City Transport Development Plan 2012–2020 Final Report

This publication has been produced with the assistance of the European Union (http://europa.eu). The content of this publication is the sole responsibility of Baltic Biogas Bus and can in no way be taken to reflect the views of the European Union." The Baltic Biogas Bus project will prepare for and increase the use of the eco-fuel Biogas in public transport in order to reduce environmental impact from traffic and make the Baltic region a better place to live, work and invest in. The Baltic Biogas Bus project is supported by the EU, is part of the Baltic Sea Region programme and includes cities, counties and companies within the Baltic region.

Author: OÜ Stratum

Project Manager: Jaanus Tamm, Tartu City Government

Date:14.11.2011

Reviewed by:

Jaanus Tamm, Tartu City Government Andrzej Zoltowski, MTI

2 www.balticbiogasbus.eu Table of Contents

Introduction ...... 4 Main Terminology...... 6 1. Strategic Documents Guiding the Development of Transport...... 11 1.1. The Need to Complement Development Documents...... 12 2. Factors Influencing the Development of Transport...... 13 2.1. Location...... 13 2.2. Settlement System and Population...... 14 2.3. Need for Movement...... 17 2.3.1. Economic Activity...... 19 2.3.2. Institutions of Education...... 22 3. Analysis of the Situation in the Tartu Transport Sector...... 24 3.1. Street Grid...... 24 3.1.1. Parking...... 27 3.1.2. Traffic Management...... 30 3.1.3. Street Lighting...... 32 3.1.4. Issues in Need of Solutions...... 32 3.2. Traffic Flows...... 32 3.2.1. Issues in Need of Solutions...... 35 3.3. Public Transport and Light Traffic...... 36 3.3.1. Public Transport...... 36 3.3.2. Light Traffic...... 45 3.3.3. Issues in Need of Solutions...... 47 3.4. Railway Transport, Inland Waterway Transport, Air Transport...... 48 3.4.1. Railway Transport...... 48 3.4.2. Inland Waterway Transport ...... 48 3.4.3. Air Transport...... 49 3.4.4. Issues in Need of Solutions...... 50 3.5. Traffic Safety and Environmental Impact ...... 51 3.5.1. Traffic Safety...... 51 3.5.2. Environmental Impact...... 53 3.5.2.1. Natural Environment...... 53 3.5.2.2. Artificial Environment...... 57 3.5.2.3. Social Environment...... 57 3.5.3. Issues in Need of Solutions...... 58 4. Vision of Tartu Transport and Its Development Goals...... 59 4.1. Land Use Planning and Transport Policy...... 60 4.2. Developing Different Types of Transport...... 65 4.3. Street grid...... 70 4.4. Environmental Impact...... 74 4.5. Traffic safety...... 76 5. Implementing the Development Plan...... 80 6. Summary and conclusions...... 81 Used materials...... 83

3 www.balticbiogasbus.eu Introduction

The compilation of the Tartu City Transport Development Plan 2012-2020 was initiated in the framework of the project “Baltic Biogas Bus”, and partially financed by the Baltic Sea Region Program of the European Regional Development Fund. Due to the city of Tartu’s objectives of transforming public transport more economical and more economically friendlier, the city has joined the project Baltic Biogas Bus. This project unites 12 partners from 8 Baltic Sea countries whose common objective is the development and introduction of biogas for use in urban transport, especially public transport, in the interests of energy savings and environmental cleanliness. The Baltic Biogas Bus project motto is : “Working together on climate-neutral public transport”. The transport development plan was drafted according to the motto and the main objectives were to introcuce a biogas in the public transport in the Tartu city and to increase usage of public transport. In the drafting process was used inputs from partners, expierenced in usage of biogas buses.

Changes in people’s attitudes and everyday behaviour have led to an increased need for movement. Distances and the need for transport have consistently grown and people’s habits of movements have changed. Thereby the role of transport in influencing the environment has grown. It is understood more and more that without purposeful planning it is not possible to ensure a sustainable societal development while the heretofore trends continue. Therefore, numerous transport development plans have been established both at European Union and Estonian national levels, as well as in various local governments, which outline specific development goals, measures and activities based on the principles of sustainable transport planning. This helps among other things to decrease the impact of traffic on the environment and on health.

The movement habits of the people of Tartu can be brought out as an example to all cities, which are struggling with the problems of motorization. A compact city space, which in terms of land use has managed to avoid the planning of extensive mono-functional settlements, encourages movement on foot or by cycle. A dense line-grid and a high quality service favour the use of public transport. Making the public transport more environmentally friendly and planned changes in information, ticket and priority systems are also important. Although the development of environmentally friendly ways of movement has been positive, problems in the transportation system of Tartu have to be addressed as well. Car usage has consistently grown while at the same time the use of public transport has decreased. The loads on the streets of Tartu City Centre and the bridges across the Emajõgi are predominantly high, causing occasional traffic problems. Although traffic safety indicators have significantly improved, the safety of the traffic environment and raising the traffic awareness of the population are issues which need consistent attention.

In order to optimise the traffic flows and influence the choice of the means of transport towards sustainable transport, to ensuring meeting the movement needs of the population, economic development, the improvement of the environmental situation and an increase in traffic safety, the compilation of the Tartu City Transport Development Plan 2012-2020 has been initiated by the 20.05.2010 decision nr 73 of the Tartu City Council. The goal of the transport development plan is to specify the goals set in the development documents of the city and to create a basis for a planned development and financing of transport.

4 www.balticbiogasbus.eu The Tartu City Transport Development Plan 2012-2020 is primarily a practical tool for the City Government, because: 1) it enables the long-term planning of activities in the transportation sector and to determine the costs of their implementation and their effect on the development of the city; 2) it helps the City Government to develop a sustainable transportation policy; 3) it helps to determine the proportions of the budget and to simplify the yearly city budget proceedings (specify the cost structure of the city budget). The activity plan complied as an appendix to the development plan is the basis for compiling the budget.

The Tartu City Transport Development Plan contains an introduction, an overview of the main terminology, an analysis of the current situation and the factors of influence and chapters addressing future development trajectories and measures. The specialists of Stratum OÜ were involved as consultants in the process of compilation and, in addition to the specialists of the City Government and the Deputy Mayors, the representatives of political parties and interest groups related to transport and experts in the field were involved in working groups.

The process of the compilation of the development plan was led by a managing group, which met regularly and the members of which were tasked to monitor the process, give feedback to the consultants and to present positions with regard to completing the work. Four working groups were composed in addition to the managing group, which met three times to determine the transportation problems of Tartu, the sectorial goals and the necessary activities to achieve the vision and the desired development goals.

In parallel to compiling the development plan, a strategic evaluation of the environmental impact was initiated by the 08.06.2010 order nr 648 of the City Government in order to determine the compatibility of the development plan with the principles of sustainable development, and the possible environmental impact related to implementing the plan and the related alleviating measures. The strategic evaluation of the environmental impact of the development plan executed by OÜ Hendrikson & KO concluded that the Tartu City Transport Development Plan 2012-2020 and the activities therein have been compiled in accordance with the principles of sustainable development. The conclusions and recommendations brought out in the evaluation must be taken into account while implementing the development plan.

5 www.balticbiogasbus.eu Main Terminology

Air pollution – the result of an inappropriate amount of change in the chemical composition and physical properties of air.

Arterial road – a main traffic road; in cities and other settlements, the main and distributor streets.

Attraction centre – a location which is used by the inhabitants of a certain area for the consumption of services and where a large part of the jobs in the area are concentrated.

Bus – a motor vehicle mostly designated for carrying passengers, which has more than eight seats in addition to the driver’s seat.

Bus stop – a roadside facility designated for the stopping of bus lines, which is marked and can be composed of a bus bay, a waiting platform and a waiting shelter.

Capacity – the greatest number of unit cars in a period of time which the road or traffic lane can accommodate in normal road and traffic conditions.

Car park – a land area or a roofed facility for stopping and parking vehicles.

Carriageway – the part of a road designated for vehicular traffic.

Comprehensive plan – a plan compiled for the whole territory of a city or rural municipality or for their parts.

Crossing – a part of a road which is designated for pedestrians to cross the carriageway, cycle track or tramway track, constructed in a comprehensible way and marked as such, where the pedestrians have no right of way to drivers, save where a pedestrian uses a crossing on a carriageway onto which the driver is turning. A carriageway may be crossed at a crossing by riding a cycle or driving a segway but the cyclist or the segway driver have no right of way to the driver of a vehicle, save where the cyclist or the segway driver is using a crossing on a carriageway onto which the driver is turning. Cyclists and segway drivers crossing a carriageway at a crossing may not endanger pedestrians crossing it.

Curb – an element higher than the road surface, which delineates the edge of the carriageway.

Cycle – any vehicle which has at least two wheels and is propelled solely by the muscular energy of the person(s) on that vehicle, in particular by means of pedals or hand-cranks. A cycle may also have an engine with the maximum continuous rated power of 0.25 kilowatts. A wheelchair for disabled persons is not deemed to be a cycle.

Cycle track – a part of a road separated from the carriageway by structural means or an independent part of a road or an independent road, designated for cycles, segways, mini mopeds and mopeds and signposted as such. A cycle track is a part of a road at an intersection of carriageways.

Deceased – a person who died as a result of injuries obtained from a traffic accident on the spot or during 30 days after the accident. If a person died as a result of injuries obtained more than 30 days after the accident, he or she is considered injured. Suicides are considered under deceased.

6 www.balticbiogasbus.eu Detailed plan – a short-term plan for land use and construction activities compiled for a part of the territory of a rural municipality or a city.

Distributor street – a street which enables traffic within a city district and connects an access to an arterial road.

Dividing strip – an element of the road dividing the parts (carriageway, pavement, cycle track etc.) used for traffic.

Driver – a person who drives a vehicle or guides saddle or draught animals on a road. A person who guides cattle on a road is also deemed to be a driver.

Emissions – the emission of harmful substances, exhaust or noise in to the environment.

Exhaust – a gas residual product from the burning of fuel, which is transferred to the atmosphere and usually contains harmful substances.

Injured – a person who is given medical first aid or is given ambulatory or in-patient medical treatment for injuries obtained in a traffic accident. In contrast to many European countries, does not differentiate between minor and serious injuries.

Intersection – an area formed by any intersecting carriageways at grade. The following are not deemed to be intersections: any place where a car-park, a calm traffic area, resting place or an area adjacent to a road borders a carriageway, any access road to a car-park, calm traffic area, resting place or an area adjacent to a road, any intersection of a one-lane road and a field or forest road, and any intersection of such roads. An intersection is regulated when the sequence of road users is determined by traffic light signals or directions given by an authorised official. An intersection is unregulated in all other cases.

Kilometrage – the distance covered by a type of vehicle during a certain period of time.

Level of motorisation – the ratio of all registered motor vehicles, or simply cars, to the population. Usually expressed as the number of cars or motor vehicles to 1,000 people.

Light traffic – the general term for movement on foot, on a cycle, roller-skates and on a small moped.

Light traffic bridge – a bridge designated only for pedestrians and cycles.

Main road – mainly an arterial road which services the traffic between city districts, or the traffic to and around the city centre.

Modal share – a term used in transport which describes the proportion on movements completed with one specific type of movement (e.g. the proportion of public transport usage) (in percentages) out of all movements, the distribution of movements on the basis of the type of movement. Modal share describes people’s choice of type of movement in a specific period of time (e.g. a day or a week).

7 www.balticbiogasbus.eu Motor vehicle – a power-driven vehicle with at least four wheels which is designed for the carriage of passengers or goods or to be drawn when coupled to vehicles, or for being used in specific work applications, and the design speed of which is more than 25 kilometres per hour. Trackless vehicles which are connected to an electric conductor are also deemed to be motor vehicles. Mopeds, motorcycles, tractors and mobile machinery are not deemed to be motor vehicles

Noise – sounds which are disturbing or detrimental to the health and well-being of a person.

Noise map – a map which gives a general assessment of the levels of noise created by sources of noise in a certain area or which gives a general prognosis of the levels of noise in that area.

Parking – bringing a vehicle to an intentional halt for longer than is necessary to pick up or set down passengers or for goods to be loaded or unloaded. Parking must be arranged so that it does not disturb or endanger traffic and does not disturb people in residential areas with vehicle exhaust and noise.

Parking house – a multi-storeyed building or a part of a building intended for parking vehicles.

“Park and ride” system – a system, in which the vehicle is parked outside of the city centre and the trip to the centre is continued using public transport.

“Park and walk” system – creating car parks away from the main destinations (e.g. city centre), but within a walking distance thus enabling movement on foot and decreasing intra-city door-to-door driving.

Pavement – a multi-layered construction, which takes on the load of vehicles and distributes it onto the surface; is composed of a surfacing, a sub-base and a free draining layer.

Pedestrian – a person who is using the road for movement on foot or in a wheelchair. A person who is using a skateboard, roller-skates or rollerblades, a kick-scooter, a sledge or a similar means for movement.

Pedestrian area – an area planned exclusively or primarily for pedestrians where maintenance traffic and traffic to registered immovables is allowed at certain times.

Pedestrian crossing – a part of a road which is designated for pedestrians to cross the carriageway, cycle track or tramway track and signposted as such or marked by corresponding road surface marking, and where the drivers are obliged to give way to pedestrians. A pedestrian crossing is regulated if the sequence of traffic is determined by the pedestrian traffic light signals or signals given by an authorised official. Pedestrian crossings are unregulated in all other cases. A carriageway may be crossed at an unregulated pedestrian crossing by riding a cycle or driving a segway but the cyclist or the segway driver have no right of way to the driver of a vehicle, save where the cyclist or segway driver cross at a pedestrian crossing on a carriageway on to which the driver of the vehicle is turning. Cyclists and segway drivers crossing a carriageway at a pedestrian crossing may not endanger pedestrians crossing it.

Power driven vehicle – a vehicle which is powered by an engine. Motor assisted cycles, small mopeds, off-road vehicles, trams and vehicles with a design speed of less than six kilometres per hour are not deemed to be power-driven vehicles.

8 www.balticbiogasbus.eu Public transport route – the routes of public transport lines on the street grid (in both directions).

Public transport lane – a part of a carriageway, signposted as such and marked with the corresponding road surface marking, which is designated for use by public transport vehicles which provide regular services, for taxis, and for buses carrying passengers.

Residence area – an area of a city where residence is the main type of land use.

Road user – a person who participates in traffic as a pedestrian, passenger or driver.

Road surface marking – a line, arrow, entry and other images on the road surface necessary for traffic management.

Rush hour – the hour with the highest traffic volume determined by measurements, the duration of which might be determined by hour or with greater accuracy (mostly 15 minutes).

Safety island – a traffic island which decreases or specifies the points of conflict between traffic flows and makes the crossing of the road safer for pedestrians.

Side street – a street (access) in a residential area, which can be connected to a distributor street.

Sidewalk – a part of a road designated for pedestrian traffic or a separate path for the same purpose. Sidewalks may be signposted as such or marked with corresponding road surface markings.

Street – a road located in a city, town or township which is built or adapted for the movement of vehicles and pedestrians.

Street grid – a system made up of the streets in a certain area.

Threshold – a technical measure to calm traffic, which constitutes a bump on the carriageway with a trapezoid or a parabola shaped cross-section.

Traffic – the movement and positioning of pedestrian(s) or vehicle(s) on the road. Driving cattle and riding animals are also deemed to be traffic.

Traffic accident – an event in which an individual is injured or killed or proprietary damage is caused as a result of at least one vehicle moving on or leaving a road

Traffic light – a device, which allows or prohibits traffic in a certain direction by means of changing signalling lights.

Traffic calming – the interaction of different means of traffic in a specifically designed city environment in order to minimise interference and danger.

Traffic congestion – a condition of traffic when the normal flow of traffic stops, the traffic density approaches the density limit, and the traffic volume and speed are approaching zero.

Traffic control – everything which is designed to ensure the flow and safety of traffic, which together with the construction of the road forms a coherent whole.

9 www.balticbiogasbus.eu Traffic control device – a device for managing or guiding traffic (traffic light, traffic sign, road marking, flashing lamp, barrier, speed limitation device, threshold, warning tape, traffic post, traffic cone, crossing barrier, safety island or other such device).

Traffic environment – a whole composed of areas for road users and the adjoining servicing, traffic management, information and other systems.

Traffic flow – traffic in the same direction in one or more traffic lanes.

