only aspects of health promotion but also an opportunity to increase company identification among the workforce through a company team.
For schools, it is important to reach the right teachers. Addressing the school management can lead to the information getting stuck there and not getting through to interested teachers.
The involvement of the cycling associations ADFC and VCD was not as successful as wished during the first cycling period. For the next period in summer 2020, new attempts will be made to include both associations in the campaign.
After the first campaign:
• Key-stakeholders should be approached early
• Involvement of companies was successful to reach the people
• Know the gatekeepers, key-stakeholders, and decision-makers in the involved organisations
• Critical issue: to intercept car users; usually only those who already use the bike join the campaign
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In addition, it is worth noting that the main users of the cycling campaign are people that are already regular users of bicycles and therefore do not need to perform the same behaviour change as people whose main means of transport is their car. This is a critical issue, as only one-third of the campaign’s participants list the car as their main means of transport. However, this number is a good starting point for the campaign 2020 and future activities in the same field.
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CARPOOLING LINE IN GRENOBLE AREA (FR)
PILOT OVERVIEW AND GOAL
Description
The Department of Isère (CD38) policies for public transport development have been ambitious and therefore expensive for the past fifteen years. However, it came that it is not enough yet to face excessive traffic with everyday congestion, fight its pernicious effects, and provide mobility solutions for every citizen across the territory.
In 2010, a service dedicated to new mobility experiments was created. Cooperating with other public authorities, it has three main goals: o testing and developing alternative mobility modes; o offering new mobility solutions to rural territories that are away from public transport networks; o contributing to reducing urban area congestion. In the framework of CD38 activities concerning the development of new mobility uses, the new mobility team started to be interested in gamification and incentives, after having handled an increase of transport opportunities and restrictions towards solo driving. An incentive platform called Libravoo (www.libravoo.fr) has been set up in October 2018 to provide rewards to the citizens using an alternative means of transport. Linked to different mobility services (carpooling, car-sharing, biking, and walking through monitoring apps, etc.), the platform aims to enhance mobility behaviour change by collecting moving data and rewarding virtuous uses. Along with the platform life, CD38 also plans to organize surveys and challenges, to provide fun for commuters changing their way of mobility.
The idea of experimenting on a car-pooling line arose, pushed by a context of budget limitations especially in the transport network, congestion issues increasing or remaining stable and external side effects of the “all-car” context that is less and less acceptable.
Carpooling practice is a mode of transport that has been facing difficulties to rise for years, maybe decades, and it is still limited to a very low percentage in the modal share. The idea of conceiving a line for carpooling came from the concept of public transport: why not offering empty seats in cars the same way we offer empty seats in buses?
The main point of the project, related to SaMBA’s aim, was the implementation of incentives for solo drivers to switch to other virtuous modes. It has been then decided to link the carpooling lines project to the Libravoo platform and its points-earning system. Therefore, users earn rewards every time they offer empty seats in their car or shift themselves into carpooling passengers.
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The concept for the carpooling line is almost the same as for buses: the passenger reaches the dedicated pick-up point, connects to the dedicated mobile app, and sees the next arriving cars. He can then book a seat in the convenient one, before being picked up. The target users are mainly commuters who take their car every day by themselves.
Socio-economic
The area concerned by the experiment is composed of all the municipalities located next to the pick- up points and upstream, being the departure of the high number of commuters. They are represented in red on the map below:
Figure 36. New car-pooling line in the North-East suburbs of Grenoble.
Area dimension 150,4 km2 Population of the pilot 20 394 Population density in the pilot area 135,6 hab/km2 Average available income (yearly) 28 000 €/year (from 17 000 € to 41 000 €) Age structure 28 % - under 18 58 % - between 18 to 65 years old 14 % - older than 65 Number of employees 4 522 Main attraction poles Grenoble mainly Tourists in the pilot Not significant for the pilot case
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This suburb area of Grenoble benefits from some pleasant living conditions, protected from weather disagreements by the Chartreuse range on the west side, and presenting a high rate of individual housing (79 %) while staying pretty close to the city.
Therefore, the population is mostly situated in higher socio-professional categories, with high incomes compared to the French average. Access to some activity zones (mostly electronics, innovation, research) located between the city and the area is very easy without needing to cross through the busy city. This is one of the reasons why this area is very attractive for high salaries residents.
Transport and mobility
Public transport 9 % Bike 1 % Walk 18 % Private car 69 % Car passenger - % Transport costs Average distance / day : 29,1 km Car : 16 €/day (average of 0,55 €/km) Public transport : Traffic and congestion The main roads leading to Grenoble host 100 000 cars per day. The congestion level is high, only at peak hours.
The car ownership rate is high (0,65 car/inhabitant), above the normal average for the region, and the rate of mobility done by car, even though it has been decreasing for the past 10 years, remains close to 70 %. That makes the local population really dependant on their car, and globally not ready to set aside the comfort provided by the personal car for switching to other mobility means.
Planning context
For the past years, the budget of public authorities got tight and amongst the domains that have been concerned, the budget allocated to transport policies, especially the public transport networks, suffered a slight decline. That’s part of the reasons why the interest in new mobility got strong lately.
Goal
Amongst the goals of the pilot case, the main ones are the followings:
testing the efficiency of incentives like rewards and pricing on modal shift; a particular one for the pilot area was increasing carpooling offer and use in order to contribute to solving congestion at peak-hours;
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testing the concept of lines for carpooling, so that it could be implemented widely on other territories; and underlying all the others, re-installing in people’s minds the idea that carpooling to work isn’t an outdated concept, but rather a solution for future habits. making car-pooling simple, reliable, and economically interesting.
PILOT IMPLEMENTATION
Users and stakeholders engagement
To make the project visible for commuters and citizens, it was necessary to organize a communication campaign and involve the most relevant stakeholders in the process of implementing the project. Thus, the members of the project team, as well as the service providers, got in, touch with:
Municipalities: the ones directly concerned by the line and other ones upstream that can surely be a relevant source of commuters. Representatives of these small towns are always aware of mobility offers for their inhabitants, and they welcomed the project with open arms. Since they are the administrative scale the closest to citizens, they certainly have a role to play in spreading the information and communicating on the project through public meetings, city hall the main building display, local magazines, etc. Municipalities Community (Le Grésivaudan): with the new legal framework, it has the competency to organize the mobility for the citizens on its territory. Le Grésivaudan is therefore highly concerned by the project since the project is implemented mainly on its territory and concerns mainly its inhabitants. Merchants and shopkeepers: they have been widely contacted in the area because they are in contact with the public every day, and a good relay of information. They can display flyers and posters on their window, and they usually talk about random topics with their customers. They are also interested in getting new customers by providing offers and discounts on the incentive platform online shop. Associations: they aim at helping people’s life on different topics. Mobility is one of them, and since they are very popular throughout the public, they are an excellent communication relay.
Concerning the users, they have been touched by two different ways:
through the communication network described above; directly with leaflets distribution and information about the project distributed along the concerned roads.
Reward/pricing schemes co-creation
Since the cost of transport modes is an important part of the mobility choice, especially when the cost of using a car every day is not affordable anymore, incentivizing to reduce the inconvenience of a new mobility option is the way that is expected to be analysed within SaMBA. 65
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The reward and pricing scheme has not been interrogated widely within the population. It has been elaborated through collaboration with service providers, other public authorities, partners, and with the advice of some random users and colleagues. Estimating the “value” of incentives was the tough part since everyone has its perception of it. The workshop we also organized in the Vercors in March 2019 helped us to have a clearer idea of the incentives that users would consider.
Then it has been decided to make the transportation free for the passengers (hoping that they would be mainly those who leave their car) and to incentivize both categories with Libravoo points. The number of points earned according to the users’ practice is presented in Errore. L'origine riferimento non è stata trovata..
Drivers 50 to 400 Trip alone in his car, connected to the system (according to peak-hours) Added points per passenger 100 Passengers Points for a trip 10 Table 5. Libravoo points.
We counted all the trips declared by drivers, the confirmed carpooling journeys and gave some points to all the users, drivers as well as passengers, according to the rules set above.
Reward/pricing policies implementation and monitoring
The first line deployment has been held in the Grésivaudan (suburban area North-East of Grenoble), where most of the inhabitants live and commute to work in or close to the city center. They face a relative lack of transportation options and some frequent congestion on the main roads leading to Grenoble, especially at rush-hours.
It was decided to implement the line along an existing bus line presenting a quite low frequency, to complete the level of the offer, and fill up the off-peak-time slots with offering empty seats in cars.
Figure 37 shows the route for the carpooling line: the first part, between the first 2 points is made on public departmental roads. The second part, between the second point and the arrival in Grenoble, is mostly on highways (free on this section) and urban expressways for the last 2 km.
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Figure 37. Grésivaudan car-pooling line.
Tests and trials started before the summertime, in June 2019, to be ready for the back-to-school period, in September. This period of the year is usually a moment when people rethink their habits and try new living things. At the same time, with the administrative context and bus lines frequency rationalization, this was probably the best moment to provide new mobility options.
Around 100 commuters showing their interest in the project have been recruited before the carpooling line opening. They preregistered to the service, willing to:
actively participate; participate sometimes; keep in touch and get news about the evolution of the project.
The Illicov app uses geolocation and provides proof of effective carpooling through geolocation and a confirmation recorded by the system. The chart below shows the weekly statistics covering the period from September to December 2019. It represents the number of offered trips.
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60 50 40 30 20 10 0
Figure 38. Car-pooling statistics registered by Illicov App covering the period from September to December 2019.
There were 12 passengers picked up within the 15 first weeks of implementation. At the same time, 20 “rescue” solutions have been activated (bus or taxi) by passengers left at their pick-up point without a driver coming within 15 minutes. Anyway, the chart above shows that offers tend to decrease, tendency confirmed by the certified carpooling trips.
The effectiveness of these different rewards will be monitored and analysed in this project with the help of surveys and data analysis.
The digital link between the Libravoo platform and the Illicov app has been set up by both providers, and tests were conducted to make sure that each declared and recorded trip allocates the users the right amount of earned points. We also made sure that the Libravoo user account is daily updated regarding his mobility.
After those technical points being set up, we had 2 kinds of data:
the carpooling practice (offers, demands, certified trips); the accounts statement and the use of points in the online shop.
Reserved to the Illicov users, some of the rewards displayed on the Libravoo platform were some gas vouchers and gift cards. Amongst all the commercial offers available on the platform, these are the only ones that have been purchased with points. The global sales are:
Rewards Number sold 15 € voucher (Total® gas-stations) 3 25 € voucher (Total® gas-stations) 1 10 € gift card (usable in a wide range of stores) 4
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Obviously, after 4 months of the experiment, the reward policy implemented did not reach the expectations. What we can say, at least, is that the incentives provided did not enhance the practice, and did not even maintain a normal interest in it.
Too low, not immediate enough, not relevant or interesting enough? The questions stay open and can hardly be assessed since the number of involved drivers and passengers became incredibly low throughout the experiment. It seems like the modal shift from solo driving to carpooling presents some extra-high obstacles.
LESSONS LEARNT SO FAR
For the rewards or pricing policies to be efficient, the targeted mobility alternative has to be perfectly relevant and socially acceptable. Then and only then, offering rewards can eventually nudge modal shift.
Rewards are a lot more efficient when they are gifts rather than discounts. A gift does not need you to buy something to get it, while discounts request you to do so. Also, giving money is even more efficient than gifts.
Switching to carpooling presents high obstacles. Therefore, to counteract these barriers, rewards have to be extremely high, probably at a point that is not affordable for public finances. That is why a single reward policy is not sufficient: it is necessary to diversify the levers to make modal shift policies efficient (information, restrictions, incentives, enhanced alternatives, etc.)
If the goal is to make people leave their car in their garage and use other means of mobility, it is easier to bet on personal or official modes like biking and public transport. Indeed, daily commuting journeys need a high level of control and autonomy, as well as the possibility to be “on your own”.
Carpooling policies are not going to be relevant everywhere, regarding the population, living standards, quality of public transport networks, etc.
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CHIERI SCHOOL DISTRICT (IT)
PILOT OVERVIEW AND GOAL
Description
Chieri is a small town about 15 km away from the city of Turin, in Piedmont Region (Italy), with 36.800 inhabitants and an area of 54 km².
The town's history is strongly connected to the textile industry, which, starting from the 15th century made the city extremely influential and rich. Today many factories have been decommissioned, but Cheri’s past is still visible in its streets and architectures. Palaces and churches, alleys and squares testify to the ancient glory of the city.
The municipality of Chieri has two train stations: one in the Campo Archero area that connects it with Turin and the other in the hamlet of Pessione that is part of the Turin-Asti-Genova railway. Buses that move around the town also arrive in Turin.
The City of Chieri identified its target in the students of the high schools - “Augusto Monti” High School for scientific, classical and linguistic studies and “Bernardo Vittone” Institute for technical studies -, with a focus on the home-school-home trips. The students involved in the project are about 2.500, with an age from 13 years old to 18 years old, living not only in the territory of the municipality but also and especially in neighbouring territories. The headquarters of both the schools are in via Montessori, and the remarkable turnout of private cars in the entry and exit hours creates traffic jams every day.
The main problem consists in the high percentage of the home-school-home daily trips by private car, as it can be seen by the modal split below:
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42,13% by private car 16,30% by bus 14,50% carpooling 13,26% on foot 4,01% by bicycle
Socio-economic
SOCIO-ECONOMIC
Area dimension 54,2 km2 Population of the pilot 36 858 Population density in the pilot area 680,1 inhabitants of the pilot / km2 Age structure 0–17: 5.990 18–64: 22.058 65–74: 4.056 75+: 4.754 Average available income (yearly) Driving age population number of inhabitants with the minimum age for driving a car without supervision: 30.868 Number of employees Main attraction poles Main tourist sites: Duomo, Triumphal Arch, Jewish Ghetto, Textile Museum, Martini & Rossi Museum, Archaeological Museum, Don Bosco Museum, Ethnographic Museum, Natural History Museum, many historical buildings and churches, library Tourists in the pilot -
Transport and mobility
Modal split
Public transport 9% public transport (2013) Public transport lines (number of the bus–tram-underground lines available): BUS 1 Chieri; BUS 2 Chieri-Pessione; BUS 30 Chieri-Turin; TRAIN SFM1 Pont-Rivatolo-Turin- Chieri; Public transport stops (number of the bus–tram-underground stops available): BUS 1 - 20 stops; BUS 2 - 18 stops; BUS 30 - 48 stops.
Bike Cycling paths (length of cycling path): about 40km Walk 28% walk (2013) Private car 58% private car (2013) car ownership (passenger cars per 1000 inhabitants): 607 (2016) Shared services 5% other means of transport (2013) Transport costs Cost of a combined monthly ticket (all modes of public transport): 56,50 € (http://www.gtt.to.it/cms/risorse/urbana/docviaggio/opuscolo_tariffe_2019.pdf Traffic and Peak hours (the peak hours during the weekday): 07.00-09.00 and 17.00-19.00 congestion Safety and security - 71
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Planning context
Public administration is the main leader in promoting and organising sustainable mobility; the interventions are aimed at reducing the presence of private vehicles in urban spaces to promote alternative mobility, through the optimal combination of various transport systems: on foot, by bike, by public transport, subway, train), with shared private transport (car sharing).
The City of Chieri aims to raise awareness among citizens to make the city:
accessible: prepare and implement those actions to safeguard and take care of the needs of disabled people, such as the creation of missing sidewalks or their adaptation where they are not accessible; safe: take more effective measures to reduce vehicle speed and make pedestrian crossings more visible; travelable on foot: create new routes that make the city more permeable and implement the area 30 in the historic centre and near the schools; travelable by bike: adopt a BiciPlan that is a Cycling Mobility Plan to encourage the use of bicycles every day, with the definition of a network of safe routes and well-organized car parks.