Traffic management – ensuring trouble-free, smooth, swift and safe traffic with minimum harm to the environment. Traffic management is achieved through the use of road signs, road markings, traffic lights, barriers and other traffic control devices.

Traffic node – a complicated intersection with one or many levels.

Traffic safety – an indicator of the quality of the traffic which includes the number of accidents and the related number of people who were injured and killed

Traffic volume – the number of vehicles crossing a cross section of a road, heading in one direction, or using a lane at a given unit of time.

Transit traffic – traffic passing through the area, which has its origin and end points outside the observed area.

Transport – the transfer of people and goods from one place to another.

Vehicle occupancy – the number of people in a vehicle at a given moment of time.

10 www.balticbiogasbus.eu 1. Strategic Documents Guiding the Development of Transport

The development documents regulating the planning of transport have both nationally and internationally emphasised the necessity to reduce people’s need for movement through planning activities. The goal is to create a compact city space where the locations necessary for people’s daily lives are situated next to each other and where the development of city space would not create additional need for movement. Simultaneously, cooperation between different local government units as well as within local governments must be increased.

The preferential development of public transport and light traffic has been set as a priority in international and national development documents, which would enable to sustainably and economically design a transport system. At the same time the limitation of car traffic through transport and taxation policies is considered necessary. In order to decrease the proportion of car traffic, it is necessary to raise the attractiveness of alternative means of movement. Raising traffic safety and improving the condition of the street grid are also important.

On the basis of international and national development documents, the county and Tartu City development documents have set the decreasing need for movement and the development of environmentally friendly city transportation as their goals. At the same time the importance of a multifunctional and compact city space is emphasised in local development documents. However, many of the planned activities might in contrast increase the need for movement. The planning and developing of shopping centres away from residence areas on the outskirts of the city is still a danger. An increased need for movement might also be caused by the establishment of large industrial parks away from residence areas, which increases the distance between home and place of work. As the movement between home and place of work makes up the biggest proportion of daily movements, the increasing distance between places of work from residence areas might increase the general traffic volume of a city.

The Development Strategy to 2014 and the Tartu City Development Plan for the years 2007-2013 have not determined the types of movement with a higher priority or which should be preferentially developed. The goal is to develop all types of movement and increasing the comfort of use. Nevertheless the preferential development of public transport and light traffic are prominently brought out in the Development Strategy Tartu 2030 as well as the Tartu City Environment Development Plan 2006-2013. The Development Strategy Tartu 2030 sets as its goal to reach a situation by 2030 where more than 50% of all movement is by public transport.

The development documents of the City of Tartu aim to redirect transit traffic around the city and to improve the condition of the city grid. The latter will increase the safety of both motor vehicle road users, as well as road users with cycles and pedestrians (including the disabled and the elderly). Rail, air and inland waterway transport must also be improved in order to increase the competitiveness of Tartu and people’s opportunities to travel.

The Tartu development documents are in harmony with international, national and local development documents and there are no contradictions. Additionally, the planning of the development of the transport system has been based on the principles and goals of sustainable development and spatial planning. There are no contradictions between the different development documents of the City of Tartu.

11 www.balticbiogasbus.eu 1.1. The Need to Complement Development Documents Different local development documents do not obstruct the implementation of the activities or the reaching of the desired goals of the Tartu City Transport Development Plan. Therefore, there is no need to change sectorial development plans or to plan additional activities. However, the development of different sectors influences transport and the need for movement and thus transport planning cannot be executed separately from other sectors. From the perspective of the goal-oriented planning of Tartu City transport, it is important that the principles brought out in the current development plan are also implemented in other sectors.

The spatial planning of the city exerts the biggest influence on the need for movement and the transport system. The location of points of interests in the city space directly influences the distances people travel daily. Therefore, city planning must implement principles which would decrease the growth in people’s need for movement. The spatial development of the city must avoid projects which would result in a daily need to travel increasingly longer distances.

In order to limit the growth of the need for movement, it is necessary to facilitate the accessibility of elementary everyday services (commerce, services), social infrastructure (elementary schools, kindergartens) and leisure possibilities in the vicinity of residential areas. The quality of the living environment in the largest residential areas (e.g. ) must be improved. At the same time the planning of attraction centres and residential areas away from central locations must be avoided. This concerns commercial and service institutions as well as the establishment of residential areas on the outskirts of the city. In the case of new development projects, it is important to assess their impact on people’s habits of movement and traffic both locally in the area of the project as well as for the city as a whole and, when necessary, implement measures to limit such development projects. Facilitating new developments in the vicinity of existing central locations and Tartu City Centre are important for decreasing the need for movement.

In the spatial development of the City of Tartu it is also important to facilitate developments in the vicinity of existing transportation grids in order to ensure the necessary access to the existing public transport system and light traffic roads. Situations where people lack the opportunity to choose a mode of transportation should be avoided. The transportation system and above all the accessibility of public transport must change alongside the changing city space and the new developments.

Taking into account the strong influence of children’s need for movement on the whole transportation system, kindergarten places for pre-school children and school places for children must be ensured in institutions of education near the place of residence. This decreases the need for movement for both children as well as parents. When implementing this principle, it is possible to reach the goals set in the transport development plan and to sustainably develop Tartu city space and the transportation system.

12 www.balticbiogasbus.eu 2. Factors Influencing the Development of Transport

2.1. Location

The City of Tartu is located on the fringe of the European Union near its eastern border. Tartu is the attraction centre of the South-Estonian region where many companies who are important employers for the whole region are located, and which have a considerable role in the Estonian economy. The status of Tartu is above all related to universities and the education institutions located there are attractive not only to the Estonian youth but also internationally. As a result plenty of pupils and students from different regions and countries are studying in the universities, and the general and vocational education institutions of Tartu. As an attraction centre Tartu has a lot of demand for both intrastate as well as international passenger and cargo transport.

Tartu is located at almost equal distances from the Estonian capital and the Latvian capital and therefore the city is located at the intersection of important corridors of transport. The Tallinn-Tartu-Võru-Luhamaa(-Pihkva) and the (St.Petersburg--)Jõhvi-Tartu-Valga(-Riga) highways go through Tartu, which are important for both international and national road transport. In addition to road transport, a railway passes through Tartu, it has a river port and an airport located nearby at Ülenurme. The Emajõgi and the railway are two important factors from the perspective of transport development, which give possibilities to diversify the existing transportation system.

Due to its location, the City of Tartu remains far from the core area of the European Union and therefore the development of the economy and people’s possibilities to travel to Europe depend on a fast transport link via rail or air. Unfortunately, Tartu is lacking an international rail link for the carriage of passengers. Because of the size of the area of Tartu, creating an air connection is also not very attractive to air companies. The international carriage of passengers using is provided by the air company Flybe, which flies to Helsinki. In addition to an international flight connection, Estonian Air offers an air connection to Tallinn.

Tartu has a long distance international bus connection to Latvia (Valmiera, Riga), Russia (Petseri, Pihkva, Moscow) and the Ukraine (Kiev).

The City of Tartu has a bus connection to all county centres, except Kärdla, which needs a transfer. An alternative to bus travel is provided by a rail link, which connects Tartu to centres in the direction of Tallinn, Valga and Orava.

13 www.balticbiogasbus.eu 2.2. Settlement System and Population

The City of Tartu is divided into 17 city districts with distinct characteristics. The structure of the city is compact and distances from the centre to the suburb districts remain between 3 and 5 kilometres. Thus, most of the distances are short enough to move fast and comfortably using light traffic or public transport. At the same time the people’s movement is influenced by the Emajõgi and the ways to cross the railway.

The settlement system of Tartu is characterised above all by small residential building and private home areas, which results in a predominantly low population density. There are a total of 98,393 inhabitants in Tartu and the average population density is 2,535 people/km2.

The core area of the city is the City Centre where public and private service provision has been concentrated. The main building and many study buildings are located in that area. Additionally, many important shopping centres and the bus station are located in the City Centre. Therefore the centre is an attractive place for leisure and entertainment and offers many jobs and necessary services.

The city district with the greatest population density and total population is Annelinn, which has a total of 27,788 inhabitants, which makes 28% of the total population of Tartu. Distinct from the rest of Tartu, the buildings of Annelinn are predominantly multi-storeyed apartment buildings, which results in a population density twice as high as the average of Tartu. A large number of residents and a high population density greatly influence the need for movement and traffic. At the same time a higher population density enables to offer a more accessible public transport service, because the demand for transport is higher.

14 www.balticbiogasbus.eu Population density is higher than average also in Tartu City Centre and the adjacent city districts, where the structure of the settlement system is developed and dense. The settlement system is sparser on the outskirts of Tartu where there are large unused areas or industrial districts. The density of the settlement system is lowest in Maarjamõisa, where there are 313 people per square kilometre. The low population density of the Maarjamõisa city district is also influenced by the Tartu University Hospital, which covers a large part of the area of the district. Since the Tartu University Hospital is one of the largest employers in the City of Tartu, there is a high demand for public transport in the area. Population density is low also in the city district of .

New planned residential areas are determined in the Tartu City Comprehensive Plan and most of them are located on the outskirts of the city. The largest residential development is planned in the city district of Ülejõe in the Ujula-Kvissentali settlement. According to the comprehensive plan the population of Ülejõe district will increase by 4,600 people as a result. New small residential areas are also planned in the Jaamamõisa, Ihaste and Ränilinn districts, which are all located on the outskirts of Tartu. An increase in the population living on the outskirts of Tartu might result in an increase in movement volumes, because the distances between places of residence, work and services institutions will increase. If the establishment of new residential areas does not involve a better public transport service, an increased proportion of car usage might result. If the envisioned plans in the Tartu City Comprehensive Plan are implemented to the fullest extent, the number of residents in Tartu will increase by 10% (10,000 residents) in comparison with the current situation. Considering the previous developments of Tartu, such an increase in the number of residents can be considered unlikely. At the same time such extensive planning of residential areas makes goal-oriented and long- term planning of the transportation system very difficult, because in the long-term perspective there is no clear picture of the future residential areas and their need for transport.

In addition to intra-city developments, there are also significant land use changes taking place in the vicinity of Tartu. Former farming land has been actively covered with private home complexes of various sizes, multi-storeyed apartment houses and production and business buildings. Additionally, the rural municipalities around Tartu have planned new and extensive residential, business and industrial areas in almost all the adjacent areas to Tartu. Since a good public transport connection to

15 www.balticbiogasbus.eu the city is not emphasised in the planning phase, the new residents are forced from the outset to live a car-dependant life. Thus, urban sprawl increases the personal need for movement, and costs in time and money. Also, the uncontrolled development of the hinterland of Tartu worsens the traffic situation in the city.

Figure 4. Planned residential areas in the City of Tartu1

The developers of commercial facilities are not afraid to use the outskirts or the vicinity of the city as locations and are planning for access by car. Põhjakeskus, which is planned in the rural municipality of Tartu, might become a competitor to Lõunakeskus. A residential area for approximately 10 000 people is planned in the rural municipality of Tartu in the Raadi area on the territory of the former air-field. With the establishment of the in Raadi, it can be hoped that the area will be culturally valued as an attractive leisure area. All those trajectories of development must be tied to the city and solutions developed to control the future processes of urban sprawl. According to the Planning Act, the planning activities are organised by the local government itself on its territory and therefore the city has no control over the developments in the adjacent rural municipalities. This increases the importance of regional cooperation or strengthening the role of county governments in the planning process.

1 Source: Tartu City Comprehensive Plan

16 www.balticbiogasbus.eu The issue of objects with a large transport impact (including those which cross rural municipality boundaries) is not addressed in the Planning Act, although changes in land use (especially new residential or business buildings) undoubtedly influence existing traffic. Although it is provided that a traffic solution is part of the detailed plan, the law does not include the requirement for an assessment of the impact on traffic in the case of an object with a presumably large impact on transport. The rights of local governments to influence such development trajectories have also not been specified. The solution to pre-empt possible transportation problems and to ensure a safe and easy access to all road users has often been left for the local governments to find.

2.3. Need for Movement

A need for movement is created by the necessity to change one’s location in the city space. People’s daily activities are related to specific locations, between which people periodically and purposefully move at specific moments of time. Therefore, movement and traffic cannot be taken as activities in themselves, but as related to the cause which compels to move. People’s needs are different, but overlap in terms of general goals as well as locations. The needs and habits of movement thus depend on the spatial structure of the city and the connections between the locations of interest. A significant influence on the habits of movement is exerted by the transportation system, which creates links between different points and shapes possible types of connections and habits.

Most of the people’s movements take place between home, work, school and commerce and service institutions (90%). The proportion of other reasons for movement is small (10%). The purposes of movement depend on the time of day. In the mornings people predominantly move to work and to school. During the day, visits to commerce and service institutions increase and in the evening people move back home. On a Figure 5. Causes for the movement of the inhabitants of Tartu usual working day the average during the day.2 person in Tartu performed 2.84 movements.2

In order to decrease the need for movement and the problems resulting from traffic, it is necessary to keep the places that are needed for people in their daily lives close to each other through the spatial planning of the city, so that it would be possible to work and use the necessary services near the place of residence. Planning must not result in an increased need for movement.

The compact city space of Tartu is well illustrated by people’s habits of movement. People prefer cycling and

2 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008

17 www.balticbiogasbus.eu walking to travel short distances. As the distances of movement in the city are predominantly short, light traffic makes up approximately 45% of all movements. In order to travel longer distances, people are forced to use motorised transport. People in Tartu use above all cars and public transport to travel longer distances. Approximately 28% of all movements are performed by car and 27% by public transport. People move the most during the morning and evening rush hours, when most of the movement is related to going to or leaving work. Most of the road users during this time are adults. In comparison to movements for other purposes, people use cars the most for going to work. This type of movement for going to work is used by approximately 39% of the people. Therefore car usage has the biggest proportion in the morning and in the evening. During the daytime people move more on foot and by public transport and the proportion of car usage remains small in comparison to the rush hour.

On average it takes 19 minutes for an inhabitant of Tartu to make one trip. Figure 6. Distribution of the types of The longest is for public transport movement of the inhabitants of Tartu users whose average trip lasts 28 minutes. More than half of public transport users spend more than half an hour for one trip. The use of public transport includes several movements. First, the person moves to the bus stop where he or she has to wait for the arriving transport, Figure 7. The proportions of the duration of the movements thereafter time spent on the bus itself, between work and home of the people of Tartu depending and finally it takes time to walk on the type of movement and the time of day. from the bus stop to the desired destination. In contrast, a car user reaches his or her destination in 16 minutes, which is approximately 12 minutes less than the average public transport user. Close to two thirds of all car trips take less than 15 minutes. Such a remarkable difference in time between trips by car and public transport decreases the appeal of using public transport and increases the amount of car traffic. The average duration of walking is 16 minutes and riding a cycle is 19 minutes.

In addition to the distance, the choice of the type of movement is influenced by its accessibility and comfort of use. A high quality and safe infrastructure in the form of cycle roads and sidewalks is needed to develop light traffic. The use of public transport depends on the accessibility of the public transport Figure 8. Proportions of the duration of the movements service and the way it meets the of the inhabitants of Tartu between work and home demands of the service user. Car usage depends, in addition to the situation of the roads and streets, depending on the type of movement on car usage options. One of the limiting factors of car use is the ownership of a driver’s license. Of all the inhabitants of Tartu, 37,963 have driver’s licenses. 3 Thus, approximately half of the population of Tartu above 18 has a driver’s license.

3 Source: Estonian Road Administration (15.10.2010)

18 www.balticbiogasbus.eu Car usage is also influenced by car ownership. There are 34,758 registered vehicles in Tartu. 4 Thus, there are 330 cars per 1,000 inhabitants in Tartu. As the average motorisation level in Estonia is 410 vehicles per 1,000 inhabitants, Tartu remains approximately 20% below the Estonian average and is close to the level of motorisation of Tallinn. The statistics about the motorisation of regions is a bit distorted, however, because the place where the motor vehicle is registered might not correspond to its actual main location of usage. In a situation where one of the cost items of car usage is the amount of the traffic insurance payment, which depends of the registered place of residence, the vehicle is often registered in a county with a smaller risk coefficient in order to cut costs. This has resulted in an anomaly in the motorisation database and the reported levels of motorisation are highest in Põlva and Kärdla.