To pursue these goals the Municipality of Chieri is involved in many projects and policies concerning sustainable mobility:
PEDIBUS: it is a “bus” that goes on foot, formed by a caravan of children who go to school in a group, accompanied by two adults, a "driver" in front and a "controller" who closes the line. Like a real bus, it leaves from a terminal and, following an established route, picks up the passengers at the "stops" arranged along the route, respecting the set time. The Pedibus project is aimed at students of primary schools. In Chieri, it started as experimentation in the academic year 2014/2015 and now is active service. “SENZA AUTO DAVANTI A SCUOLA” PROJECT: it is a project that started in 2016, and still active, to reduce air pollution and the dangerous situations due to car congestion in front of the entrance of the schools. The project consists of the suspension of vehicular traffic in the morning and the afternoon in conjunction with school entry and exit. It is an advantageous solution to guarantee more safety and health for children and their families. “IL BLOCCO CHE SBLOCCA” PROJECT: it is a participated project. The Municipality of Chieri with Montessori Lab (TechLab and students and teachers of “Augusto Monti” High School and “Bernardo Vittone” Institute) have studied solutions to end the flooding of traffic that occurs during the school year near the headquarters of the two schools. The idea is to establish the block of a stretch of road, during the entry and exit times of the students, thus unlocking the possibility of using sustainable means of transport. The identified solution provides for the closure to traffic of a section of via Montessori (the road in front of the two schools). Buses
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and bikes are allowed to transit. Students who are taken to school by car instead can reach their institution by walking a few hundred meters safely. ZONA 30: Zone 30 is an area of the city where the speed limit is 30 km per hour. The concerned area is the historic center delimited by the main citizens' access points (12 access gates to the city). The Municipality of Chieri is engaging the second information campaign to raise awareness and support the institution in the historic center of Zone 30, made possible also thanks to the participation of schools. “PERCORSI CICLABILI SICURI” PROJECT: the Municipality of Chieri, in partnership with the Municipalities of Cambiano, Moncalieri, Poirino, Santena, and Trofarello, participated in the regional tender "Percorsi ciclabili sicuri” (safe cycle paths), which finances interventions to promote the safety of cyclists on the urban and suburban road network. It provides for the completion and safety of a network of cycleways suitable for daily use that allows access from the places of residence to the railway stations and the major attraction poles by networking the already completed but uninterrupted parts of the cycle path. CARPOOLING: the Municipality of Chieri, through the Carpooling Hub, promotes urban carpooling, a specific objective also of the Sustainable Energy Action Plan (PAES) in the framework of the accession to the Covenant of Mayors of the Union of Municipalities of Chierese. BICIPLAN: BiciPlan is the plan for identifying bicycle routes in the city. EUROPEAN MOBILITY WEEK: every year the Municipality of Chieri joins the European Mobility Week. CONTRIBUTION FOR THE PURCHASE OF SEASON TICKETS OF LOCAL PUBLIC TRANSPORT: the Municipal Administration recognizes a contribution for urban transport service users by applying strong tariff reductions to those who purchase monthly, multi-monthly and annual urban public transport passes. The categories that can get the contribution are students, unemployed, and retirees.
Goal
The Municipality of Chieri identified its target in the students of the high schools (“Augusto Monti” High School for scientific, classical and linguistic studies and “Bernardo Vittone” Institute for technical studies), with a focus on the home-school-home trips. The students involved in the project are about 2.500, with an age from 13 years old to 18 years old, living not only in the territory of the municipality but also and especially in neighboring territories. The headquarters of both the schools are in via Montessori, and the remarkable turnout of private cars in the entry and exit hours creates traffic jams every day.
Therefore, the pilot has a twofold objective:
1. encourage students, especially the ones of Augusto Monti and Bernardo Vittone High Schools, and their families to change their behaviour towards sustainable and low-carbon mobility;
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2. reduce the use of cars and the number of home-school trips by car through the experimentation of single user or community rewards managed by the MUV app
PILOT IMPLEMENTATION
Users and stakeholders engagement
The following tables present the most relevant stakeholders for the pilot case, their influence against relevance, and their motivation against orientation.
HIGH INFLUENCE/LOW RELEVANCE HIGH INFLUENCE/HIGH RELEVANCE Keep satisfied Manage closely 1. Students and teachers of “Augusto Monti” High 1. Students' families School 2. Local Public Transport (GTT, Cavourese) 2. Students and teachers of “Bernardo Vittone” Institute 3. FIAB Muoviti Chieri Association 4. Traders association ASCOM Chieri and CONFESERCENTI LOW INFLUENCE/LOW RELEVANCE LOW INFLUENCE/HIGH RELEVANCE Monitor Keep informed 1. Citizens of Chieri 1. MontessoriLab Association – TechLab 2. Traffic police 2. Neighboring municipalities 3. Fridays for Future Chieri 4. Pedale chierese Association 5. Camminare lentamente Association 6. Circolo Legambiente referent 7. Other schools of Chieri
EXTRINSIC MOTIVATION/SELF ORIENTED EXTRINSIC MOTIVATION/OTHER ORIENTED Material rewards Recognition 1. Students and teachers of “Augusto Monti” High 1. “Augusto Monti” High School School and “Bernardo Vittone” Institute 2. “Bernardo Vittone” Institute 2. Students’ families 3. FIAB Muoviti Chieri Association 3. Citizens of Chieri 4. Neighboring municipalities INTRINSIC MOTIVATION/SELF ORIENTED INTRINSIC MOTIVATION/OTHER ORIENTED Enjoyment Altruism 1. Traders Association ASCOM Chieri and 1. Fridays for Future Chieri CONFESERCENTI 2. Circolo Legambiente referent 2. Montessori Lab Association - TechLab 3. Traffic police 3. Camminare Lentamente Association 4. Local Public Transport (GTT, Cavourese) 4. Pedale Chierese Association 5. Other schools of Chieri
The “Augusto Monti” High School, ASCOM Chieri and FIAB Muoviti Chieri are also Observers of SaMBA project. 74
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The Augusto Monti High School is already engaged in some educational activities for the students aimed at encouraging a more sustainable mobility behaviour of home-school trips. By participating in SaMBA project, the school will be able to further improve the effectiveness of the educational activities by offering students the possibility of using high-tech applications to encourage sustainable mobility behaviour.
The association of traders of the city of Chieri ASCOM is particularly interested in the issues of mobility as they are considered of strategic interest for the development and growth of commercial activities. By participating in the project, the association of traders will be able to verify and evaluate the possibilities of growth and development that mobility more oriented towards sustainable behaviour can offer to the commercial activities of the city.
The FIAB Muoviti Chieri Association is committed to promote more sustainable mobility and a more active lifestyle through activities of information for citizens and local administrators. By participating in the project, the association will be able to acquire information and knowledge on innovative methods and tools for encouraging sustainable mobility behaviour.
Some preliminary focus groups were arranged to explain the project and its objectives to the mobility managers of the schools and the representatives of students and parents:
with the mobility manager of the “Augusto Monti High School and the mobility manager of the Bernardo Vittone” Institute; the Environment Commission participated by a group of teachers, students and parents; the Privacy Commission (November 2018); with the responsible of the main associations of the merchants and traders of the City of Chieri, CONFESERCENTI and ASCOM, to know their point of view on the implementation of the pilot activities and in particular to know what they think about the sponsorship (January 2019 – February 2019). After the presentation of the SaMBA project, its objectives, and modes of development of the activities, it was explained in particular the planned creation of the behaviour change policies based on reward/pricing schemes. They enjoyed the project and both have considered the involvement of the merchants of the City of Chieri as an opportunity and suggested on focusing on the shops in the historic centre area to avoid dispersing the effect through the involvement of all the city shops,
About the project dissemination:
during the European Mobility Week 2018, the Councilor of the City of Chieri, presented SaMBA project to the citizens at a conference; on May 24th, 2019 was published an article about SaMBA project and sustainable mobility in the local newspaper “Corriere di Chieri”; a web page of SaMBA project was also created on Chieri's website (https://www.comune.chieri.to.it/trasporti-mobilita/progetto-samba).
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Reward/pricing schemes co-creation
The students participating in the test project download on their device the “MUV application” that, after tracking a baseline to identify the situation related to the mobility habits of students and their daily routes, will register the improvements towards more sustainable mobility choices and assign points for sustainable behaviours.
MUV is a research project funded by the European Commission under the Horizon 2020 Programme. It promotes a shift towards more responsible and healthy mobility choices by engaging positively local communities, local supporting organizations, and policymakers. The MUV app wants to turn sustainable mobility into a sport. The game is simple; registered people get points every time they move sustainably: walking, biking, or using public transportation. As in sports, the more you play, the faster you level up (from “Newbie” to “Star”) and the higher attention you get from sponsors. As a “Newbie”, each week there is a weekly challenge among friends, neighbours, and the whole world community and reaching the top 3, the newbie can get rewarded with trophies and medals. Meanwhile, it is possible to improve the skills by completing the training sessions, the only way to level up and became “Rookie”, “Pro” and finally “Star”. From time to time special training sessions might appear: enrolling and completing them allows to obtain real gifts.
The activity took place from 18/11/2019 to 05/01/2020, with the involvement of the students of Monti High School, the students of Vittone Institute, the Chieri shops, the City of Chieri, and PUSH. (H2020 MUV Lead Partner). The actual methodology for the attribution of scores to users who adopt virtuous mobility behaviours has been carried out and two different types of rewards, as depicted in the following:
general rewards (promoted by MUV App creators)
It has been established by the H2020 MUV Consortium and it’s associated with a tournament open to 20 European cities, including the City of Chieri; the competition began on 27/01/2020 and ended on 29/02/2020. The top three ranked players will be guests of Maker Faire Rome 2020 and will be able to visit the Fair to discover the world of innovation applied to the environment and sustainability. During the first week of the tournament, the first 16 cities were selected. In the first round, Chieri ranked second given the cumulated sum of the points gained by its participants. At the end of the competition, Chieri placed eighth in the overall ranking of the 20cities.
local rewards (promoted by local businesses and their associations).
These are associated with a dedicated competition to the fourth and fifth classes of the two Institutes. Home-school mobility, based on sustainable or environmentally friendly behaviour will be rewarded. At the end of the competition period, the scores of students will be calculated for each class. For each of the two institutions, the fourth or fifth class with the highest average score will be awarded. To limit non-fair situations at the level of membership in each class, only classes with at least 6 memberships’ subscribers for the MUV App will be able to participate in the final competition. 76
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The prizes to the two winning classes (one class per Institute) will be provided by local sponsors:
“Splendor” Cinema (via XX Settembre 6, Chieri) – a free ticket for a scheduled movie at the cinema (valid for one year); “Della Torre” Bookstore (via Vittorio Emanuele II 34, Chieri) – a free book and 15% discount for the purchase of a book; “Mondadori” Bookstore (via Vittorio Emanuele II 42, Chieri) – 10% discount for the purchase of a book; “Tandem” Bar (via Vittorio Emanuele II 54, Chieri) – a voucher for breakfast (cappuccino & brioche); “Della Corte” sports goods shop (via Vittorio Emanuele II 73, Chieri) – a discount for the purchase of an item.
The agreement with private sponsors was signed using a special partnership agreement with Transport8 Ltd, based on a model provided by PUSH Association.
Also, the Municipality of Chieri is going to encourage the Institute's activities through a possible contribution for educational purposes.
Reward/pricing policies implementation and monitoring
Not yet implemented.
LESSONS LEARNT SO FAR
The process for defining the awards has put in evidence the motivated participation of the teachers of the schools involved, who collaborated with the Administration to define the modalities and types of awards to be given to the subjects of rewards.
Local businesses, in large part, have also given their willingness to participate in the initiative as sponsors, both thanks to the value of the proposal and because of the real chance for greater exposure.
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"CHANGE THE HABIT-GAIN THE REWARD” IN THE CITY OF KOPER (SI)
PILOT OVERVIEW AND GOAL
Description
The municipality of Koper is located in the northern Istrian peninsula in the R Slovenia in the Coastal- Karst region (NUTS 3). The Municipality of Koper consists of 311 km2 and is home to 52.234 inhabitants (2018), with an above-average population density of six inhabitants per square meter (the whole municipality). Koper has both: urban centre as well as very rural dispersed settlements. The urban area lies on 13 km2 with 25.000 inhabitants. The city of Koper is a regional economic centre since the 20th century. In 1957, the Port of Koper was established and nowadays is among the most important ports in the Adriatic region with more than 2.000 transhipped wagons and trucks per day.
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A high density of national and local road networks characterizes the Municipality of Koper. The length of public roads in the Municipality of Koper in 2018 was 518,270 km, of which 144,562 km were State roads and 373,708 km of municipal roads. The length of public roads in 2017 was 197,080 km. The road network density in 2018 was 1.71 km / m2, which is somewhat lower than the Slovenian average (1.92 m / m2) (Interactive Statistical Atlas of Slovenia, 2019).
Figure 39. Municipality of Koper.
Socio-economic
Area dimension 311 square kilometres Population of the pilot 52.234 inhabitants (2018) Population density in the pilot area 6 inhabitants per square meter Age structure 17% - younger than 18 63% - from 18 to 65 20% - older than 65 Average available income (yearly) about 22.500€ per year Driving age population 18 Degree of employment 66,4% Main attraction poles The city of Koper has become the most attractive point in the Slovenian coastline successfully combining history and historical old part with modern living patterns. Tourists in the pilot Cca.283.217 overnight stays/year
Koper is the sixth-largest city in Slovenia and with a history dating back to the Prehistoric and Roman- Byzantine periods. The city of Koper is one of the most prosperous cities on the Slovenian coastline with one most important ports in Adriatic Sea Port Luka Koper. Therefore, the residents enjoy a relatively high available yearly income of around 22.500 €. Along with being a logistic, economic, and educational hub, Koper also has many tourist destinations. These include the historical city centre of city Koper with many squares, historical houses, palaces, churches, and monasteries. On the other hand, Koper offers a variety of modern sports infrastructure and sites. This results in more than 300.000 overnights from the tourists every year. Some locations have already started struggling with over-tourism and car congestions on good days.
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On the other hand, the suburban layer of the Municipality is highly populated. The main roads coming to the city, where most working places are, are highly congested in rush hours. Since the car is still the major form of mobility. Sustainable mobility behaviour is very low. We can see that most people come to the city in their car alone. A greater share of the route is done by car or other motor vehicles, even when there is no need for it and could be made on foot or by bicycle.
Municipality of Koper is lying in the Mediterranean layer, having long and warm summers and short and mild winters. The climate allows inhabitants of the city of Koper and other cities in the municipality to have more sustainable mobility habits.
Transport and mobility
Public transport City public transport network with 9 lines covering almost 90% of the city area Bike Walk Walking is used us mobility only in the city of Koper and primarily for older and young population till 18 years Private car 40.309 car registries in MOK in the year 2018 Shared services Car sharing system and in development 14 e-bike sharing stations Transport costs 1,2€/l diesel petrol Traffic and congestion Rush hours appear every working day around 8.00 and around 15.30 hours on the main incoming roads and in the city centre. Safety and security Generally considered very safe.
The city has well-organized public city transport in urban areas that the Municipality can control and finance directly and by its means. The basic problem is the missing connection among the city and the suburban areas or other municipalities, from which comes the extremely high daily work or school migration.
The problem of non-use of sustainable mobility modes in the Municipality of Koper is reflected in the excessive use of private cars and, consequently, the lack of and disorder of car parks, lack of security, etc. Parking spaces near the city centre are overcrowded; parks with parking system and ride (P + R) on the outskirts of the city are empty. The problem is also the freight transport, which takes place over the city throughout the year and causes congestion.
The problem of pedestrian areas is most acute along the main traffic corridors, where the sand surfaces are not equipped with urban ancestry and are therefore fewer pedestrians. The problem is also the height difference between the city centre and the higher urban areas (Markovec, Žusterna, Semedela).
Bike routes in the city are unlocked, which prevents the bicycle from being safely used. As with walking, even in this case, there are problems with overcoming altitude differences with higher landscapes. There is also a lack of suitable and safe parking spaces for bicycles.
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Planning context
The Municipality of Koper is developing many projects and policies concerning sustainable mobility:
Smart City Strategy with the main goal to make the city/municipality smart with the strategic use of information and communication infrastructure and service centres developing specialized centres. Sustainable Urban Mobility Plan, in April 2017 the City Council approved the SUMP that is fully in line with the other two adopted crucial documents, the Integrated Urban Strategy and the Sustainable Energy Plan. The purpose of the overall transport strategy of the Municipality of Koper is to ensure better accessibility and mobility of all inhabitants of the municipality and to stimulate the balanced development of all mobility modes. The strategy is based on the concept of a green hierarchy of mobility, which takes priority with pedestrians (special attention is paid to functionally impaired people), other non-motorized vehicles (such as bicycles, rollers, and scooters), public transport means and finally cars and freight transport at the bottom of the pyramid. The main goals of integrated transport are no longer flow and speed, but accessibility and quality of living. Integrated transport strategy is built on the existing municipal plans, where people are part of the solution, so the preparation of the strategy means "Planning for people". Preference is given to the so-called "soft" measures that are least demanding and least feasible (not involving construction, but measures such for example modification of transport modes, more efficient use of roads). Only if these measures do not solve the problems, infrastructure solutions are being sought. Therefore, an integrated transport strategy also enables the most optimal exploitation of the municipal budget. Municipality of Koper has developed a smartphone application for the suburban public transport service that is in long term increasing the use of the public bus network and decreasing carbon emissions. A basic transport open data platform has been set up to support the development of users’ friendly, real-time information systems about parking places, suburban bus stops, combining them with multimodal connections like existing cycling lanes, etc. Every single activity is useful for helping people in organizing their daily journey trips in the most environment-friendly and efficient way, in means of time and costs. Other activities and ongoing projects: “Koper move” focused on sports promotion for parents and children; European Mobility Week, Koper Healthy City, Koper Green Destination, etc.