2.3.1. Economic Activity

The City of Tartu is the main attraction centre in the Southern-Estonian area and the companies located in Tartu are attractive employers in the whole region. The position of Tartu as the main employer in Southern-Estonia is illustrated by the increased movement of people and the extended area for employment of the companies of the city. The indirect data of migration statistics allows the assumption that an increasingly higher number of people live their lives as shuttle migrants or weekly shuttle migrants: during the working days people live in one place and for days off they return to their families. The reasons for increases in such back and forth migration are the relative improvements in transportation conditions, increased differences between the profitability of work and an increased individualism.

4 Source: Estonian Road Administration (01.03.2011)

19 www.balticbiogasbus.eu Figure 10. Location of jobs in the City of Tartu5

According to Statistics Estonia 40,300 inhabitants of Tartu were employed in 2010. With regard to the location of jobs, the City Centre is the most important. According to the Tax Board database, Tartu City Centre contains 29% of all jobs located in the city and the jobs are located uniformly throughout the City Centre. The number of jobs in other city districts remains significantly smaller in comparison with the Centre. Annelinn, which has 28% of the population of Tartu, has approximately 10% of all jobs located in the city. Thus the inhabitants of Annelinn are forced to go to work mostly in other districts of Tartu. An important industrial area is , where 11% of the jobs are located.

The distance to work from the place of residence of an inhabitant of Tartu moving along the street grid is on average 3.8 kilometres. The place of work for more than half of the people is 2-5 kilometres from their home. Since this distance is too long to travel on foot, people have to choose between either a cycle or motorised transport for more comfortable movement. The distance between the locations of home and work is greater for people living on the outskirts of Tartu. The inhabitants of

5 Source: Estonian Tax Board

20 www.balticbiogasbus.eu Ihaste are forced to move significantly more than others as their homes are on average located 6.4 kilometres from their places of work.

The going to work distance is also longer than average for the inhabitants of other districts, like Variku and Ränilinn, located on the outskirts. The shortest distances between home and work are for the inhabitants of the City Centre, and Karlova.

Approximately 38% of work related movements are performed by car. Since movements related to work make up the biggest proportion of all movements in the city, the traffic volume in Tartu is influenced most of all by the proportion of car usage of the people going to or coming from work. Approximately 34% of all movements related to work are performed on foot and 25% by public transport.

The distances of movement and the accessibility of types of movement vary across the city districts of Tartu. Therefore the usage of types of transport differs from district to district. In the district of Ihaste, where most of the movements are longer than 5 kilometres, more than half of the movements between home and work are done by car. At the same time in the Centre it is possible to predominantly move on foot, because the distances are small and thus there is no need for a car.

21 www.balticbiogasbus.eu Figure 12. The distance between home and work and the types of movement of the inhabitants of Tartu by city district6

The biggest employer of the City of Tartu is the Tartu University Hospital, which employed 3,711 people in 2009 (including 177 resident doctors). Most of the hospital buildings are located in the city district of Maarjamõisa, so the traffic in this district is greatly influenced by the activities of the hospital. There are also more than 3,000 employees in the university. The jobs of the University of Tartu are distributed between several study buildings in Tartu and thus jobs are distributed between different districts. The third biggest employer is the Estonian University of Life Sciences, which employs 874 people. The biggest proportion of the buildings of the University of Life Sciences is located on the border of the city in the district of Tähtvere. The rest of the employers have below 500 employees. There are 42 employers in the city which employ more than 100 people.

2.3.2. Institutions of Education

Second to movements related to the location of work, traffic and movements in the City of Tartu are influenced the most by movements related to the institutions of education. In the kindergartens, schools of general and vocational education and institutions of higher education of the city, there were altogether 45,411 students/pupils in the academic year 2009/2010. There are 5,000 more students in the city than there are employed people. Different age groups have different movement behaviour. If the parents of pre-school children above all prefer the nearest kindergarten to their place of residence and children move predominantly with their parents during the morning and evening rush hours, then the pupils of general education schools already have a longer distance between school and home and they move independently and also during other periods, and the difference is most related to the shorter duration of the school day. The behaviour of pupils in vocational education schools and students in the university is again different in comparison to pupils

6 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009

22 www.balticbiogasbus.eu in general education schools, depending on the curricula and periodically used study buildings. Additionally, a large proportion of the youths in vocational schools or in the universities are from other parts of Estonia and thus their place of residence is temporary, the study building changes and as a result it is difficult to analyse and predict movements related to school in their case.

Movements related to schools or kindergartens are performed predominantly on foot. The large proportion of movement on foot indicated that schools and homes are mostly located close to each other and thus the distance to school for children is shorter than the distance of adults to work. The average distance of the general and vocational schools and kindergartens from the homes of pupils living in Tartu is 1.56 kilometres. At the same time the distance between the place of residence and work is on average 3.8 kilometres. Children in kindergartens have to move the least as their homes are located on average 1.43 kilometres from the kindergartens. Pupils in general education schools have to travel approximately the same distance as their homes are located 1.5 kilometres from their schools. The students of the Tartu Annelinn Secondary School are living closest to their school as their homes are predominantly less than a kilometre away. In contrast the students of the Miina Härma Secondary School live on average 3.36 kilometres away. The average pupil of the Tartu Vocational Education Centre also has to travel more than 3 kilometres (on average 3.19 kilometres). As a result of a decreased need for movement, the proportion of movement on foot for school and kindergarten children is about 38.1%. In approximately 29% of the cases the younger pupils are taken to school or the older pupils use cars to drive to school. Public transport is used for 26.6% of all movements related to education institutions.

In relation to the educational sector, the transport of Tartu is above all influenced by the movement of students. In the academic year 2009/2010 there were 22,788 students studying in the higher education institutions in Tartu.7 The highest number of students studied in the University of Tartu – 15,009, 3,813 of them in open university studies. The University of Tartu has study buildings in the City Centre, Maarjamõisa, as well as Ülejõe. There were 4,898 students in the Estonian University of Life Sciences in the academic year 2009/2010. The main campus of the University of Life Sciences is located in Tähtvere.

The Tartu branch of the Estonian Music and Theatre Academy (9 students, City Centre) and the Tartu College of the Tallinn Technical University (281 students, Raadi-Kruusamäe) are operating as public law universities in addition to the University of Tartu and the University of Life Sciences. Of institutions of professional higher education, the Tartu Health Care College, (1,149, Maarjamõisa), the Tartu study centre of the Estonian Entrepreneurship University of Applied Sciences (568, City Centre), the Estonian Flight Academy (331, Tähtvere), the Tartu Art School (303, Karlova), the Estonian National Defence College (113, City Centre), the Tartu Academy of Theology (76, Ülejõe) and the EEKBKL Higher Theological Seminar (51, Annelinn) are located in Tartu.

7 Source: Statistic Overview Tartu 2009

23 www.balticbiogasbus.eu The destinations of movement of most of the students in the morning are thus the City Centre, Maarjamõisa or Tähtvere districts, which results in an increased need for transport in those regions.

There are five institutions of vocational education in Tartu, which teach a total of 4,066 pupils. The biggest of those – the Tartu Vocational Education Centre – taught 3,472 pupils in the 2009/2010 academic year. The teaching complexes of the centre are located at three different sites in Tartu – Kopli 1, Põllu 11 and Struve 8. The main teaching activities take place at Kopli 1 in the district of Ropka and at Põllu 11 in Raadi-Kruusamäe. In addition to the centre, vocational training is offered in the Eino Heller Tartu Music School (356 pupils), Tartu Art School (111 pupils) and in the Tartu branch of the Marine Academy School (32 pupils).

Besides the higher education institutions, the Tartu transport system is significantly influenced by the movement of pupils in general education schools. There were a total of 13,284 pupils in the 26 general education schools located in the city in the school year 2009/2010. 17% of them come from other local government units. About a third of the pupils go to the schools in Annelinn. The biggest general education school, Kivlinna Secondary School, is also located in Annelinn, where a total of 1,444 pupils studied in 2009/2010). There were more than 1,000 students also in Mart Reiniku Secondary School.

There were 5,503 children in pre-school institutions in 2010. There are a total of 29 pre-school municipal children’s institutions and six private kindergartens in Tartu.

70% of the inhabitants of Tartu live in a 300 metre buffer zone of kindergartens and general education schools, which in the context of European small cities shows an optimally developed network of kindergartens and schools. 3. Analysis of the Situation in the Tartu Transport Sector

3.1. Street Grid

The total length of the streets in Tartu is 335.7 kilometres. 8 Approximately 82% of the total length of the streets is made up of streets with asphalt concrete surfacing and 10% with gravel surfacing. The total length of sidewalks is 306.9 kilometres. Transport land covers 607.1 hectares in Tartu, which makes up 15.6% of the territory of the city. Streets cover 227.5 hectares and car parks approximately 3.7 hectares.

The street and road grid of Tartu is divided into arterial roads (main and distributor streets) and access streets (side streets, truck routes, streets within city blocks, pedestrian streets and roads).

8 Source: Tartu City Government, 2010

24 www.balticbiogasbus.eu Figure 14. The development schema for arterial roads and truck routes and the principles of the parking arrangement9

The principles of street grid planning are brought out in the Tartu City Comprehensive Plan. The goal of developing the street grid is to simplify movement between the city districts and to create the prerequisites for distributing traffic flows. In order to avoid the concentration of environmental waste and to disperse traffic, the general good conditions as well as the different options for choosing a suitable route are necessary.

The situation of the pavement of the streets of the city was last examined by Teede Tehnokeskus AS in 2006. Although the results of the analysis are out-dated, it still gives some kind of an overview of the general situation of the streets in Tartu. According to the research in 2006, almost all main roads had at some sections problems with evenness of the pavement, rut depth and carrying capacity. The evenness of the main streets was somewhat better than the distributor streets, although the difference was very small. In general the condition of the pavement on the streets of Tartu was satisfactory. According to the results, the pavement was in good condition in 31%, in satisfactory condition in 47% and in bad condition in 22% of the measured street sections.

With regard to the depth of rut, the streets of Tartu were generally in a good condition in 2006. Of the examined street sections, 65% were in good condition, 23% were satisfactory and 12% in bad

9 Source: Tartu City Comprehensive Plan

25 www.balticbiogasbus.eu condition. The depth of rut on the main streets is somewhat bigger than on the distributor streets. According to the analysis the quality of the main streets was satisfactory.

The carrying capacity of the road constructions has been studied only in the case of the main streets. According to the measurements, the carrying capacity of the road constructions and their resistance to the volume of traffic had decreased as a result of the high age of the pavement.

People are generally satisfied with the quality and maintenance of the streets of Tartu. According to the survey “Tartu and the Inhabitants of Tartu” (“Tartu ja tartlased”) carried out in 2008, people are most satisfied with the condition of the arterial roads. People were also generally satisfied with the winter maintenance of the streets, but were somewhat dissatisfied with the condition of the streets within city blocks.

Figure 15. Satisfaction of the inhabitants of Tartu with the condition of the streets10

The possibilities to cross the river and the railway influence traffic in Tartu. The river and the railway divide the city into three parts. There are altogether six bridges crossing the Emajõgi in Tartu. Two of them (Turu Bridge and Kaarsild) are only for light traffic. In addition to the light traffic bridges there is the Kroonuaia Bridge, which connects the districts of and Ülejõe, and the Sõpruse Bridge, which connects the districts of Karlova and Annelinn and is an important arterial road for transit through Tartu. The main connection in the City Centre across the Emajõgi is the Võidu Bridge. The Vabaduse Bridge is the newest, which was opened in 2009 and connects the City Centre to Ülejõe. According to the comprehensive plan, the results of the risk analysis for the City of Tartu compiled by the scientists of the Tallinn Technical University in 2002 must be taken into account while planning and designing the street grid, railway or technical grid in Tartu.11 While planning the construction of new sections of main and distributor streets or existing arterial streets, the appropriate noise and vibration alleviating measures must be implemented, which must be completed at the same time as the construction works.

According to the comprehensive plan, the arterial streets must meet the following conditions: - The more important intersections must have additional lanes for turns, in some cases left turns or one of them might be prohibited; - Bus stops must be located in so called bus bays; - Cycle roads should generally not be adjacent to a motor vehicle traffic lane on the same level; if there is no other location for a cycle road on the cross section of a street, then before

10 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008 11 Tallinn Technical University 2002, Tartu City Risk Analysis

26 www.balticbiogasbus.eu it is planned to be adjacent to the motor vehicle traffic lane, taking the cycle lane to the nearest access point in parallel with the arterial road must be considered; - The traffic light cycles on the neighbouring intersections on an arterial must be coordinated; - Giving priority to buses on the intersections regulated with traffic lights on an arterial road must be considered and these possibilities must be realised when necessary; - Forbidding parking and predominantly also stopping on main streets; - Exits from points on main streets must be taken to a minimum.

According to the type of street grid, the planning of single level intersections on arterial roads (especially Riia, Narva, Võru (Kastani-Ringtee), Turu, Ringtee roads) must be minimised. At the same time the planning of two level intersections with the railway and state highway roads must be maximised.

Traffic calming measures can be used on distributor streets in the case when buildings with a significant level of public use are located along the street. Traffic calming is not implemented on main roads. When planning a traffic object, which could raise public interest and possible controversy, a detailed plan must be compiled.

The access roads which go through an area of apartment buildings with a high building density, the traffic calming measures to be implemented and the parking options must all be planned in detail. When building sidewalks for access streets, the preference must be given to the streets which are adjacent to kindergartens and schools and social areas. A prerequisite of paving gravel roads with asphalt is the construction of water and sewage systems.

3.1.1. Parking

Parking, including parking for a fee, is organised by the Tartu City Government Department of Communal Services. The list of free car parks without surveillance and the differentiated fees for parking for either the whole parking area or a part of it is established by the Tartu City Council.

In the City Centre of Tartu, parking is arranged for a fee during working days from 8.00 to 18.00. The objective of paid-for parking is to regulate parking on the streets of Tartu to ensure safe road use and adequate parking possibilities. Public paid-for parking is divided into A, B, and C zones, which differ by parking fee and the length of free parking permitted with a parking clock. The streets included in the paid-for parking of the City of Tartu are12: • A zone: Gildi Street, Kompanii Street, Küütri Street, Munga Street, Poe Street, Promenaadi Street, Uueturu Street, Vallikraavi Street (section Küüni - Ülikooli), Ülikooli Street (section Vanemuise St. – Munga St.). • B zone: Aleksandri Street (section Riia St. – Lao St.), Jaani Street, Jakobi Street (section Ülikooli St. - K. E. von Baeri St.), Kaluri Street, Lai Street, Lossi Street, Lutsu Street, Magasini Street, Magistri Street, Sadama Street, Sadamaturu car park (Väike-Turu 2), Soola Street (section Aleksandri St. – Kalevi St.), car park in front of Tartu Hotel (Soola 3a), car park in front of Tartu University Library (Vanemuise 15), Tiigi Street (section Kitsas St. – Akadeemia St.), car park next to the Market Building (Vabaduse St. 1a), Turu Bridge car park (Soola 12), Vabaduse St., Vabaduse St. car park, Vallikraavi Street (section Ülikooli – Lossi), Vallikraavi 4a car park, Vanemuise Street (section Ülikooli St. – Akadeemia St.), Väike-Turu Street, W. Struve Street, Ülikooli Street (section Riia St. – Vanemuise St.).

12 Source: Tartu City Council 02.06.2011 regulation nr 36 "Parkimistasu"

27 www.balticbiogasbus.eu • C zone: Akadeemia Street, Aura Water Centre car park (Turu 10), K. E. von Baer 1a car park, K. E. von Baer Street, Kalevi Street (Soola St. – Lao St.), Lao Street, Lille Street, Tiigi Street (section Akadeemia St. – Pepleri St.), Vanemuise Street (lõigul Akadeemia St. – Pepleri St.).

Natural persons can obtain a parking discount for long term parking for A and B category motor vehicles with the term from one month to one calendar year. From July 1 st 2011 the parking fee rate for a local resident is 20% of the parking fee rate in a specific parking zone. A parking discount is given on the following conditions: 1) The place of residence of a person is, according to the Estonian Population Register, the address of the dwelling in the paid-for parking area; 2) The vehicle is the property of the person or in use by the person under a leasing contract and the person is entered into the traffic register as the authorised user of the motor vehicle; 3) It is not possible to arrange for the parking of vehicles in the yard of the place of residence; 4) For one dwelling a parking discount is given for the parking of only one vehicle.