Goals
Reducing the number of cars coming to the city of Koper by:
increasing the number of local inhabitants using public transport (bus) and sustainable mobility vehicles (bicycles, electrical cars); increasing the number of other people (tourist, seasonal workers) using sustainable transport;
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changing the behaviour of citizens and locals in the suburbs by promoting sustainable mobility in companies.
Today's pace of mobility dictates a car, the use of public transport, cycling and walking in everyday life has fallen. The growth of traffic has led to a deterioration of the conditions for its ongoing development, therefore pilot solutions are sought from the resulting situation. Mobility is now perceived as the right of every individual and is a prerequisite for a better life. Therefore, the Municipality of Koper wants to place the citizens at the centre of planning and to provide them with a healthy and safe environment in which they will be pleasant to travel and live. It wants to encourage people to combine the use of transport modes that will lead to cleaner air and a higher quality of life.
Given the issues, the goals are set to reduce the use of passenger cars to reduce traffic and encourage the use of more sustainable modes of transport, with an emphasis on the concept of a green mobility hierarchy that takes priority over pedestrians and functionally impaired persons. Specific activities are:
walk-bus and promotion of a sustainable way of coming to school and kindergarten; empowering the elderly population (promotion of biking as a way of mobility); electrification of the city centre and how to live in the city centre without a car and keeping a healthy lifestyle; sustainable way of coming to work.
Pilot implementation
Preliminary analysis
In the frame of the preparation of the SUMP in 2016, the Municipality of Koper has implemented two big national workshops for different stakeholders (citizens, experts for urban planning, representatives of public bodies as police, fire brigade, national guard, Rižana public water supply company, Marjetica public utility company; representatives of different NGO: association of drivers, cycling associations, different sports associations…). The Municipality also conducted an analysis of public opinion about their mobility habits and their daily mobility via a questionnaire on the municipality web-page. Workshops were implemented at the beginning and the end of the SUMP preparation. In the first workshop, have been collected the ideas and needs of the participants and stakeholders. Since 2016 the implementation of the action plan measures as follows:
establishment of the multimodal mobility platform with upgraded App; completing the network of the public cycling roads; completing the city public transport network and increasing the density of the buses – increasing the use of public transport for 125%; preparation of the new e-bike sharing system for 17 stations and 140 e-bikes;
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promotion of sustainable mobility via different measures: first reward for best implemented European mobility week in 2018, events - Koper- healthy city, implementation of the concept – Koper green destination; offering people sustainable ways of mobility – pedestrian-friendly traffic arrangement.
Since the Municipality of Koper has prepared the SUMP for the whole city, more than 10 on-going mobility projects are under implementation by coastline Municipalities, Regional development centre, Regional energetic agency, etc.., the general public is already under big pressure of constant surveys, analysis, questioners, workshops, seminars, etc.. Therefore the Municipality of Koper decided to use the SUMP background as a base for the implementation of SaMBA policies.
Users and stakeholders engagement
Stakeholder analysis was completed using the SEROI+ tool developed in SaMBA and the results have been summarized below in terms of stakeholders identified:
Municipal Administration; police; schools (Elementary and Secondary schools); cycling societies; public transport operators; companies - large traffic generators (Luka Koper, Interevropa, Banka Koper, Primary School Koper).
Thanks to the European Mobility Week, the most widespread campaign in sustainable mobility in the world, the kick-off events of the SaMBA pilot activities were organised in Koper on 15 September 2019, to massively promote them. With extensive radio and online promotion, as well as promotional brochures distributed to households, over 20 organisations took part in the event, and the entire venue on Semedelska Cesta in Koper was organised in the form of a walking line (Pešbus). The line of stations on the avenue along Semedelska Cesta included the Ecological Island, Mobility Island, Movement Island, and Health Island.
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Reward/pricing schemes co-creation
It has been proven that rewards have a positive effect on the desired change inhabits. When people get real information and an incentive at the right time, they are more susceptible to changing travel habits. Measures to stimulate people to use other modes of transport as an alternative to car traffic can be virtual or real and do not need to require high costs. It is important to set up a series of awards and recognitions, which must be set out from the outset so that everyone can follow their progress. Individual awards also stimulate change more than group awards and material rewards (e.g., discounts, points collection, etc.) more than virtual ones (e.g. ranking, feedback, etc.).
Two events have been organised divided according to the different target groups, involving the general public and spatial planning experts, stakeholders, decision makers, policymakers, with the issue to present the state of mobility in Slovenian Istria and the advantages of the sustainable mobility for the health and the environment. Also, several internal meetings have been organised engaging:
the Department for social development (dealing with kindergartens, primary schools, elderly people); the Department for infrastructure and mobility (dealing with public transport, public infrastructure-roads, cycling roads, walking paths); the Department for development of the Municipality of Koper with external experts and representatives of the National Institute for public health, Health centre, Daily centre for
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elderly, and representatives of primary schools and kindergartens, police, city guard, of local NGOs (bikers, hikers) and retirement association.
A survey on mobility on Municipality of Koper has been conducted, giving the employees the chance to provide their opinion on:
mobility in the Municipality (traffic, public transport, mobility possibilities and about the public infrastructure for mobility (parking places, cycling infrastructure, green corridors, and walking paths, etc.); sustainable way of coming to work; willingness to consume more time for daily migration and daily trips at the expense of a sustainable attitude to the environment.
Main findings:
there is a bonus card for tourists called Koper card for site-seeing (offering some special bonuses in shops and restaurants included in the chain) and Koper card plus – paying card for public transport; the use of the public transport in the city of Koper is very high, the use of the public transport connecting cities around Koper with Koper is very low, due to the low frequency of the buses and inflexible timelines; the use of cycling as a transfer possibility for citizens and people living in the suburbs is very low, due to the steep hinterland of the city although the climate is very mild and the conditions for cycling are great; people are not willing to come to work cycling due to the lack of infrastructure (showers, bike- storage); employees of the Municipality of Koper are willing to use sustainable means of transport for daily meetings out of the main building; employees agree that the parking policy in the city is too mild, and therefore brings out problems with zero free parking places already at 7.30. That is quite inconvenient for daily tourists and the rest of the people coming to the city on daily chores; different measures implemented according to the national sustainable mobility platform were successful and should, therefore, be further implemented (e.g. walk-bus, “white rabbit”); rewarding was used as an incentive for changing mobility habits of inhabitants of the Municipality of Koper one week per year in so-called European mobility week for the last 20 years. The sports equipment, t-shirts, and other material were always accepted as a good incentive. The findings show that one week is a too short period, to change the mobility habits; the old city town was once the island and is therefore very specific and worth preserving. The size of the historic city centre is completely manageable walking. Therefore, there are incentives to close the old city centre for cars. The procedure is on the other hand not so easy since the major part of the inhabitants of the historical city centre is mostly the elderly population and on the other hand young families with small children. There are 10.000 85
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inhabitants in the city centre and the Municipality has issued more than 1.500 car permits and there are still more than 1.000 requests waiting to be approved. Therefore, there is a need for a good plan on how to approach this challenge. One of the solutions is small public electric vehicles, offering daily trips for free as an alternative for having a car in the city centre; safety on roads and safe walking corridors to primary schools. There is a yearly survey on safety on roads around primary schools and safe walking corridors. The primary schools are the biggest promotors of sustainable ways of coming to school, to be in this position, the basic conditions on safety have to be enabled.
According to the findings, the Municipality decided to divide the pilot activities according to the target group of interest:
children in kindergarten and their parents; children in primary school (second and third grade); elderly people (young retirement population still fit enough to use sustainable mobility choices for their daily mobility); employees in the public administration; mobility electrification of the city centre.