It is possible to apply for a free parking right: 1) For a national or a local official institution, which is located in the paid-for parking zone and there is no yard or it is not possible to arrange for parking there; 2) A person who performs traffic management work for the City of Tartu under a contract signed with the City of Tartu; 3) In other cases of public interest; 4) For a driver of a vehicle partially or completely running on electric power.

28 www.balticbiogasbus.eu The City Government of Tartu consistently conducts parking surveys and analyses changes in the situation of parking and its correspondence to need. According to the survey conducted by the Tartu City Government in autumn 2010 during working days, 49.7% of the parking spaces were filled. The availability of parking spaces differs by day and street. In some places almost all the spaces were filled when the survey was conducted. At the same time in another surveyed location most of the parking spaces were empty. By region, the number of parking spaces is: - A zone: 280 spaces (51.1% occupied); - B zone: 510 spaces (59.9% occupied); - C zone: 560 spaces (40.0% occupied).

The occupation rates of paid-for parking areas show that predominantly there are no problems with parking in the City Centre. The situation differs drastically in the case of apartment buildings (especially in the Annelinn district), where the number of cars owned by residents often surpasses the number of parking spaces next to the buildings, which results in cars often being parked in violation of traffic regulations on sidewalks or green areas, where the cars obstruct the movement of pedestrians or cyclists or ruin the green area. There are also problems with parking on the border zones of paid-for parking areas.

In addition to parking surveys, analysis has been conducted in order to make parking more efficient. A corrected parking normative has been compiled for Tartu on the basis of the Estonian Standard EVS 843:2003 “City Streets”, which takes into account the specificity of the City of Tartu. The normative describes the number of parking spaces according to the character and location of the building. The parking zones of the City of Tartu are established with the comprehensive plan of the city. The City Centre, the intermediate zone and the suburbs are examined separately. The intermediate zone includes areas which remain outside of the city centre and are predominantly covered with apartment buildings. Areas which are predominantly covered with private homes and smaller apartment buildings are considered suburbs.

The parking normative should be implemented for the City Centre as a maximum value, and which should not be exceeded, but lower values could be used upon the permission of the Tartu City Government Department of Communal Services. Implementing the principle of a maximum parking standard means facilitating sustainable development. The number of parking spaces should be kept to a minimum in the centre of the city as there is good access to public parking facilities and alternative modes of transport in that area.

The smallest allowed value for the intermediate zone and the suburbs is brought out in the normative, which can be increased upon the agreement of the parties (Department of Communal Services and the developer and compiler of the plan).

In the case of planned public buildings, the parking spaces must in most cases be located on the plot of the building. For planned residential buildings, the parking spaces must be located on the registered immovable part of the building. The normative parking spaces of a group, a block or an area of private homes (two or more residential buildings) must be located on the territory of the group, block or area, but not in the land area of streets.

In the case of reconstructing existing buildings, the normative is a recommendation for all zones, which should be followed when possible. The lacking parking spaces might be located in parking facilities, car parks or streets, which allow parking and which are close by.

29 www.balticbiogasbus.eu The transformation of current green areas into car parks must be avoided in parking management and a reasonable proportion of the existing green areas must be preserved. Parking problems near multi-storeyed apartment buildings can be alleviated by making parking arrangements more efficient. In the case of apartment buildings, it is possible to increase the number of parking spaces by: - The marking of parking spaces - Making the parking pocket longer on the registered plot of the residential building or planning parking in two rows; - Creating paid-for car parks with surveillance or establishing parking houses.

It is possible to increase the number of parking spaces around large residential buildings at the expense of damaged green areas, which are occupied by cars anyway, and of so-called free land between registered immovables. It is necessary to regulate a mechanism to municipalise the state land between the buildings and renting or selling it to apartment associations for the specific purpose of creating parking areas. An ordered parking solution is always better than disordered and random parking, which creates problems from the perspective of following the parking regulations, the appearance of yards and also security.

According to the Tartu City Comprehensive Plan, the following principles must be adhered to while planning parking spaces: - Plan as many parking spaces as possible outside the street area. - Create the prerequisites for realising a parking solution, which would allow for a smaller increase in the traffic volume in the centre of the city in comparison to increases in the level of motorisation and car use intensity. Ensuring the biggest presumable parking need for objects planned in the City Centre area inevitably results in congestion of the more important traffic nodes of the centre and a decreased quality of the city environment. - Regulate parking based on types of motor vehicles.

3.1.2. Traffic Management

There are 35 intersections and two pedestrian crossings regulated with traffic lights in Tartu. On 14 intersections the traffic light systems take into account changes in traffic volume and work in an adaptive mode.

When renovating roads and in the case of surfacing, it is important that possibilities for implementing traffic management changes are considered, which would not require significant additional costs. Below is a set of suggestions, which are important to consider during the maintenance or reconstruction of streets and roads in order to make traffic management safer and more comfortable: - Riia St. – Soinaste St. intersection. Necessary to change traffic management so that Riia Street would have two traffic lanes in the direction away from the city. It is estimated that this can be done without cutting down trees. - In the section between Riia St., Akadeemia St. and Pepleri St., the traffic management be changed so that the left turn lane on Riia St. in the direction away from the city is lengthened (it is the assessment that this is only possible with road surface markings); - Intersection of Riia St. – Raja St. (establish the planned traffic light object);

30 www.balticbiogasbus.eu - Install a safety island on the pedestrian crossing of the intersection of Narva Road – Roosi St. and regulate it with a traffic light (important cycle road crossing); - The approach intersection of Turu street and Sõpruse Bridge and the intersection of Turu st. and Rebase St. to be realised with one traffic light object (no road construction required); - Intersection of Veski St. – Näituse St. to be realised with a raised intersection; - The section of Sõpruse Avenue from Kalda St. to Jaama St. to be reconstructed with four lanes; - Turu St. – Sepa St. intersection to be realised as a traffic light regulated intersection; - Tähe St. – Sepa St. intersection to be realised as a roundabout; - Ravila St. – Ilmatsalu St. intersection to be realised as a roundabout; - Ravila St. – St. intersection to be realised as a roundabout or as a traffic light regulated intersection; - Tähe St. – Teguri St. intersection to be realised as a roundabout; - Puiestee St. – Lubja St. intersection to be realised as a traffic light regulated intersection; - Hurda St. – Taara Road intersection to be realised as a raised intersection of road of the same category;

In the case of the two level reconstruction of the Aardla Street railway crossing being delayed, a possible option is to resolve the Aardla St. – Raudtee St. – Soinaste St. intersection as a roundabout.

In the case of the reconstruction of the Kreutzwaldi St. – Tuglase St. intersection being delayed, the temporary traffic lights can be replaced with stationary ones without altering traffic management and can be complemented with traffic light sensors.

The suggestions are evaluative, and compiled taking into account the traffic situation in 2011. In order to determine the most functional specific solution for each object, it is reasonable to compile possible traffic management draft solutions before the road design begins in order to determine the most suitable solution for the established traffic situation.

It is important that next to big investments into new traffic nodes and road construction there remains enough resources for the renovation and summer (road surface markings) and winter (snow ploughing and de-icing) road maintenance in order to ensure smooth and safe traffic.

As 40.7% of accidents with pedestrians in the past five years have taken place at pedestrian crossings (33.7% at unregulated and 7% at regulated crossings), it is important to deal with their traffic management. For this purpose a suitable solution for the traffic environment must be determined and thereafter the corresponding traffic management changes must be implemented.

During the renovation of one way streets, opposite direction cycle lanes should be considered with road construction measures when possible.

It is important that the functioning of existing adaptive traffic light systems be systematically monitored and flexible traffic light management be exercised more. In the Riia St. – Turu St. intersection a traffic light system working on sensors should be implemented during late evenings and at night.

31 www.balticbiogasbus.eu 3.1.3. Street Lighting

The City of Tartu has approximately 11,460 street lights. In addition to the lights belonging to the city, many private territories have street lights, which are maintained by the owners at their own expense. Of the street lights in Tartu, 100 are “old” Hg-lights. The old lights have consistently been exchanged for Na-lights. The goal is to replace all lights with Na lights, which have a saving mode. Approximately 50% of the lights in Tartu are saving lights. The future direction is to go over to electronic ignition and time mechanism lights, which prolong the life-span of the lights in comparison with the saving light and enable the lights to turn on and off in different degrees.

321 kilometres of the street grid of Tartu is lighted and lighting is lacking on 14 kilometres of the total grid. All of the lights in the city are connected to a remote control system. All switchboards are centrally managed through GSM, which controls the operations of the lights. Each switchboard has a twilight sensor, which turns the light on 15 minutes after dark in a situation when the remote control system has not given a signal in the case of malfunctions. The time of the signal is set according to the astronomical clock (sunrise and sunset), which is adjusted according to need.

The City Centre is put on the sensor system during daylight saving time in order to ensure longer lighting. At the moment the control system does not allow to regulate and see single lights through the computer, but only the whole switchboard. Therefore, switching on individual lights or switching off phases (e.g. wanting to switch single lamps on or off) must be done manually.

3.1.4. Issues in Need of Solutions

1. Street pavement quality; 2. parking arrangements in the City Centre; 3. parking arrangements near apartment buildings; 4. modernisation of traffic management; 5. railway crossing options; 6. Emajõgi crossing options; 7. lighting of pedestrian crossings; 8. modernisation of street lighting.

3.2. Traffic Flows Changes in the traffic lows reflect the changes in the needs and the habits of movement of the inhabitants of the city. Increasing traffic flows are characteristic of cities with increasing need for movement, where people are forced to use more motorised transport in order to perform their daily movements. The problems of traffic bring along increases in the time spent on moving and waiting.

A consistent increase in traffic flows has taken place in Tartu during the period after regaining independence until 2008, which is similar to the rest of the cities in Estonia. In 2008 the number of vehicles moving during the evening rush hour was more than four times higher than in 1993. The highest increases in traffic flows took place during the first years after independence. Thereafter the growth has been slower. In comparison to 2000, traffic flows in Tartu have increased by 65% by 2011.

32 www.balticbiogasbus.eu Figure 17. Changes in the traffic flows in Tartu in comparison to 1993 during the evening rush hour 13

Traffic flows have increased faster in the suburbs of Tartu, where in 2008 there was approximately 93% more traffic than in 2000. At the same time traffic flows in the centre have increased almost by half. Increases in the traffic flows indicate an increased need for the movement of the inhabitants of Tartu and their dependence on car traffic. A decrease in traffic flows took place in 2009 as a result of the general economic downturn. As incomes decreased and unemployment increased, personal movement was optimised. In 2010 traffic volume in general increased. Increases in the traffic flows in the City of Tartu derived predominantly from increases in the traffic flows in the suburbs. At the same time traffic flows in the centre decreased by 1.3% in 2010 in comparison to the previous year.

Similarly to the increases in the traffic flows, the yearly distance driven in motor vehicles has increased. In 2009 motor vehicles drove a total of 284,982 kilometres in Tartu 14, which is somewhat less than in 2008. Increasing traffic volume and kilometrage increase the depreciation of the streets, which results in an increased need for the reconstruction of the streets.

Figure 18. Summed yearly motor vehicle kilometrage in the City of Tartu15

13 Source: Stratum OÜ 14 Source: Tallinn Technical University, 2010 15 Source: Tallinn Technical University, 2010

33 www.balticbiogasbus.eu Increases in the kilometrage of motor vehicles and traffic volume result in the decrease of the average traffic speed and prolonged waiting. Problems deriving from increased traffic volumes express themselves most prominently at intersections. The capacity of intersections is limited and when it is exceeded, waiting times increase.

Figure 19. Total evening rush hour waiting times at intersections 2003, 200916

Road users spend the most time waiting at the Riia St. – Turu St. – Narva Road – Vabaduse St. intersection, where all road uses waited a total of 5,590 minutes during an evening rush hour. In 2009 one road user waited an average of one minute and 12 seconds at the intersection during the evening rush hour. In comparison to 2003, the situation at this intersection has, however, considerably improved. At the same time, at most other intersections both the total and individual waiting times have increased. Increased waiting times and the total time spent in traffic increases dissatisfaction with the conditions of traffic. Nevertheless, the inhabitants of Tartu are generally satisfied with the conditions of traffic. A survey conducted in 2008, “Tartu and the Inhabitants of Tartu” (“Tartu ja tartlased”), showed that the most positive evaluation towards traffic is given by the pedestrians. Drivers are generally satisfied with the traffic conditions. The most dissatisfied are cyclists.

16 Source: Stratum OÜ

34 www.balticbiogasbus.eu Figure 20. Satisfaction of the inhabitants of Tartu with the conditions of traffic17

The distribution of the level of traffic can be influenced by the establishment of new roads and bridges as well as by improving the existing street grid and with traffic management measures. In all likelihood the previous traffic volume will recover together with improvements in the economic situation and people’s feeling of security, and further increases in traffic volume can be expected. The length of daily travels will increase as a result of an increased distance between places of interest and as cars are used instead of other types of movement.

The expansion of Lõunakeskus and the establishment of Põhjakeskus and other new shops on the edge of Annelinn are grounds to also presume increased movements towards the outskirts of the city, especially significantly greater movement to the Raadi-Kruusamäe region. This would also have positive sides to it, because the establishment of Põhjakeskus and a new Prisma shop in Annelinn would lower traffic increases on the bridges as a large proportion of the clients of Lõunakeskus are at present made up of the inhabitants of Annelinn (the second city district in the total number of clients). Furthermore, the rapidly developing Raadi area would get itself a centre, which would facilitate using alternative types of movement to cars and decreased distances of movement.

The current street grid results in a situation where transit traffic takes place through residential areas as the possibilities of by-passing are limited. Heavy traffic routes pose a problem above all else. After the eastern circuit and the Tiksoja Bridge are completed, it is important to reroute transit traffic away from residential areas. At the same time the drivers of heavy vehicles who exploit scarce control and drive in the city in non-designated areas and roads are a problem. Heavy vehicles are at times parked in residential areas and streets thus damaging streets and interfering with traffic.

3.2.1. Issues in Need of Solutions

• Heavy vehicle traffic through residential areas; • controlling the increases in traffic volume and distances in conditions of economic growth; • the driving speed in the centre and in residential areas; • ensuring a more even traffic volume at intersections and avoiding overcapacity; • creating by-passing possibilities.

17 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008

35 www.balticbiogasbus.eu 3.3. Public Transport and Light Traffic

Most of the movements in Tartu are performed either on foot or by cycle or by public transport. Of the movements during a working day, 72% are performed by alternative types of movement to a car.18 Thus, these types of movement have a central role in the transportation system of Tartu. Unfortunately, motor vehicle usage has increased during the last decades and thereby the proportions of other types of movement have decreased. In a situation where light traffic and public transport make up the predominant proportion of movements, it is necessary to take measures which consider the interest of the majority and thus influence the transportation system the most.

3.3.1. Public Transport

The public transport services within the City of Tartu are provided as regular services, occasional services or taxi services with buses and taxis. Local regular services are provided in the City of Tartu by AS Sebe on the basis of a public service contract from January 1 st 2011 to June 30th 2017. AS Sebe was chosen as the provider of the bus services as a result of a public bus service procurement by the City of Tartu. The annual capacity of the regular service is 3.6 million line kilometres. In addition to the public bus service of the City of Tartu, the inhabitants can use county lines and commercial lines in the city. The carriage of workers also takes place as an ordered service.

The City of Tartu joined the “Baltic Biogas Bus” project, which is partially funded by the European Union Regional Development Fund’s Baltic Sea Region Program from 2009. The goal of this project is to facilitate the use of biogas in city public transport. The strategies and implementation possibilities for the production and use of biogas at the local level are created with the project. As part of the project, five new gas buses were taken into use on Tartu city lines in March 2011. Initially the buses will use natural gas as fuel. They will later go over to use cleaned biogas or biomethane, which can be produced in the Tartu region from organic waste or sewage mud. The preparations for the production of biogas are made by the local water company Tartu Veevärk AS. One of the possible sources of biogas is also waste dump gas from the Aardlapalu waste dump. If the gas buses prove themselves, it is possible in the future to go over totally to using gas buses. In order for the gas buses to start functioning in Tartu, AS Eesti Gaas built the second compressed gas fuelling station in Estonia in Tartu. In addition to gas buses, Tartu city lines use buses which correspond to the requirements of EURO 5. The use of new gas buses and economic diesel buses decreases the amount of environmental waste from public transport.

According to the conditions of the bus service contract signed between the City of Tartu and AS Sebe, the sale of bus tickets is arranged by the City Government of Tartu and the ticket sales revenue goes to the city budget. The carrier is paid a kilometre price adjusted according to the public transport price index. The equation takes the price of diesel fuel, the average wage of the bus company and the consumer price index into account.

18 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009

36 www.balticbiogasbus.eu Figure 21. Tartu City bus lines19

According to the public service contract, a regular service in the City of Tartu is provided on 25 lines, 23 of which run during the daytime and 2 during the night. Eighteen lines go through the City Centre (stops Hansakeskus, Kaubamaja, City Centre, Soola). Seven bus lines (lines number 10, 11, 12, 13, 16A, 17, 19) connect the different districts of Tartu without going through the centre area.

The accessibility of public transport in the City of Tartu can in general be assessed to be good, although it is somewhat limited in the Ihaste district. Good accessibility means that the public transport lines pass near people’s homes, the stops are located at an optimum distance and the buses run often. 91% of the inhabitants of Tartu live within a 300 metre buffer zone of the public transport line trajectories. This includes lines which do not have a longer than 30 minute frequency interval during the working days. Taking into account all the bus lines in the evaluation of the accessibility of public transport, the latter can be assessed to be good in Tartu. Most of the inhabitants of Tartu are ensured an access to the public transport service. The accessibility is better 19 Source: SEBE AS

37 www.balticbiogasbus.eu for the inhabitants of the City Centre and Annelinn and somewhat less good for the inhabitants of the suburbs of Tartu.

Figure 22. Public transport line 300m buffer 20

The use of public transport has in Tartu, and in Estonia as a whole, continuously decreased in the last decades. One of the most important reasons for this is increased car usage. Cars are preferred to public transport mainly because of the greater speed and comfort of a car in comparison to public transport.21 Public transport, with its slower connection speed and lower comfort, is less attractive in comparison to the car and car users lack the motivation to change their mode of movement.

The changes in people’s habits of movement have brought along a continuous decrease in the number of public transport service users. The changes in the number of passengers are reflected in ticket sales. However, the ticket sales data does not show the number of people with the right to travel free of charge. On the basis of the Tartu City Council regulation (May 10 th 2007, number 61), the following people, who have registered their place of residence in the Estonian Population Register as Tartu, have the right to use the Tartu city lines free of charge: - families, which have 4 or more children up to the age of 18 (upon presenting a certificate of the Department of Social Welfare); - children in social welfare institutions (upon presenting a certificate of the Department of Social Welfare); - people 65 years of age or older (upon presenting a personal identification document or pension certificate);

20 Source: Indicator nr A.4. Access to main local services and public green areas (Indikaator nr A.4. Juurdepääs kohalikele põhiteenustele ja avalikele haljasaladele) 2009 21 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008

38 www.balticbiogasbus.eu - people with profound mobility or eyesight disability, who have an additional notation on the pension certificate about the disability of mobility or eyesight (upon presenting the pension certificate); - a person escorting a disabled child or a severely disabled person.

Additionally, according to the Public Transport Act, the following groups of people have a free right to travel: - pre-school children; - disabled children; - people 16 years or older with profound disabilities and people with an eyesight disability who are assisted by a guide dog.

The greatest drop in ticket sales took place in the beginning of the new millennia, when the number of tickets sold decreased by 20% during a couple of years. This is partially related to extending the right to free travel to people 65 years old or older (regulation number 19 of December 16 th 1999), which entered into force from January 1st 2000. During 2000 ticket sales dropped 11.6% in comparison with 1999.

Figure 23. Passenger turnover (thousand passengers) on Tartu city lines 2000-201022

At the same time the total number of passengers also decreased. During 2001 almost 15 million ticket travels were performed in Tartu. The number of passengers remained on the same level until 2005. Thereafter the number of passengers began to decrease. In 2009 less than 12 million ticket travels were performed on the Tartu city lines. In 2010 ticket sales stayed on the same level as in 2009. In 2011 the number of ticket buying passengers in Tartu had once again began to increase. During ten months the number of passengers increased by 7% in comparison to the previous year. One of the reasons for an increased number of passengers is a higher quality of the service. Also, the possibilities to use public transport have increased for the disabled through the use of new low- bottom buses. According to the ticket revenues data, people predominantly use the 30 day ticket. Such passengers make up approximately 77% of all ticket buying passengers. About 10% are single ticket buyers and the 90 day ticket is also very popular. According to a movement survey of the inhabitants of Tartu and the nearest rural municipalities, approximately 15% of the passengers have a right to free travel.

22 Source: Tartu City Government

39 www.balticbiogasbus.eu Figure 24. Ticket types

The City Government of Tartu consistently supports surveys of public transport usage and satisfaction. This data was among other things used to model the line gird. A multifaceted dataset also enables to plan a line grid according to the needs of the inhabitants.

According to a public transport analysis conducted in 2010, a total of 47,500 trips are performed on Tartu city lines each working day, with 21,000 trips on Saturdays and 17,000 trips on Sundays. 37% of the public transport users during working days are adults, 31% the elderly, 30% pupils and students and 2% pre-school children. The need for movement of the different age groups varies during the day and thus most of the bus users in the morning and in the evening are adults. The elderly travel predominantly before noon and pupils or students in the afternoon.

No problems with bus loads were noticed during the analysis. The bus loads were mostly adequate for conventional buses and no excess load was noticed. Nevertheless, people have on occasion complained to the Tartu City Government in relation to the overload of buses. In 35% of departures, the bus load was 30-49 passengers. During 17% of working day departures the maximum number of passengers on the bus was 5-14, which is adequate for a small bus.

40 www.balticbiogasbus.eu Figure 25. Distribution of the passengers by age groups on a working day23

The bus loads were different depending on the time of day. The loads were greater during the daytime. The buses are loaded most in the afternoon (3rd period) from 13.00 to 16.00. The buses are least loaded during the late evening, when the maximum load is less than 15 passengers in half of the buses.

There are 282 bus stops in the City of Tartu, where buses under the public regular service contract make stops. 165 of them have waiting pavilions and 117 are lacking one. The existence of a waiting pavilion is most influenced by the well-being of the people waiting for buses. They exist mainly in stops with a higher load and thus approximately 86.6% of the passengers using a bus during the day can use a waiting pavilion for waiting. At the same time the remaining (approximately 6350) passengers have to wait for the bus unsheltered or seek shelter in a building nearby.

Figure 26. The bus loads by load class and period24

Approximately a third of all bus trips during a working day are related to the four stops in the City Centre (Hansakeskus, City Centre, Kaubamaja, Soola). Thus about 16,500 public transport users either entered or exited a bus at these stops. Taking into account the routes of the existing lines and

23 Source: Public transport analysis for the project “The Development of Public Transport in the City of Tartu and the Neighbouring Local Governments” (“Tartu linna ja lähiomavalitsuste ühistranspordi arendamine”) 2010 24 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009

41 www.balticbiogasbus.eu the greater proportion of the people heading to the centre, it is easier to make the transfer in the City Centre. Thus, it is most useful to consider the area in the proximity of the Riia St. – Vabaduse St. – Turu St. intersection for the establishment of the city lines bus station and for making transfers more efficient. Most of the lines go through this area and thus there is no need to radically change the line grid after the establishment of the city lines bus station. Taking into account the significant role of people’s habitual behaviour in determining their level of satisfaction, significant line grid changes should be avoided as these could result in decreased satisfaction and a lower number of passengers.

In the case of establishing a city lines bus station one, possibility is to change the routes of the bus lines so that lines either start or end their routes in the centre. The current circular lines, which connect different suburbs of Tartu by going through the centre, are replaced with separate lines. Travelling between the different districts of Tartu would thus require making a transfer in the centre. In order to make the transfer as comfortable as possible, the different timetables must be synchronised.

Establishing the city line bus station in the Riia St. – Vabaduse St. – Turu St. area directly influences those passengers whose destination is not among the Hansakeskus, City Centre, Kaubamaja or Soola stops. The establishment of the city lines bus station influences approximately 8,600 passengers on a working day, who pass through one of the four aforementioned stops. These passengers must then make a bus transfer or go on from there on foot. Since a transfer or going on foot would increase the time of reaching a destination, one of the dangers of creating the city lines bus station is the related decrease in the satisfaction of passengers.

Public transport users are predominantly satisfied with the public transport service. Most of all people are satisfied with the accessibility of public transport. Bus stops are located close enough to homes and the connection to the centre is dense. At the same time the price of the ticket, the timetable of the buses, the frequency of departures and the comfort of buses are sources of dissatisfaction.

In addition to the intra-city transport possibilities of Tartu, it is important to raise the usage of public transport in intercity travel from the perspective of sustainable development. A bus connection to the biggest cities and to the county has been established from Tartu. The rail traffic is in a poorer condition and the biggest deficiency is a limited number of destinations and a scarce schedule.

Figure 27. Satisfaction of the inhabitants of Tartu with public transport25

25 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009

42 www.balticbiogasbus.eu The condition of the county lines bus station and the railway station is also problematic and they cannot be considered satisfactory. One of the most outstanding problems of the new bus station established in 2003 is the limited space in the waiting hall and no possibilities to expand. The lack of space does not only concern passengers waiting for a bus, but also the buses, which are arriving, departing or waiting for departure.

The railway station building of Tartu was sold to a private company in 2003. According to the sales contract, the buyer had to provide free access to the platform and the station building and to ensure space for a waiting hall and for ticket sales. Nevertheless, the passengers have had to wait for the trains outside as the construction has been delayed and there have been disagreements with regard to fulfilling the contract. Access to the platform is also hindered.

The problems relating to the bus and railway stations have forced the City Government of Tartu to consider the idea of building a new railway station building and the possibility of merging the county and long distances lines bus station with the railway station. Creating a common terminal would improve transfer possibilities from the train to county and long distance bus lines and vice versa. The surroundings of the railway station could be used to create more comfortable conditions for servicing passengers than those provided currently by the bus station.

Creating a new terminal would involve creating the necessary infrastructure in the form of waiting rooms as well as supporting services. In addition to the infrastructure related to the terminal, it is necessary to build infrastructure to access the terminal. For this purpose the traffic management would have to be changed, Vaksali Street reconstructed for its changing function, new streets and an overpass on Vaksali Street across Riia Street would have to be established. In order to ensure by- passing the centre, a new port railway corridor street and Ropka Bridge would have to be built.

The current line grid does not enable an adequate access to the railway station on city bus lines. In order to ensure the inhabitants of Tartu access to the new terminal, it is necessary to change the routes of city bus lines to the extent that would enable the inhabitants of different districts a quick and comfortable connection. At the same time the condition of those public transport users should not worsen if they do not wish to travel to the bus station or railway station. They make up the majority of the users of Tartu city lines.

Selecting the location of the bus station must be based on the needs and wishes of the people. Unfortunately, there is currently no information about the possible routes of the county and long distance lines and the start and end points. Taking into account the spatial structure of the City of Tartu, a large proportion of the movements are connected to the centre of Tartu. The centre of Tartu is an attraction centre for the whole South-Estonian region where a large proportion of public services and many commercial institutions are gathered. Many education institutions and the dormitories of the University of Tartu are also located in the City Centre. In addition to the City Centre area, the usage of the bus station is influenced by the largest city district, Annelinn. The inhabitants of Annelinn currently have a comfortable connection to the bus station using city lines. The bus station is also located within a walking distance for many. Taking the bus station to Vaksali Street involves the danger of increasing the need for movement and time costs, which could in turn result in decreased access to the services and a lower attraction to Tartu City Centre. As the distance of movement increases, the number of people going to or from the bus station on foot might decrease.

43 www.balticbiogasbus.eu If the majority of the users of the long distance and county lines bus station do not wish to use railway services, and the travel distance of most of the passengers will be lengthened by changing the location of the bus station (with the concomitant increases in the need to use motor vehicles), and as a result the accessibility of the bus station will be decreased, then merging the bus station and the railway station cannot be considered a solution favouring sustainable transport usage, even if the intermodal transport possibilities would be improved. In order to improve transfer possibilities from county bus lines to trains, the making of additional stops at certain times (taking into account the train schedule) in the railway station by buses entering Tartu can be considered.

The public transport connection to the surrounding areas of Tartu does not often meet expectations. At the same time the mutual integration of different types of transport is often low. If the public transport of the City of Tartu is accessible, then connections across the city borders do not allow for comfortable travel. Low integration also causes uncomfortable transfers from one type of transport to another and results in additional time costs (e.g. making a transfer from train to bus).

The buses are not able to stay on schedule during rush hours because of traffic problems and as a result are late and the satisfaction of passengers with public transport services is diminished.

There is little information about the routes, departure times and transfer possibilities of buses and accessing the information is complicated. There is also no possibility to get information on trains or long distance buses about transfer possibilities when arriving in Tartu.

The quality of public transport and thereby its attractiveness are decreased by the slow connection speed of public transport. A slow connection speed is the result of frequently located stops (approximately 500 metres), and slow public transport brings along high costs of time for public transport users.

In order to manage public transport and determine its quality, there are no service level norms (buses, taxis). There is no exact overview of public transport users (who, to where, and for what reason in using public transport). As a result of inadequate information, it is difficult to make the line grid correspond to the needs of passengers, improve schedules and make transfer possibilities more comfortable. Services are provided only by large buses. A higher usage of small buses, express lines and other different means of public transport should be considered.

320 taxi licences and 471 driving cards have been issued by the Tartu City Government for the provision of taxi services. The quality of the taxi service that is currently provided does not often meet the expectations of people and causes dissatisfaction both in the inhabitants of Tartu and its visitors. An inadequate service by the drivers and the bad condition of the vehicles are brought out as the main problems.

A taxi service for the disabled is operating for people with moving disabilities. It is the assessment of the disabled that there are too few such taxis. At the same time it is difficult for the disabled to use public transport.

44 www.balticbiogasbus.eu 3.3.2. Light Traffic

Pedestrians and cycle users make up a large group of road users in Tartu. Approximately 45% of all movements in the City of Tartu are performed on foot or by cycle. 26 Considering the high proportion of light traffic, it is important to focus in the spatial and transport planning of the city on increasing the comfort and safety of using light traffic. A light traffic centred city space also helps to keep the negative environmental impact resulting from transport low and thereby develop a human-centred and quality living environment. Walking on foot and riding a cycle are not only environmentally friendly, but also healthy and paramount with regard to the welfare of the society because: - light traffic exerts a minimum influence on the environment; - almost everybody has the possibility of using light traffic and without any significant costs; - light traffic encourages more frequent communication and welfare.

In order to analyse the condition of cycle traffic and to develop an optimal cycle road grid, a Tartu City cycle traffic development scheme was compiled in 2006, which established a base for the principles of developing cycle roads in the City of Tartu. It brings out the main problems of light traffic from the perspective on cycle users: - inadequate markings (traffic signs, road surface markings); - inadequate separation from the carriageway (a road meant for light traffic must be separated from the carriageway by a physical barrier or by a dividing strip at least 0.5m wide); - low comfort as a result of traffic solutions for intersections with non-priority roads (how to give priority and to ensure safety for cycle users along the main road, for example one with an overpass); - in the case of cycle traffic on the carriageway, virtually no traffic calming measures have been used (thresholds, raised intersections, physical separation islands, changing the traffic trajectory etc.); - sections of roads which do not meet the requirements in terms of their dimensions.

At present there are mainly two types of cycle roads in the City of Tartu: common roads for cycle users and pedestrians, which might have a separation line, or a lane separated with road surface markings on the carriageway for cycle riders. A fragmentary grid of cycle roads has been bought out by the inhabitants as one of the problems of using a cycle for movement. At times the inhabitants lack the possibility to move to the desired location by using separate cycle lanes alone and they are forced to use the carriageway for movement. This increases the sense of danger when riding a cycle and decreases the readiness to use the cycle for daily movements.

In the framework of compiling the development scheme of Tartu City cycle traffic, a survey of cycle parking areas was conducted in 2006. The result of the survey was that only a third of all parking areas were filled. Nevertheless, some problems with available parking spaces were noted in certain parking areas. Also, some problems with unusable parking spaces were brought out. Finding and using parking areas was not always simple, which indicates that there is a need to change the location of parking areas. In addition to the existing parking areas, locations were determined which are suitable for establishing cycle parking areas in the future. The main possible parking areas are located near shops, shopping centres and various service institutions and the following various educational institutions: schools, the university and related institutions/partnerships and kindergartens.