Reward/pricing policies implementation and monitoring
The purpose of pilot activities is to test the effects of positive incentives for implementing permanent projects to encourage change in travel habits. The projects were focused on children and elderly persons, while the promotion at the main event included the general public. All activities included reward systems for active participation and performance of activities following the goals. Target groups’ response was good, and the findings represent quality grounds for further planning and organisation of activities for the promotion of sustainable modes of mobility.
Walking to kindergarten
Kindergartens (which hosts children aged 3 to 6 years) are mostly located in the middle of bigger residential neighbourhoods, but formally covering the bigger surrounding area. The average walking distance for the 80% of children is 400m or less. Nevertheless, more than 80% of children come to kindergarten by car. Therefore, the Municipality decided to encourage parents and children to change their way of coming to kindergarten.
The activity started in September 2019 and ended in January 2020.
In the middle of September, the Municipality contacted all the kindergartens of the city (eight kindergartens, most of them have subsidiaries, and four of them are part of primary schools) initially by e-mail, and then by phone and by direct visit.
Children have been encouraged to walk (or cycle, scooter, using public transportation) to their school, with the pilot activity “Walking to kindergarten”. Educators in kindergarten groups participating in the 86
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project initially presented the importance of a healthy lifestyle and the environment and drew a tree, whose branches were named after the children in the group. Arrivals to the kindergarten were recorded every day, as the leaves on the branches were coloured green if the mode of arrival to the kindergarten was sustainable. It, therefore, depended on the involvement of the children whether the trees would grow to be healthy and green, or withering and brown. The reward system provided for a T-shirt and participation at the final group trip, if the individual child sustainably arrived at the kindergarten.
The activity has been developed through the following specific steps:
kindergarten representative signs the application statement for the project and submits the number of participating children/groups, as well as age groups; kindergarten appoints a project coordinator, who receives instructions from the organiser and forwards the instructions to educators; educators present the project to the parents, encouraging them to participate in sustainable mobility for commuting to the kindergarten, distributing notifications to parents, and posting the notification on the bulletin board (website); through gameplay, educators familiarise children with the importance of sustainable mobility, walking to kindergarten, learning about the environment, and protecting the environment; educators check with parents how they commute to the kindergarten before the start of the project; kindergarten representative determines the starting date for logging walking to kindergarten; educators and children draw a tree (about 1m x 0.5m) big and colour the tree and draw as many branches as there are children in the group. On its branches, they write names of children in the group. Treetops are not yet coloured, as they will draw leaves on the branches. Whenever a child walks to kindergarten, they can draw a green lead on their branch. For example: walking to kindergarten five times – five leaves on the child’s branch. in the morning, upon arriving at the kindergarten, parents (or child) tell the educator that the child walked to kindergarten and may draw and colour one leaf on the big tree. Thus, the child contributed to making the tree green and preserving nature.
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the child who collects five coloured leaves on the tree receives a T-shirt as an incentive and reward, with the text: “Frajerji hodimo v vrtec peš” (We cool kids walk to kindergarten). The T-shirt is provided by the organiser; the child who collects 15 coloured leaves on the tree receives an “excursion ticket” as an incentive and reward – this is a half-day excursion with a visit to the park of autochthonous animals in Hrastovlje, in the spring of 2020. The excursion will be agreed with each 88
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kindergarten separately, based on their experience. In the case of younger children, a practical reward for the group (sports equipment) can substitute the excursion; after the completion of the project, educators can check with parents whether mobility habits for commuting to kindergarten had changed; upon completion of the project, the group takes a group excursion to the park of autochthonous animals in Hrastovlje.
The following tools and materials have been provided to the educator to support the implementation of the activity:
kindergarten’s application statement; questionnaire about commuting to kindergarten before and after the project; example of a tree, on which children draw notes; notification for parents; notification about the reward excursion.
Twenty groups from four kindergartens participated in the project: 6 groups from the Delfino Blu Kindergarten, 3 groups from the Dekani Kindergarten, 1 group from the Primary School Marezige Kindergarten, and 10 groups from the Koper Kindergarten (with its subsidiary Pobegi).
A total of 371 children participated in the project with about 85% actively walking to kindergarten. This percentage varies by age group: in the 4–6 years age group, over 90% of the children were active, whereas only about 70% of the children were active in the 2–3 years age group. To promote and reward participation, we handed out 354 T-shirts for children and 50 T-shirts for kindergarten educators. The kindergarten in Dekani decided to extend the campaign slightly due to their late start; although the concept of the project foresees a limited duration of the campaign, it aims for a long- term change in children’s habits.
Based on discussions with educators, principals, and participants, the Municipality concluded that the project was well received by the children and parents and proved some conclusions:
the support by kindergartens has been positive, since the implementation does not represent a significant burden for the teaching staff, while its purpose and message are exclusively positive. The activities are seen as a diversification of their programmes, adding value to the content of the kindergarten; the excursion did not prove to be the optimum reward because, despite the interest of the children, kindergarten educators and principals were not fond of it. They consider a trip, particularly for younger groups, to be too complex, demanding, and involving too much responsibility, so kindergartens decided to give up the reward for younger groups. Kindergarten representatives, therefore, proposed, as an example, sports equipment for groups as additional prizes, which is a reward that primarily encourages participation of kindergartens, and not so many parents and children. Based on the proposal and the fact that some kindergartens opted out of the excursion, we provided three Hervis vouchers worth €120
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(3 x €40) for the purchase of sports equipment as a motivation for further promotion of movement and walking to school. there is a prevailing opinion in kindergartens that, to repeat the campaign and successfully implement it, an external coordinator is urgently needed to encourage and guide educators in their work; parents arriving with their children to the kindergarten on foot experienced many positive effects, for example, the significantly reduced stress, which they generally experience during traffic rush hour in front of the kindergarten – something that kindergarten employees would certainly want to avoid. Walking had a positive effect also on children, who, even before entering the kindergarten, did some exercise, learnt about their surroundings, communicated more easily with their parents, and came to the kindergarten more alert; rules need to be precisely defined, and the educators need to be informed not to deviate from said rules. For example specific start and end date for logging walking; preparatory activities (reading books on nature, drawing trees, etc.); distance in meters or nature that the child must walk (at least 400 m); explanation whether logging is used only for arrivals or also departures from the kindergarten; explanation whether all days of the week or only specific date is logged; when T-shirts are handed out (during the period of logging as an incentive or at the end as a reward).
Walking line (Pešbus)
Primary school children were also encouraged to walk to school since the walking distance is also on average 400-500m. The target group was mainly 2nd and 3rd grades of primary school, who are not allowed to go to school without being accompanied by an adult but are old enough to go to school without their parents. Older children can walk to school independently. We summarised the concept of the national project Pešbus, which involved children walking to school in organised groups, using a regular schedule, safe routes, and accompanied by adult persons.
The activity started in October 2019 and ended in December 2019.
An e-mail was sent to all principals of all schools in the Municipality of Koper and interested teachers in the middle of September. The introductory meeting with principals and vice-principals of schools who responded to the invitation was implemented. Phone conversations with principals not interested in the project have been done to understand their reasons.
After contacting the schools, Dušan Bordon Semedel Primary School, Primary School Anton Ukmar, Primary School Škofije, Elvira Vatovec Prada Primary School, and Primary School Sv. Anton expressed their interest in participating.
Teachers presented the project and its purpose to the parents and children in first class meetings. The Municipality prepared application forms and notifications for parents – the notifications were handed out to the parents/children personally. Based on signed forms, the Municipality sent confirmations to 90
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the children with instructions and timetable and station locations of the Walk-bus. Every week, the Municipality sent e-mails, reminding parents of the project, and encouraged their children to continue participating.
Some potential escorts who could support the lines were also contacted: local communities Prade, pensioners’ organisation Bertoki, student services, and all faculties of the University of Primorska (six faculties), members of the Centre of Day Activities Koper. The Municipality prepared invitation with project description, sent it by e-mail, and afterward made telephone calls or personal meetings. The following table summarizes the results of the recruitment campaign:
VIA A POST PRIVATE, BY PRIVATE, VIA MEETINGS TELEPHONE PUBLIC ON THEIR MAIL FACEBOOK IN PERSON COMMUNICATION INFORMATION – WEBSITE RADIO CAPRIS STUDENTS OF ALL FACULTIES OF THE UNIVERSITY OF PRIMORSKA PARENTS, FAMILY OF CHILDREN LOCAL COMMUNITY OF BERTOKI CENTRE OF DAY ACTIVITIES PENSIONERS’ ORGANISATION RED CROSS
Figure 40. Methods used for the recruitment of escorts. Green field: positive response; Red field: no response; empty field: not used.