26 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009

45 www.balticbiogasbus.eu During the compilation of the Tartu City cycle traffic development scheme it became evident that one of the biggest deficiencies in the case of cycle parks were inadequate parking conditions. A large proportion of cycle parks enables only wheel and not frame attachment. Most cycle parks lacked protection against the elements. At the same time most of the parks had adequate lighting and were for free. The parks were predominantly easily accessible and in open enough spaces so as not to attract thieves. Nevertheless, the inhabitants of Tartu have expressed some dissatisfaction over the safety of cycle parking possibilities and have reported problems in relation to cycle theft.

The possibilities to move on a cycle can be considered satisfactory and the preference for cycle use is reduced mostly to its comfort. A certain negative prejudice towards cycle use can be sensed. The attitudes between cycle riders and drivers are partially influenced by the road use culture among both. In addition to situations where drivers do not take the cycle riders into account, the same also occurs among cycle riders. As the transport of the city develops and the attitudes of people are formed, it is important not to oppose cyclists and drivers, but to find common ground. For this reason, it is necessary to not only raise the awareness of the drivers, but also improve the road use behaviour of cyclists.

Taking into account the large numbers of pedestrians, the condition of the pavements influences a large proportion of the inhabitants of Tartu. At times the people have expressed dissatisfaction with the conditions of the pavements. The conditions of the pavements influence those with movement disabilities who are using wheelchairs and people with baby carriages the most. At times the lack of solutions for people with disabilities, especially eyesight disabilities, poses a problem as the comfort and safety of their movements on foot is decreased. Thus, it is necessary to improve the conditions of the pavements and create better conditions in accessing various places (e.g. Toomemägi).

In order to improve the conditions for pedestrians, the city environment has constantly been improved and leisure possibilities and pedestrian paths have been created to scenic areas. In order to promote light traffic, different events have been organised, out of which the annual car free day has received the most attention. Not only are healthy ways of movement promoted with such campaigns, but also environmentally friendly habits of movement.

The satisfaction of the inhabitants of Tartu with light traffic roads is low. According to the survey “Tartu and the Inhabitants of Tartu” (“Tartu ja tartlased”) people are least satisfied with the conditions of the pavements. The proportion of those satisfied and those dissatisfied with the condition of the pavements is almost equal. There is somewhat more dissatisfaction with the conditions of the cycle roads than sidewalks. Almost half of the inhabitants are generally or not at all satisfied with the conditions of the cycle roads. Dissatisfaction is greatest with the possibilities to move on the cycle roads and the adequacy of the roads. Approximately 75% of the people surveyed found that there are not enough cycle roads in the city of Tartu.

46 www.balticbiogasbus.eu Figure 28. Satisfaction of the inhabitants of Tartu with the traffic conditions27

The safety of pedestrians is influenced by the conditions of the pedestrian crossings. Modernisation of the crossings increases the safety of crossing a street for pedestrians. At the same time there are problems with the behaviour of pedestrians themselves. As a result of no communication between pedestrians and drivers and no eye contact, the drivers do not often understand the wishes and decisions of the pedestrians. Increasing the safety of children is important. For this reason, places which are dangerous for children must be analysed and also, for example, their paths to school. It is similarly important to improve the road use behaviour of children.

3.3.3. Issues in Need of Solutions

• Increasing the proportion of environmentally friendly public transport; • integration of the different types of transport and transfer possibilities; • the comfort of the usage and accessibility of public transport (including for the disabled); • accessibility of the information related to public transport; • better access to biogas; • connection speed of the Tartu city lines; • the quality of the taxi service; • moving possibilities for the people with movement disabilities and with baby carriages; • cycle road grid; • possibilities for the parking and storing of cycles; • the conditions of the sidewalks and crossings and their correspondence to the needs of the disabled; • the road use behaviour and awareness of cyclists and pedestrians.

27 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008

47 www.balticbiogasbus.eu 3.4. Railway Transport, Inland Waterway Transport, Air Transport

3.4.1. Railway Transport

Tartu has passenger train connections in the direction of Valga, Koidula and Tallinn. The investments of recent years have made the railway connection faster and more attractive to the passengers. At the same time the environmental waste from the railway (e.g. noise, vibration) has decreased as a result of reconstruction work. Nevertheless, trains cannot compete with long distance buses in the frequency of movements. The passenger train station is located close to the city centre, but integration with city lines is low and thus connection possibilities with other districts of Tartu are few. The Rail Baltica project routes, one of which passes through the City of Tartu, can be considered as one possible path of development and which would result in a modern railway connection to Western Europe.

The annual number of passengers in the Tartu railway station was 394,460 in 2010, which was almost 30% more than in 2009. Most of the passengers move on the Tallinn and Tartu route. On average 21 cargo trains passed through Tartu during one day in 2010. In the previous year this number was 18. The loading volumes of the Tartu station were 50,648 incoming tons in 2010, which is half as much as in 2009 and 37,708 outgoing tons, which is about 7% less than in the previous year.

A cargo station is located in the City of Tartu, which based on the risk analysis is a high risk level object. For this reason, its dislocation outside of the city has been sought for years. The transfer of the operations performed in the Tartu railway cargo station to the Koidula border station and rerouting transit traffic outside the city is also stated in the national transport development plan. Currently the Tartu Cargo Station is the biggest source of threat in the City of Tartu and a significant source of influence on the environmental situation, which threatens the health of people near the railway with a higher than allowed noise and vibration levels. The loading of dangerous cargo should definitely not take place in a densely populated area where, in addition to this danger, thousands of people have to daily endure the noise caused by the railway and the shutting down of many crossings for hours.

3.4.2. Inland Waterway Transport

Tartu is located on the navigable waterways of the Emajõgi and the lakes Peipsi, Pihkva, Lämmijärv and Võrtsjärv. The Emajõgi is the longest navigable river in Estonia. It begins from the North-Eastern corner of Võrtsjärv in Rannu-Jõesuu, passes through Tartu in its middle course and flows into Lake Peipsi at Praaga. The total length of the river is 100 kilometres. Until the beginning of the 1990s, when passenger boat traffic from Tartu ended, there existed a regular connection to Piirissaare, Pihkva, Narva, Vasknarva and Slantsõ. By river there is 65 kilometres from Tartu to Piirissaare, which is roughly 1 hour and 20 minutes of travel, and 176 kilometres to Pihkva, which is roughly 3.5 hours of travel.28

Due to its location, Tartu has the prerequisites to develop its river port and to use the river more actively to promote tourism. The Emajõgi has historically been an important connection and

28 Source: The Feasibility and Cost-Benefit Analysis of the Chain of Docking Facilities on Emajõgi (Emajõe sildumisrajatiste keti teostatavus-tasuvusanalüüs) 2006

48 www.balticbiogasbus.eu attractive with regard to tourism. By now the role of the Emajõgi has significantly decreased. In 1960 a total of 177,400 trips were made on the Emajõgi, including 143,800 intra-city trips, by 2003 only 13,900, including 9,100 intra-city trips, were made. Tourist oriented services are currently the trajectory in which ship traffic on the Emajõgi is developed.

A possible development option is the opening of regular ship lines between Russia and Tartu, like Tartu-Pihkva, Tartu-Piirisaare-Pihkva and Tartu-Storozinets. With regard to internal lines, it is useful to develop Tartu-Piirissaare-Tartu, Tartu-Piirissaare-Värska-Piirisaare-Tartu regular lines and sightseeing trips in Tartu and on the lakes of Peipsi and Lämmijärv. 29

The project “Emajõe Jõeriik” was started on the initiative of the Tartu County Local Government Union in 1997 to develop the Emajõgi as a waterway, and in 2005 a foundation with the same name was established, which deals with the problems of developing the Emajõgi as a waterway and with questions related to re-establishing Tartu-Pihkva ship traffic. A development strategy until 2012 was created in the framework of the project. Several analyses have also been conducted.

In order to open a regular Tartu-Pihkva line, both the organisational preparations as well as the dredging of the river has been done, but eliminating the reasons obstructing the opening of the line is no longer within the competency of the City of Tartu or Estonia.

There are two ports in the City of Tartu which service river and towboats. Turusadam, co-owned by Sadamahalduse OÜ and AS Tartu Sadam, which is located in the centre at Soola 5 and Soola 5a. There is a dock in the port with a length of 210 metres, 70 metres of which is depreciated and needs a complete overhaul. It is mainly used by passenger ships and towboats, but the dock is also rented to the owners of small tonnage boats. AS Tartu Sadam wishes to develop the port for small and sightseeing boats. In addition to Turusadam, there is also the port of the Ropka industrial district or Kaubasadam at Ropka Road 22. There is a 162 metre long dock and a port building in the port. The port is mainly used by sand and gravel boats, towboats and dredging ships. According to the established detailed plan, the port is to be developed as an industrial port.30

In addition to two ports, there are also many holding areas for small floating vessels located in Tartu. In the City Centre area there is the Atlantis landing bridge, which is administered until May 1 st 2014 by SA Sisevete Laevaliinid. In the vicinity of the Sõpruse Bridge the Sõpruse Bridge boat port is located. A detailed plan has been confirmed to develop Sõpruse Bridge. According to the detailed plan, a simultaneous docking of a maximum of 60 (44+16) small vessels is prescribed. The Rebase Boat Port is located at Rebase street 27 and is administered by NGO Tartu Rebase Paadisadam. According to the detailed plan, which is in force, boat bridges and other necessary buildings and facilities , which are necessary for the functioning of a port, are to be built on the Rebase street 27 registered immovable. Additionally, the Konsum boat bridge and the Vana-Ihaste boat bridge are planned to be built.

3.4.3. Air Transport

Tartu Ülenurme Airport is located in the vicinity of Tartu, approximately 10 kilometres form the city border. The length of the airstrip is 1,799 metres and it is 31 metres wide. Tartu Airport is servicing

29 Source: The evaluation (analysis) of the tourism potential of docking and landing locations brought out in “Emajõgi Riverland Development Strategy until 2012” (“Emajõe Jõeriigi arengustrateegia aastani 2012”) 30 Source: Stage I of the spatial development corridor of Emajõgi Riverland

49 www.balticbiogasbus.eu private, charter, and regular flights. The airport is also the base for the flights of the Estonian Flight Academy. At the end of 2009 a travel terminal corresponding to international norms was opened. In 2010 the navigation devices for the ILS CAT I course 6 and DME and radio beacons for the course 08, which allow for planes to land and take off also during bad weather conditions were installed. The improvements enabled the decrease in the number of cancelled flights and thus raise the attractiveness of the airport.

The pre-analysis of profitability of the regular passenger traffic of Tartu Ülenurme Airport conducted in 2006 showed that the presumed demand of the airport during the first year would be 30,000 passengers and a 10% growth potential was foreseen for the following years. During the first year the airport was used by 23,900 passengers, which was somewhat lower than expected. The pre-analysis of profitability considers that initially 1-2 departures and arrivals per day to be optimal.

The number of connections from Tartu Airport and flight schedules do not often satisfy the needs of people, and thus the airports of Tallinn or Riga are preferred. Dissatisfaction has also been caused by flights that have been cancelled for various reasons.

3.4.4. Issues in Need of Solutions

• The condition of the Turusadam; • Using the Emajõgi for the purposes of tourism; • frequency and quality of the railway connection; • accessibility and condition of the railway station; • accessibility and quality of the flight connection.

50 www.balticbiogasbus.eu 3.5. Traffic Safety and Environmental Impact

3.5.1. Traffic Safety

On the local level the implementation of traffic safety activities is managed through regional and local traffic safety programs. Ensuring traffic management and traffic safety on its territory is one of the obligations of a local government unit. The responsibility for ensuring traffic safety in the Tartu City Government is divided mainly between three departments: the Department of Communal Services, the Department of Education and the Department of Urban Planning, Land Survey and Use. The Tartu City Traffic Safety Program 2011-2015 has been completed for organising hazardous traffic work and it outlines the development objectives of traffic safety and the measures to enhance safety during the period.

According to the strategic objective of the Tartu City Traffic Safety Program, a situation must be reached in the city by 2015 where there are no fatal traffic accidents and the number of injured will drop by at least 50% in comparison with the 2009 level.

Until 2004 the number of those injured in traffic predominantly grew and from then on the number of injured has consistently decreased. In 2004 244 people were injured and there were 2 deaths in traffic. In 2009 the number of injured was 35% lower than five years previously. However, there has been no noteworthy change in the number of deaths. The last time there were no deaths in the traffic of Tartu was in 1999. Figure 29. General indicators of traffic safety in the City of Tartu31

Pedestrians are the most endangered in traffic as they were involved in the highest number of traffic accidents. There are also many accidents with cyclists. In 2009 accidents with pedestrians and cyclists made up 48% of all accidents involving people that took place in the city of Tartu. Of accidents between vehicles, side collisions and collisions with vehicles that have stopped in front are most common.

The largest number of traffic accidents in 2009 as well as in previous surveyed years took place at unregulated intersections which had traffic signs and on straight road sections. The proportion of accidents on unregulated pedestrian crossings and regulated intersections has also been high.

Road users in the age group 15-24 are the ones who are most involved in traffic accidents in the City of Tartu. Up to 15 year olds are mostly involved in collisions with vehicles as pedestrians or cyclists (mostly pedestrians, who make up more than 60%). In the case of older people, the proportion of

31 Source: Tartu City Traffic Safety Program 2011-2015

51 www.balticbiogasbus.eu those injured as drivers or passengers in a vehicle increases. The elderly also occur in the largest proportion of accidents when pedestrians or cyclists collide with vehicles.

Although traffic accidents may be caused by problems related to the traffic environment and traffic management for which the public sector is responsible, the actual cause is very often the mistakes of road users. Thus the Estonian Traffic Act obliges all road users to follow the requirements of traffic legislation, be careful and cautious in traffic and to ensure a smooth flow of traffic in order to avoid danger and damages. Therefore each road user must contribute to ensuring his or her safety. Figure 30. Casualties of traffic accidents by age group and type of road user32

According to the results of the survey “People of Tartu and the Environment 2006” (“Tartlane ja keskkond 2006”) conducted in 2006, traffic safety and culture were significant problems for 2/3 of the inhabitants of Tartu. Traffic safety concerned most the inhabitants of Annelinn and Variku and more so with older people. The most danger in traffic was felt by pedestrians (60%), less often by drivers (52%) and cyclists (37%). In comparison to 2001 the danger level for pedestrians (in 2001 60% felt endangered) and cyclists (37% in 2001) had not changed, but for drivers it had (40% in 2001). There were no significant differences between city districts. More women than men felt themselves endangered in traffic, as did younger cyclists and drivers with large families of many children.33

A great source of danger in the traffic of Tartu is a high traffic speed in the City Centre and in residential areas. Putting up signs is not enough for traffic management. The traffic environment and the street infrastructure must correspond to the traffic speed established on the streets. There are streets with a limited traffic speed (e.g. 30 km/h) in Tartu where the road users do not understand that they should move slower than usual. The width of traffic lanes and traffic conditions on side streets and in residential areas are often comparable to arterial roads. The functions and categories of streets need more specific regulation and traffic management derived from the functions. Safety is increased when the speed of cyclists and vehicles is similar. Therefore, safety can be increased by lowering the speed of vehicles and calming traffic. In addition to calmed streets, more road is required where it is possible to move at 50 km/h undisturbed. This especially concerns the arterial roads.

Education and raising the awareness of people is important so that traffic users would behave politely and in consideration of each other. One possibility is to organise campaigns which would

32 Source: Tartu City Traffic Safety Program 2011-2015 33 Source: Evaluation of their Living Environment of the Inhabitants of Tartu. The Environmental Behaviour, Beliefs and Attitudes of the People of Tartu. (Tartlaste hinnang oma elukeskkonnale. Tartlaste keskkonnaalane käitumine, arvamused ja hoiakud.) 2006

52 www.balticbiogasbus.eu improve the traffic culture of road users. It is also important to change the traffic habits of people. Changing the habits of people must take place in addition to raising awareness and improving traffic behaviour through changing the traffic environment. It is also necessary to make traffic supervision more efficient.

3.5.2. Environmental Impact

The transportation sector exerts in addition to the possibilities of movement and ensuring a quality everyday life, a direct influence on the environment and the health of people. The pollution from transport has a great influence on the general immunity of people. Air pollution facilitates heart disease, cancer, obesity, concentration problems, stress and related illnesses, diabetes, and osteoporosis. European healthcare research has shown that as a result of the environmental and health impacts caused by the transportation sector up to three to four people per traffic victim die prematurely. Research has also shown that motor vehicle drivers receive 30% more pollution than pedestrians or cyclists and will receive a fifth of the pollution load during their daily drive to work. 34 It is the goal of the Tartu City Government to decrease the environmental impact of transport by facilitating environmentally friendly ways of movement and by carrying out information campaigns to raise the awareness of people. The city can also develop environmentally friendly (low emission and noise levels) public transport.

3.5.2.1. Natural Environment

Improving environmental quality and decreasing the level of pollutants which influence it is an international problem, but solving it can start on the local level. One of the goals of transport planning in the city must also be preventing, minimising or mitigating the negative impact of transportation on the environment. The most important of these impacts are air pollution, noise, vibration and the resulting influence to the health of people.

The people of Tartu have from year to year increasingly evaluated the general condition of the environment.35 The survey “People of Tartu and the Environment 2006” (“Tartlane ja kekkond 2006”) showed that the people of Tartu judge the general condition of their living environment to be good (46%) or satisfactory (48%). The main factors that influence the air quality in Tartu were considered to be motor vehicle emissions and dust. The people of Tartu regarded motor vehicle emissions (75% of the people in Tartu, 70% in 2001) as the main pollutant. Boiler plants and smoke from stoves and ovens were considered the second biggest source of air pollution (30%, 31% in 2001) and the third biggest was burning waste in the neighbourhood (18%). Industrial pollution and other sources (dust from insufficiently cleaned asphalt and hard surface streets, train traffic, garbage bins, manoeuvring smells, smells from sewage) were mentioned less often (8% and 7% respectively, 13% and 9% in 2001).

34 Source: Sustainable Transportation Policy, 2004 35 Source: Evaluation of their Living Environment of the Inhabitants of Tartu. The Environmental Behaviour, Beliefs and Attitudes of the People of Tartu. (Tartlaste hinnang oma elukeskkonnale. Tartlaste keskkonnaalane käitumine, arvamused ja hoiakud.) 2006

53 www.balticbiogasbus.eu Measurements of NO2 concentrations have been carried out in order to assess the air quality of Tartu in different city districts. In 2010 the concentration of NO2 was measured once a quarter by two parallel diffusion tubes. During the research the two week average background concentrations of nitrogen dioxide were determined in 16 points in the City of Tartu. The measurement results were mostly below the pollution toleration limits (STP=40 μg/m3). According to the yearly average NO2 concentrations, the limits were exceeded by the Narva Road – Puiestee Street and Riia Street – Kastani Street intersections. The air was cleanest in transport free sample sites like the botanical gardens, Raja Street and Tamme Secondary School.

Figure 31. NO2 levels at the measurement points in Tartu36

Air pollution in Tartu has also been measured by a moving air laboratory. The pollution components that were measured were sulphur dioxide, nitrogen dioxide, carbon oxide, ozone and fine particles. In 2006 the levels of pollutants were predominantly below the established limits. The research showed that the quality of air in the city is most influenced by transport. From the perspective of transport, more environmentally friendly fuels or types of movement can be chosen to decrease air pollution.

The main problem in relation to vibration and noise for the people of Tartu in 2006 was noise from streets and roads.37 This problem was higher than average for the people living in the City Centre. Noise from the railway was most disturbing for the inhabitants of Variku and air plane noise was mostly a nuisance to the people of , Ränilinn and Annelinn.

Measurements of noise have been consistently performed in Tartu and their objective has been to determine the noise levels caused by road traffic. Evaluating the noise situation is based on the

36 Source: Measurements of the pollutant NO2 in the external air by diffusion tubes in the I, II, III and IV quarters of 2010 37 Source: Evaluation of their Living Environment of the Inhabitants of Tartu. The Environmental Behaviour, Beliefs and Attitudes of the People of Tartu. (Tartlaste hinnang oma elukeskkonnale. Tartlaste keskkonnaalane käitumine, arvamused ja hoiakud.) 2006

54 www.balticbiogasbus.eu requirements of the Minister of Social Affairs regulation number 42 of March 4th 2002 “The normal levels of noise in residential and leisure areas, in dwellings and buildings of public use and the methods for measuring noise levels”.

The marginal level of traffic noise in category II residential land (children’s and educational institutions, healthcare and social welfare institutions, residential areas, recreational areas and parks in cities and towns) is 60 dB(A) during the day (7.00-23.00) and 55 dB(A) at night (23.00-7.00). Noise levels which are 5 dB higher are permitted in densely populated city space next to roads. The critical levels are 70 dB(A) and 65 dB(A) respectively. A poly-functional city space qualifies in noise evaluation normally as a category III mixed area (residential and public use buildings, commercial, and service and production companies). The corresponding limit levels are 65 dB(A) during the day (7.00-23.00) and 55 dB(A) during the night (23.00-7.00). Noise levels which are 5 dB higher are permitted next to roads as well. The corresponding critical levels are 75 dB(A) and 65 dB(A).

Traffic noise research was last done in Tartu in September 2010. The measurements of traffic noise levels were carried out at five measurement points during working days in the morning (from 7.30 to 8.30) and evening (from 16.30 to 17.30) rush hours and at night (from 23.00 to 24.00). The noise levels of 2010 predominantly exceeded the category II and III limits at the all measurement points both during the day and at night. At the same time the levels were as a rule lower than the 5 dB higher levels permitted next to roads. The noisiest point during the measurement period was next to the Lai 27 building, where during the morning rush hour the equivalent level of traffic noise exceeded 70.5 db(A), i.e. the permitted noise level next to roads in category III mixed areas was exceeded.

55 www.balticbiogasbus.eu Figure 32. Equivalent noise levels during the day in the City of Tartu caused by the railway 38

In addition to car traffic, train traffic also causes a significant level of noise. Both during the day and at night the equivalent levels of noise in the railway area are between 65-70 dB(A). The noise levels next to the buildings in the vicinity of the railway are between 55-60 dB(A), which exceeds the traffic noise limit level during the night. In addition to the residents of the buildings in the vicinity of the railway, the noise caused by railway traffic lowers the quality of life of people further away from the railway and thereby also lowers satisfaction with the living environment.

Next to air pollution and noise, transport additionally produces vibration. On September 22 nd 2010 during the evening rush hour (16.00-18.40) measurements of vibration caused by transport were performed in five places in the City of Tartu. According to the results, the levels of vibration exceeded norms in the residential apartment on the fourth floor of Jakobi 34. At the rest of the measurement points the general vibration levels corresponded to the norms.39

In reality the most important factor of influence on the environment is the individual person with his or her daily choices. The attitude of the people of Tartu with regard to the nature of sustainable development has somewhat changed during the years. Sustainable development is still predominantly considered to be the sustainable use of natural resources, and it is a positive sign that the number of those who prefer sustainable development to environmentally friendly types of movement has increased.

38 Source: Measurements of the level of traffic noise in the City of Tartu in 2010 39 Source: Measurements of vibration in the City of Tartu in 2010

56 www.balticbiogasbus.eu 3.5.2.2. Artificial Environment

On one hand the structure of the city influences the people’s need for movement and thereby also the transportation system, and on the other hand the transportation system itself influences the development of the city and its spatial architecture. New residential, service and industrial areas are developing next to the existing streets. This is illustrated very clearly by the planning and development of shopping centres. New developments have predominantly taken place in the vicinity of arterial roads, which create good conditions for car users. Access possibilities are the basis of successful entrepreneurship and thus the nodal points of the city are attractive for developing commerce.

The current planning policies emphasise new buildings that are to be established or the need to guarantee good access to areas. An important part of each new development project is creating access possibilities for cars and offering comfortable parking conditions. For the inhabitants a safe and comfortable light traffic road grid is also important as this helps to raise the quality of life of the area.

In the development of a city space in Tartu, which is comprehensive and avoids creating the need for movement, it is important that the different stakeholders influencing the development of the city and the different departments of the Tartu City Government cooperate closely. In the case of each new development project it is important to assess its impact on the need for movement of the people and their habits, and analyse the concomitant impact of the developed object on traffic and the environment.

3.5.2.3. Social Environment

The transportation system has an important role in influencing people’s quality of life. Based on the main principles of sustainable transport planning, the transportation system must enable all people access to other people, places and services. The transportation system must satisfy the need for movement of all people regardless of their gender, economic situation, disabilities or some other factors that might restrict the choice of movements and it must not become an obstacle for creating a quality living environment. It is important that the transportation system be safe and environmentally friendly, and protecting the health and welfare of people.

The accessibility of transportation is greatly influenced by the economic situation of the people. The economically insecure have less opportunity to choose types of movement and they are more dependent on public transport. In this case the accessibility of the public transport services is important both in relation to the existence of the service and its cost. In a situation where there is no public transport connection, people’s possibilities of movement are significantly restricted.

On the other hand, people’s possibilities for movement are influenced by the city space and the street grid. People with limited opportunities for movement are especially influenced by the quality of the street grid and more specifically side-walks. Above all this influences people with disabilities and their opportunities for movement. Therefore, it is important that as the city space and the transportation system develop that the need of all groups of the society be taken into account. In the current situation there is a lot of dissatisfaction with how the needs of the disabled are taken into account. Approximately 48% of the people in Tartu find that the needs of the disabled are not taken into account. A quarter of the respondents were satisfied with how the needs of the disabled were

57 www.balticbiogasbus.eu considered.40 People are also dissatisfied with the possibilities of movement of people with special needs. According to the survey those dissatisfied make up approximately 61% of all who gave their evaluation. Approximately 15% are satisfied with the movement options of the people with special needs. At the same time people were predominantly satisfied with entering a bus (approximately 80%, the width and height of doors etc.). Thus in a situation where a person has access to a public transport stop, the public transport itself is comfortable to use.

3.5.3. Issues in Need of Solutions

• Ensuring the accessibility of transport to all road users; • improving traffic safety; • making the crossings and pedestrian crossings more comfortable; • awareness and the traffic culture of drivers, cyclists and pedestrians; • implementing environmentally friendly public transport; • noise and air pollution that are exceeding the norms; • compiling a noise map and an action plan.

40 Source: Tartu and the Inhabitants of Tartu (Tartu ja tartlased) 2008

58 www.balticbiogasbus.eu 4. Vision of Tartu Transport and Its Development Goals

The development vision of Tartu City transport determines the final goals for the desired situation of transport in Tartu by 2020. It is a vision of the future and in the name of its achievement the transport of Tartu is developed throughout the duration of the development plan. A strategy has been planned for implementing the vision, which determines the necessary principles, values, key activities, knowledge and policies. The vision of the City of Tartu of the future of Tartu’s transport is:

Tartu is a city with friendly, safe, sustainable and smooth traffic for all road users!

According to the vision, the City of Tartu is by 2020 attractive and with a pleasant living environment, where the transportation system connects people with necessary places and other people. All the inhabitants, regardless of their economic situation or factors that are limiting movement, are ensured accessibility to vital services. The people have the possibility to choose a suitable type of movement without losing the possibility to reach each place as comfortably as possible with optimum time and economic costs and sparing the environment and human life. The development of Tartu City transport is directed through environmentally friendly land use and transport planning which does not create the further need for movement.

Tartu is a city which is friendly to pedestrians and cyclists. The quality of using light transportation and public transport and their attractiveness has increased, and as a result increases in car usage have slowed down and the negative impact of transport to the environment has decreased. The conditions and safety for pedestrians and cyclists have improved. Light traffic continuously constitutes the majority of all movements. The public transport of the City of Tartu has a good quality and is an attractive alternative to car usage. Environmental pollution from public transport has decreased as a result of implementing innovative technologies.

The street grid ensures good possibilities for movement for all road users. The number of traffic accidents and those injured in them has decreased. The traffic management of Tartu is comprehensible, and the street grid and the transportation system are developed according to plan and based on the principles of sustainable development. It is possible to get to Tartu and from Tartu to elsewhere comfortably and quickly using different modes of transport.

In order to implement the vision, the consistent cooperation between different stakeholders based on common principles and goals is necessary. In this case both the cooperation between the different departments of the Tartu City Government as well as with other local government units and organisations is important.

59 www.balticbiogasbus.eu 4.1. Land Use Planning and Transport Policy

GOAL. The integrated planning of transport and the city space and a management of the transport system, which is based on the people’s need for movement in order to ensure access with optimal time costs to places and other people.

INDICATOR. The average time costs of the users of light traffic, cars and public transport.

CURRENT INDICATOR LEVEL. - 16 minutes on foot; - 19 minutes by cycle; - 16 minutes by car; - 28 minutes by public transport.

EXPECTED INDICATOR LEVEL. - 15 minutes on foot; - 17 minutes by cycle; - 18 minutes by car; - 25 minutes by public transport.

The spatial development and the development of the transportation system of the City of Tartu must be sustainable and balanced. Therefore, one of the tasks of land use planning is to shape the city space as an integrated whole so that the development of land use in the City of Tartu would not result in the increased need for movement, and would enable the effective use of the existing street grid. In the spatial planning of the city it is important to design different regions and districts as multifunctional so that it would be possible to perform most of the daily activities near one’s home. In this regard it is important that schools and children’s institutions and shops which are selling everyday commodities be located near homes. The development of low density areas and mono- functional attraction centres on the outskirts of the city should be avoided.

Considering the large impact that land use planning has on the people’s need for movement and the transportation system, it is necessary to evaluate the impact of a plan on the people’s need for movement and traffic during the compilation of new plans.

The goal of the transport policy is to ensure all the inhabitants of Tartu and its visitors the accessibility to transport regardless of gender, economic situation, disabilities or the place of residence of the person. Above all it is important to ensure quality access on foot, by cycle or by public transport. The transportation system must connect people and places and be accessible to all. The accessibility of transport influences the groups of society whose possibilities to choose are limited due to economic or other reasons the most. Thus transport planning must envision measures to improve the possibilities for movement and to increase choice. It is important that the choice of the type of movement is by a conscious decision by the person and not a habitual or inevitable choice as a result of a lack of choice of the other types of movement.

The transport system is planned as such so that it would protect the health of people and improve the quality of the living environment. Thereby it is important to raise the people’s awareness about the impact of everyday behaviour on the surrounding environment. At the same time it is necessary to change the people’s attitudes towards the types of movement and to improve traffic road use behaviour (among pedestrians, cyclists and drivers). A change in attitudes and traffic behaviour can

60 www.balticbiogasbus.eu take place for different parties as a result of work taking place on common grounds and goals. An important role is played by the media, educational institutions as well as by personal example. Transport planning is based on the principle of economy on the levels of the individual, the local government as well as society and the environment. Here, while determining economy, it is important to evaluate both direct and external costs. Direct costs are the costs which are borne by the transport user (time, cost etc.). The external costs of transport are the costs related to traffic accidents, damage to the environment and health and traffic congestions caused by the negative impacts of the transportation sector, which are not covered by the consumer through taxes and excise in the cost of transport.

The City of Tartu has set as its task the decreasing of environmental waste deriving from transport and a more efficient use of natural resources and city space, and thus the development of light traffic and public transport are priorities. The goal of the preferential development of public transport and light traffic is to limit the growth of car traffic. Limiting this growth is necessary to decrease the negative impacts of the transportation system. Decreasing car traffic above all helps to decrease environmental waste. It also gives the possibility to use environmental and financial resources and the city space more efficiently.

Car traffic causes the largest problems primarily in the Tartu City Centre area. Thus it is necessary to develop measures which would help to decrease the traffic volume in the centre. One possibility is to modernise parking management by changing the parking fees as well as the area of paid for parking. The narrow streets of the Tartu City Centre are not suitable for parking and thus it is necessary to direct parking to parking areas or buildings which are suitable for that purpose.

At the same time it is important to retain the attractiveness of the City Centre area. Therefore, it is important to ensure the people arriving in Tartu City Centre are guaranteed parking in suitable conditions and places. One possible path of development is developing the systems of “park and walk” and “park and ride”. These advances would create comfortable and low cost parking conditions near the border of the City Centre where the people who have parked their cars have the possibility to move on foot to the desired destination. At the same time parking in the centre is limited. Thus, it is possible to decrease traffic and the parking load in the City Centre.