Routes were organised based on home addresses of interested children, to make sure the lines were as close as possible to their locations. Based on the determined lines, we marked the stations and developed interactive maps, with precise location and time where every morning children meet (station locations and departure schedules). Children walk from one location to the other picking up new children into their group. Participating children collected stamps, and regular participants also received T-shirts with an inscription “Frajerji hodimo v šolo s Pešbusom” (Cool kids walk to school in a walking line).
Thirteen lines have been implemented, used by five schools who participated, 110 children participating and 82 regularly participating children, 100 T-shirts hand out as prizes for children, 35 T- shirts hand out as prizes for escorts and coordinators at schools, handed out tickets for Handball team Koper on a promotional day for the campaign.
The following are some key findings and recommendations for the future:
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the Municipality found that, if lines are not regular, the interest of children quickly wanes. Close cooperation of schools, local communities, and parents is therefore crucial for continued implementation of this project. Much of the success can depend on the personal involvement of coordinators at the schools; personal presentation to students and pensioners is essential. Posts on online portals and social networks are only the starting point. After arousing interest, quality and motivational presentation of the project is required; pensioners explained that they preferred escorting continuously, e.g. every day in a week, as opposed to once per week for a longer period; parents need to be reminded of the continuation of the project every weekend and given contact information for the escort, otherwise, they quickly forget that their children participate in the project; the easiest and most meaningful presentation of the Walking Line project for parents is at parent-teacher conferences and meetings; at the subsidiary Primary School Sv. Anton, parents, and children expressed a lot of interest, and two lines were also implemented; however, the issue was the lack of escorts; therefore, a challenge for the future is providing a sufficient number of accompanying adults for longer periods. coordinators should occasionally (e.g. once per week) be present in the field in person, walking along with an escort, to feel the pulse and check parents activity first-hand; constant monitoring in quality record keeping of children attendance is important because: - there are complications with additional sign-ups: they forget their application form at home, as they were not sure about participation due to scepticism. Later, they saw that the project is progressing nicely and decided to join. - there are cancellations with participating children: because they were no longer willing to get up at an earlier time because there were no regular escorts (Primary School Sv. Anton and Primary School Prade). constant monitoring by coordinators (number of children, additional children) and substitutions for coordinators (absence due to, for example, illness) are required; it is necessary to proactively communicate with parents, reminding them of the project and explaining any potential second thoughts or questions arising in the field. some students are ready to walk to Prade to pick up children. We reimbursed their travel costs; in just over a month and a half, there was slightly less work with questions – the Walking Line achieved its purpose for parents and escorts – they discussed matters among themselves. of the participating schools, only Primary School Dušan Bordon considers the independent continuation of the project in the spring, which indicates that external coordination and assistance in the project are still necessary for the continued implementation and duration of the project; T-shirts handed out to participating children and escorts were very well received. We can conclude that they functioned as an incentive for persistence and regular attendance, but have
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failed to achieve an effect with other children, namely to encourage them to join the Walking Line. Children who received the T-shirts did not wear them to school, which would draw the attention of other children in hallways and elsewhere. The effect was achieved only on the day the T-shirts were handed out when group photographs were taken and the children wore the T-shirts in class.
Everyone on the bicycle, for an active old age
According to the definition, exercise/sports activity is any movement that results in increased energy consumption, as opposed to resting. To improve the level of exercise/sports activity of the population, and thereby contributing to improving their health status, wellbeing, and fitness, it is important to include and address all ways and forms of exercise/sports activity, including exercise at work, home or during free time, as well as sports. We know that exercise/sports activity is important throughout one’s life – during youth and old age. Aging is a natural phenomenon, occurring primarily as the aging of cells and secondarily as the effects of lifestyle on the process of aging. The effects of lifestyle can be even more intensive, as there is reduced exercise/sports activity with aging in most cases. That is why it is even more important for us to be active in old age, as this further maintains and slows down the decline in mobility.
In old age, every longer exercise/sports activity can result in negative physical adaptations, which can affect our health and primarily the quality of our later life. One of the options for regularly monitoring our health and movement status is a regular health examination, but we also want to primarily mention regular kinesiological tests. The latter tests allow checking of several parameters of health and our movement status.
Based on the above, the Municipality of Koper implemented the project “Everyone on the Bicycle, for an Active Old Age” to encourage the elderly to participate in an exercise and cycling programme, thereby maintaining their exercise/sports activity.
The presentation was organised in September at the Daily Activities Centre (Center dnevnih aktivnosti) in Koper, which includes 1000 members. Thirteen candidates, who attended an initial test, decided to participate. The project was intended for a group of 15 to 20 participants.
It was found that their motor skills, muscle strength, and balance were not good enough to safely ride a bicycle on their own. An exercise programme began in October 2019, which included primarily exercises for muscle groups and skills that are important in cycling. After 16 sessions, where participants also practiced Nordic walking, while some already included cycling, final measurements were taken. The progress of the participants was indisputable, and the results would have been even better if the training had been carried out for an extended period.
As a reward, the participants were invited to a final cycling trip with socializing and received European Mobility Week T-shirts.
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The term of the entire project was slightly too short to reach any significant differences in pre- and post-exercise measurement results. Another consequence is also a non-homogeneous group of the elderly, meaning that exercise represents a greater exertion for some than for others. Nevertheless, participants’ feelings and comments about the project were very positive; the group stayed in contact with making daily trips on a monthly or weekly level (depends on the weather).
LESSONS LEARNT SO FAR
Slovenian coast is only 45km long and is politically divided (4 municipalities). In the field of mobility, it is important to plan on broader functional areas, especially in our case where daily migration and seasonal migration influence the traffic flow and therefore mobility habits.
Changing mobility habits on the city level: offering citizens time-saving and money saving solutions using public transport was already implemented in previous years. The effect was achieved only in the city. We have learnt that we have to start with the promotion of sustainable mobility with children and the elderly population.
Rewards are important incentives for changing the mobility habits with the point on the right timing of the rewards and the right type of reward.
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Children’s greatest rewards were funny and amusing escorts and the socialization effect that happened on the way to school. For younger children, the biggest incentives were trees becoming greener and greener with their impact.
For the employees in public administration, the biggest incentive is time-saving and money-saving aspects.
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BOHINJ AREA AND TRŽIČ (SI)
PILOT OVERVIEW AND GOAL
Description
The pilot project combines two municipalities – Bohinj and Tržič. Both are located in the Gorenjska region in the northwest of Slovenia and are in proximity to mountains. If the past of both towns is compared than it should be noted that Tržič is more industrial while Bohinj has always been more tourism-oriented. Both cities share a link to Natura 2000 as Bohinjska Bistrica and Bohinj area, are on the border and within protected area Natura 2000 while Tržič is surrounded by Natura 2000. For both cities, it could be claimed they have experienced a decline in terms of shrinking, which is not unusual for these areas.
Figure 41. : Gorenjska region with pilot municipalities Bohinj and Tržič.
Bohinj has an increasing amount of guests in terms of overnight stays and daily visits. There are about 535 overnight stays and 650000 daily visits. The challenge is that most of these guests arrive and use the car for their mobility. Of course, local inhabitants have mobility needs too. Despite the free shuttle and park+ride options, there is still a high share of tourist cars in Bohinj, especially by the lake and in the town centre. This causes difficulties in finding a free and available parking spot in both, summer and winter season. For the daily commute, local inhabitants have little choice than to use cars. Public transportation exists, but is fragmented into several services: hop-on-hop-off for tourists, regional public bus, winter ski bus, and school bus, each having their subsidy, bus stops, schedule and limitations in terms of use. Some valleys don't have public transportation at all; some are having it, but are infrequent, slow, or is limited (e.g. for school children only). Even for populations that could use public transport (PT), there is a little incentive meaning car is used more often than public transport. Therefore, improvement of public transport could be noted as the main challenge. The noted improvement of PT contains a new PT offer for tourists.
Tržič has got a SUMP a few years ago and has approached challenges linked to mobility in a well- structured manner. Linked to a high level of car use, there is a significant amount of space used for parking of cars. As the town has little space available, due to the fact it is placed in a mountain valley, 96
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it makes no point to use such a vast amount of space for parking. So far very little or no progress has been made on the ground, no mobility measures in place yet. Therefore first steps need to be done primarily in parking policy that will be followed by other measures. Parking is a painful topic. Everybody has an opinion on parking and people are quite keen on expressing it. Traffic expert Donald Shoup once wrote: “Thinking about parking seems to take place in the reptilian cortex, the most primitive part of the brain responsible for making snap judgments about flight-or-flight issues, such as how to avoid being eaten,” (Parking and the City / Citylab). Because of that design a parking policy involves quite some political risk in it.
Socio-economic
Area dimension Gorenjska region: 2.137 km2; Bohinj: 338 km2; Tržič: 156 km2;
Population of the pilot Gorenjska region 204.670 ; Bohinj 5.105 ; Tržič 14.880 Population density in the pilot area Gorenjska region 95,77 people/km2; Bohinj 15,10 people/km2; Tržič 95,38 people/km2
Age structure 16 % - under 15 years 64 % - under 64 years 20 % - older than 65 years Average available income (yearly) ca. 18.500 €/year Driving age population - Number of employees Gorenjska region 90.220 ; Bohinj 2.344 ; Tržič 7.435
Main attraction poles Bohinj: lake and mountains (hiking, ski resorts) Tržič: old city center, industrial heritage Tourists in the pilot Bohinj: Rising number of guests (535k overnights, 650k daily visits) Bohinj: 1.066.000 cars on counting number in an incoming road
Transport and Mobility
Modal split In Bohinj modal split has been calculated from data on travel to work from 2017. 1
Public transport 5% Bike and walk 19 % Private car 75 %
In Tržič modal split has been calculated from data on travel to work from 2002. 2
Public transport 5%
1 SUMP Bohinj, 2017. 2 SUMP Tržič, 2017. 97
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Bike and walk 16 %
Private car 78% Shared services not available Transport costs - Traffic and congestion In Bohinj mainly in tourist season – near tourist attraction lake (on the main road towards the lake) In Tržič rarely traffic congestions, mainly during bigger public events Safety and security Generally, safety and security are rather high.
Planning context
At the national level, the reference document is the Traffic Strategy till 203, which support the future changes in the transport policies while, the most important plans in terms of local mobility, are the Sustainable Mobility Plans of Tržič and Bohinj. Plans include the overall status quo in the field of sustainable transport, giving recommendations and actions for the future development of sustainable transport. They include, besides public transport measures, also the measures for sustainable mobility. Behaviour change is not in the centre of the plans.
Local communities in the Gorenjska region have some undergoing initiatives towards sustainable mobility such as:
bike-sharing systems; first attempts of combining regular bus system with a tourist bus system that would cover the countryside mainly; free bus transit (electrical) within the city of Kranj; integrating a different kind of services (the first attempt in the biggest City Kranj with City cards combining public transport and other public services including touristic service); promotion of mobility options for diverse target groups; mobility actions connected to Natura 2000 areas (e.g. promotion of train use, discounts on touristic products, etc.). development of electrical cars infrastructural network (through project e-Moticon); some initial studies on traffic jam reduction within cities and Natura 2000 areas.
Goal
For the pilot case in Bohinj, the main goals are:
reduction of the number of cars arriving in the area, and consequently the size of parking areas within and near Natura 2000 areas; increase in the number of tourists arriving in the area by public transport (bus, trains) and with sustainable mobility vehicles (cycles, electrical cars,…);
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increase in the number of people using sustainable transport; changing the behaviour of the local population and visitors.
The municipal strategy is to:
charge significantly the parking fee by the lake. The measure was introduced in the summer of 2020, the impact is to be evaluated. build new parking garages. There are several project ideas for garages, but they could only accommodate a small share of incoming cars and some would be located in not most favorable sites. encourage visitors to arrive by train or bus even with inflexible rail and bus infrastructure.
The pilot in Bohinj will support the behaviour change which will be accompanied by workshops and findings connected to:
integration of three distinct bus services into a seamless one (information, pricing, payment methods). Synchronisation between the Ministry of infrastructure, Municipality, tourist board, multiple service providers and the public would be needed; development of a tourist (hiking) product, enabled by weekend bus service to the starting points of trails.
For the pilot case in Tržič, the main goal is the decrease in the demand for parking places implementing a new parking regime.
The municipal strategy is to:
increase safety through roads constructions and refurbishments; implement a 30 km/h speed limit in all dense urban areas; even stricter measures could be implemented in the proximity of schools and kindergartens; balance the relationship between supply and demand with new parking regimes (free parking increases the use of cars in Tržič; on the other hand, it lowers the accessibility of parking meaning that a larger amount of parking places on the good location are full of cars parked there for a longer time); lower the amount of car use of 15 % in the most used roads.
The pilot in Tržič will support the behaviour change which will be accompanied by workshops and findings connected to:
participative design of new parking policies based on advanced analytics; implementation of the regime (ticket machines…); monitoring of the successes of a new regime.
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PILOT IMPLEMENTATION
Users and stakeholders engagement
Stakeholders list:
local communities in the region; local policy and decision-makers; local tourist boards, Triglav national park; office for the protection of nature; transport companies; NGO-s working in the field of mobility; faculties dealing with co-creative methods, ICT, architectural solutions; experts; local population(s) (young-via school), adults through participation in activities – workshops.
Stakeholders’ engagement process:
meetings with different stakeholders in the region (including inhabitants); workshops and hearings; communication campaign, development, and implementation.
Timeline of workshops in Bohinj:
February-March 2020: W1. Goals and motivations for public transport in Bohinj. The setting baseline for monitoring. March-April 2020: W2. The organisation of public transport in Bohinj: pricing policy and award schemes April-May 2020: W3. About implementation and monitoring of an impact.
Because of the situation related to the Coronavirus pandemic, most workshops would most likely need to be canceled or postponed. So far, one workshop was implemented in Bohinj. Because of that, an online questionnaire has been designed and spread. So far more than 150 questionaries’ have been returned which is good news and beyond expectations.
Timeline of workshops in Tržič
February 2020: W1. Problems of parking in Tržič. March 2020: W2. Operation and design of existing parking spaces. April 2020: W3. Parking regime - motivations and goals. May 2020: W4. Parking regime - pricing policy and award schemes. May 2020: W5. Implementation of a regime. Monitoring of change.
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Because of the Coronavirus outbreak, only one workshop has been implemented so far – before the public lockdown. The second workshop would be about (parking) policy goals, which only make sense when it is evidence-based. To provide evidence-based policy, analysis of parking patterns needs to be implemented. This is done by the use of a method called parking beat analysis (see the example in Figure 42). Parking beat is a method used to analyze parking patterns. Several parking places are observed on a given day (or several days) and each parking place is checked periodically in terms of occupancy. The method supplies the experts with data on every single parking space about (1) the occupancy share at different times of the day, (2) type of users – residents, commuters, etc., and (3) the length of parking of individual vehicles. Data can be presented in a visually appealing and easy-to- understand way, serving the local community as a reflection of the daily use of cars in the observed area.
Figure 42. Parking beat analysis, Arkova street, Idrija example.
In the case of Tržič, it has been impossible to implement such analysis. Because of the pandemic, it would be completely wrong to analyse parking patterns in these days. If the policy would be grounded on the data gathered in most special circumstances (lockdown of public life) the policy would be useless in normal times. Therefore the data gathering had to be postponed which blocks the next stages of the participation process. The latter only makes sense when there are data in which experts can ground their claims, proposals, and policies. Up to some point, the impact of delay of participation practice can be diminished by the development of new web-based options of participation. These options are being developed, meaning that web tools need to be designed in a manner that they fit in the parking policy development process.
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Reward/pricing schemes co-creation
Not yet implemented.
Reward/pricing policies implementation and monitoring
Bohinj
Bus service to the lake and starting points of hiking trails is planned as a seasonal and event-based service. Pricing policy and award schemes would be codesigned with the public. The monitoring plan would include monitoring of car reduction and the number of passengers using the service.
Tržič
The car parking tickets machine will be installed permanently. It would be combined with a display of available spaces. This would be part of a larger parking policy on which parking regulation measures would be grounded. Monitoring would contain several cars before/after on this and adjacent parking spaces.
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LESSON LEARNT SO FAR
As the activities of the project haven’t been completed yet the comprehensive list of lessons learnt cannot be completed.
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