In order to solve the parking problems predominant in the apartment building areas, it is necessary to improve the parking system. Retaining the current green areas is important. The initiative to solve the parking problems should come from the apartment associations and private companies. One possible solution is to establish parking areas or parking houses in the vicinity of such residential areas.

One of the tasks of transport policy is to increase traffic smoothness and to disperse traffic on the streets in time. One of the possibilities to disperse traffic in time is to shift the beginnings of school and working days so that most of the people would not have to begin their school or working days simultaneously. This would divide traffic in the morning and in the evening more evenly. Dispersing traffic in the street space takes place through the development of the street grid.

During the planning of transportation in Tartu it is important to improve the cooperation between different national and local organisations, and to involve different stakeholders in the decision process. The cooperation with neighbouring local governments is especially important for the integrated planning of public transport in order to decrease the negative impact of dispersed urbanisation, and to create for the people a better public transport connection to Tartu. It is also important to develop light traffic roads in cooperation with the Road Administration and the local

61 www.balticbiogasbus.eu governments adjacent to Tartu. In order to increase the efficiency of the existing transport system, it is necessary to tie the usage of different types of transport more efficiently (including light traffic and intra-city and county public transport). It is important to avoid duplication and an inefficient use of resources. MEASURES

Measure Activities 1.1. Integrated planning of transport and city • Developing the measures and analysing space and shaping the need for transport the impacts for the implementation of the scenario of “Rapid Development of Public Transport and Light Traffic” from 2020; • An analysis of the need for movement of students and the employees of universities and the planning of activities in order to facilitate the use of public transport, cycling and moving on foot by students; • Making proposals for other development documents and plans for the planning of city space in ways that would limit increases in the people’s need for movement; • Analysing the impact of the planned changes to the changes in the people’s need for movement and city transport during the compilation of sectorial development plans and detailed plans with a significant impact. 1.2. Improving the planning cooperation with • Integrated planning of public transport, neighbouring local governments and the Road including: Administration - Extending city lines to neighbouring local governments; - Spreading information about transfer possibilities; - An integrated ticket system for Tartu city lines and Tartu county lines. • Cooperation in the planning of light traffic with neighbouring local governments and the Road Administration. 1.3. Developing parking arrangements that • Creating and establishing the “park and would facilitate sustainable traffic behaviour walk” and “park and ride” systems (including an analysis of establishing parking houses); • Preparatory work for arranging parking in residential areas, including: - Thematic plan of parking; - Improving existing parking areas; - Establishing parking houses.

62 www.balticbiogasbus.eu • Supporting construction to improve parking in residential areas; • Selecting a location for creating parking conditions for heavy goods transit vehicles and creating these conditions; • Forbidding the parking of heavy goods vehicles in residential areas. 1.4. Ensuring smooth traffic with comprehensive • Design; traffic management • Improving the street space; • Installing traffic information and regulation measures, including: - Updating traffic signs and road surface markings; - Modernising traffic light systems, including smart traffic lights and second counters; • Realising the signpost information system; • Traffic calming in residential areas (technical measures) and specifying the borders of calm traffic areas when necessary. 1.5. Executing traffic research and the inspection • Traffic research: of traffic control devices - Research of movements (part of the survey “Tartu and the Inhabitants of Tartu” (“Tartu ja tartlased”) - Annual traffic surveys; - Updating the typology of the streets of Tartu; - Carrying out the cost benefit analysis of the monitoring system of motor vehicles and light traffic; - The need for establishing restrictions on heavy goods vehicle traffic and their implementation; • Assessing the traffic impact in the case of more important plans; • Inspecting traffic control devices, including: - Condition and visibility of traffic signs; - Condition of road surface markings; - Correspondence of traffic light programs to the situation. • Analysis of the suitability of speed limits established in the different areas of Tartu (including Riia Street (in the section Pepleri Street – Turu Street), Narva road (in the section Võidu Bridge – Puiestee

63 www.balticbiogasbus.eu Street), Turu Street (in the section Aida Street – Riia Street) and the possibility of establishing a 40 km/h limit on Vabaduse Street). 1.6. Traffic training of specialists dealing with • Ensuring additional training possibilities land use and transport planning for the specialists of the City Government with regard to traffic safety and related fields; • Arranging additional training to designers to clarify the principles of spatial planning; • E-study courses aimed at designers and planners in the fields of public transport, traffic management and public information. 1.7. Creating conditions for the traffic education • Creating a subject section of traffic study of children and organising additional traffic training to teachers and youth workers and raising the quality of traffic study; • Mediating traffic study materials to Tartu City educational institutions; • Supporting the acquisition of traffic study mediums; • Cooperation with the police in creating a city-wide traffic education training course; • Raising the initiative of kindergartens, schools, and youth centres with regard to presenting project applications to the Road Administration; • Carrying out traffic days in all the schools, kindergartens and youth centres of the City of Tartu. 1.8. Supporting voluntary initiative • Supporting the activities of non- governmental organisations representing road users; • Supporting the compilation of movement plans for institutions; • Making the cooperation between interest groups active in the city and regional partnerships more efficient in developing traffic solutions and in the implementation of measures that raise safety.

64 www.balticbiogasbus.eu 4.2. Developing Different Types of Transport

GOAL. The proportion of the alternative types of movement to car use has increased.

INDICATOR. The proportion of light traffic and public transport in the distribution of the types of movement (%).

CURRENT INDICATOR LEVEL 72%.

EXPECTED INDICATOR LEVEL 75%.

In order for the public transportation system of Tartu to work more efficiently and in order to decrease the negative influences, the goal has been set to increase the proportion of light traffic and public transport among all the types of movement. The main principles of sustainable transport panning are followed to decrease the environmental impact of the transportation system and for its sustainable development. This means among other things the preferential development of public transport and light traffic. Through such preferential development, the accessibility and quality of these types of movement are improved. At the same time it is necessary to keep car traffic under control in order to decrease the problems deriving from traffic. By facilitating public transport on one hand and curbing the increases in car traffic on the other hand, it is possible to improve the situation of the Tartu transportation system and thereby increase the satisfaction of the people of Tartu with the quality of their lives.

In developing the public transportation system it is important to improve the accessibility of the public transport service. Optimising the line grid and the schedules is important for such improvements. The line grid is developed based on the needs of the people. In order to determine these needs, satisfaction surveys will be conducted and the residents’ need for and habits of movement are analysed.

In order to gather passenger data more precisely and to analyse it, a ticket system based on RFID technology will be implemented. The objective of the updated ticket system is the improved management of the selling, verifying and transaction statistics of tickets and to achieve better user comfort. A ticket system based on RFID technology allows for a touch free (i.e. at a distance) verification of tickets and registration of travel. The RFID ticket will start functioning on the basis of pre-payments where the owner or user of the ticket will load money onto the ticket, which is then reduced based on use. On the technical side three types of RFID tickets are planned: • Personalised RFID ticket (of plastic) – a card user is issued a personal card, which contains the owner’s data, and in the case of a discount its type. The personalised RFID ticket is most suitable for people with discounts who use public transport often; • Non-personalised RFID ticket (of plastic), which differs from the personalised RFID ticket in the respect that it contains no owner data. This ticket is most suitable for people who use public transport often and pay the normal fee; • Paper RFID ticket (e.g. single ticket, hour ticket, other short term tickets) – meant for short term use.

During the updating of the ticket sales system, passenger counting devices will also be installed in buses. Using these devices will consistently gather information concerning the use of public transport. The resulting dataset will give a possibility to analyse and plan public transport based on need.

65 www.balticbiogasbus.eu In order to increase the comfort of use and the quality of public transport a real time information system of buses will be developed. Developing a real time bus information system will give Tartu City Government the possibility to gather data for planning the time schedules of the line grid. Developing the information system will also give prompt information about public transport to passengers. During the development of the real time information system: 1) the necessary information gathering and transmission devices will be installed in buses; 2) the ticket system will be implemented; 3) information displays and notification devices for the blind will be installed in bus stops; 4) internal displays will be installed in buses; 5) a transport centre for the gathering and analysis of data will be established; 6) a priority system of public transport will be created.

In addition to developing the real time information system, the quality of public transport and above all connection speeds can be raised by developing the traffic light system. In the framework of the traffic light management system, it is planned to renovate the traffic lights on two out-dated intersections. The renovation of the traffic light systems gives the possibility to insert these intersections into the “green wave” cycle. The new traffic light management system works on the principle that as a bus is approaching the intersection and the green light is on, its duration is prolonged until the bus can cross the intersection without stopping or if the red light is on, the green light will turn on quicker. The system will give priority only when the bus is behind schedule. In this way it is ensured that the buses stay on schedule and the connection speeds of the buses are raised. At the same time the implementation of the system will increase the capacity of the intersections.

In order to raise the quality of the public transport system, its correspondence to the needs of people and the necessity of new types of public transport will be analysed. This includes a feasibility and cost benefit analysis in order to determine the profitability of tram traffic.

In addition to the managerial questions of public transport, a consistent maintenance and improvement of the public transport infrastructure will take place. It is important to ensure the accessibility and comfort of the use of public transport. The accessibility of public transport depends upon, in addition to the line grid, the access to bus stops. The issue of access influences people with disabilities the most, and for this reason the accessibility of public transport, in addition to the better management of public transport, is ensured by the maintenance and improvement of the sidewalks. These, pedestrian crossings and crossings are consistently improved. The improvement of the sidewalks is based on the needs of the disabled.

The goal of the development of railway transport is to improve passenger train connections both on intrastate and international lines. In developing passenger train traffic, it is important to achieve a connection to Riga and to prepare for the construction of the Rail Baltica route through the city of Tartu. In the case of cargo haulage it is important to establish a reroute for transit train traffic and to direct cargo trains around the city. After the Koidula cargo station is established, the usage of the Tartu cargo station will decrease and trains will pass through Tartu without stopping.

The task of river transport will mainly be tourism. For this reason docking possibilities and ship connections will be developed. One of the possibilities for development is also the so called river tram. In order to determine the usability and necessity of the river tram, a feasibility and cost benefit analysis will be carried out and a pilot project will be implemented.

Air traffic has an important function to fill in ensuring an international connection to Tartu. Above all the Tartu Airport has to perform the function of connecting to other airports (e.g. Tallinn, Riga),

66 www.balticbiogasbus.eu where the passengers will transfer to another flight. The development of the Tartu airport is essential to the development of the City of Tartu and its accessibility. MEASURES

Measure Activities 2.1. Raising the quality and usage of public • Public transport planning (developing transport services services and raising their quality), including: - a demand survey of free of charge city lines and a pilot project; - optimising the line grid; - an analysis of the need and impact of developing fast public transport lines (between Annelinn, the City Centre, Maarjamõisa, the railway station, Lõunakeskus and Ropka industrial area) and developing an implementation plan; - adjusting schedules according to need and actual traffic conditions; - an analysis of the quality and demand of public transport; - cost-benefit analysis of establishing tram lines. • Cost-benefit analysis of establishing and connecting public transport terminals (railway, county lines, city lines) and design. • Planning and establishing a unit responsible for public transport planning and management, including: - carrying out a cost-benefit analysis of establishing a public transport centre and determining its functions; - setting up a public transport centre and financing its work; • Establishing a public transport ticket, information and priority system, including: - designing bus stops and installing information displays; - installing information displays in shopping centres, research institutions and public buildings; - installing information displays in buses; - installing ticket sales machines;

67 www.balticbiogasbus.eu - changing the traffic light management systems at the Riia- Akadeemia and Riia-Pepleri intersections; - installing the devices for the real time bus information system and passenger counting; - developing a ticket system based on RFID technology. • Carrying out a pilot project for the Annelinn shuttle line (Nõlvaku-Atlantis); • Public transport carrying service; • Developing a bus-on-demand system, including: - carrying out a cost-benefit analysis; - implementing the system. • Developing public transport service level norms; • Developing the public transport infrastructure, including: - improving bus stops; - improving end-stops of city lines and the resting conditions of bus drivers; - installing bus waiting pavilions and shelters. • Determining the most suitable locations for taxi stops. 2.2. Carrying out campaigns, training and events • Carrying out campaigns to promote promoting light traffic moving by cycle or on foot; • Inspecting the condition of the sidewalks (walking audit) by the residents of the city; • Assessing the cycling possibilities in Tartu and making suggestions for improvements to city leaders, City Government specialists and all those who are interested; • Procuring a cycle rent service; • Ensuring the quality of the cyclist exam by involving a police officer and including a city ride in the composition of the exam; • Establishing a trick course on school territories and supporting an update of the surface markings; • Guaranteeing training possibilities (including study materials) to children wanting a cyclist’s licence; • Charting the situation of the existing cycle

68 www.balticbiogasbus.eu training carried out in schools; • Distributing information intended for entrepreneurs for the necessity of establishing cycle parks and their financing possibilities and constructional issues. 2.3. Developing possibilities to improve the • Compiling instructions to improve the condition of movement for pedestrians and paths of movement for cyclists and cyclists pedestrians; • Traffic safety inspection of the cycle roads, sidewalks and pedestrian crossings and developing a reconstruction plan; • An analysis of the possibilities to extend the City Centre pedestrian area; • Compiling a map of the cycle roads and publishing it in print and on the web page of the City of Tartu. • An analysis of the use of existing cycle parks and the need for additional cycle parks. 2.4. Enlivening the use of railway transport • Opening the railway station to the people of the city; • Developing a fast and comfortable railway connection on the Tallinn-Tartu- Valga-Riia line; • In cooperation with the railway companies, find possibilities to make short-distance railway traffic more frequent (e.g. rail buses); • Supporting the development of railway transport (including Rail Baltica and a Tartu-Riga railway connection); • Solving the car parking issue at the railway station; • Improving the conditions for keeping cycles and establishing a sheltered cycle park at the railway station; • Finding out the need for additional train stops (in the vicinity of the Estonian University of Life Sciences). 2.5. Creating possibilities for river transport • Constructing docking facilities; • Developing the Sõpruse Bridge port and boat tanking station; • Establishing the Supilinn boat port; • Establishing the Ranna Avenue boat port; • Developing the river tram, including: - carrying out a cost-benefit analysis; - implementing as a pilot project.

69 www.balticbiogasbus.eu 4.3. Street grid

GOAL. The quality and the accessibility of the street grid have improved.

INDICATOR. Satisfaction with the condition of the streets. Waiting times at intersections (evening rush hour, total number of vehicles, minutes).

EXISTING INDICATOR LEVEL. - satisfaction: 35%. - waiting time: 53,431 minutes.

EXPECTED INDICATOR LEVEL. - satisfaction: 40%. - waiting time: 56,845 minutes.

Most of the daily movements in Tartu are performed on foot. Taking into account the dimensions and complexity of Tartu, it is important to maintain the current large proportion of movements on foot. For this reason the comfort and safety of walking on foot are to be improved. Improving the movement possibilities of the disabled and people with baby carriages is important. For this reason the sidewalks, pedestrian crossings and crossings are renovated, the street grid and the crossings are adjusted according to the needs of the disabled.

Developing the cycle traffic is one of the priorities of the transportation policies of the City of Tartu. The goal is to increase the proportion of cycle traffic. For this reason additional cycle roads and storage facilities and parks are to be established. The vision for developing the cycle traffic in Tartu is a network of cycle roads and lanes covering the whole city and creating safe and comfortable cycle parking. The objective is to facilitate the movement by cycle and change the movement by cycle into a considerable alternative to cars and to facilitate the use of cycles also during the winter. The development of light traffic is based on the development scheme of cycle traffic.

Establishing and investing in the street grid has the objective of alleviating the traffic volume on the most loaded streets and bridges of Tartu, and to ensure a safe and functional street grid for all road users. As a prerequisite of social and economic development, good opportunities of movement are established for all inhabitants and companies and an access to different goods and important services is ensured.

During the construction of all new roads, sidewalks must at the same time be built on both sides of the road and also the avenues and cycle roads which are foreseen by the comprehensive plan of the city, in detailed plans and in the cycle traffic development scheme of the City of Tartu.

The development of streets is based on the actual demand for movement. At the same time the emergence of unjustified movement and increased length of movements are avoided without losing overall quality of life and welfare. A decrease of the traffic volume of the streets of the centre is supported by creating ways for moving around this area. One of the possibilities is implementing the Tartu Eastern circuit project, which would redirect the movement of heavy goods vehicles in the city and decrease the negative environmental impact of the convergence of traffic.

During the goal oriented development of the street grid, it is important to follow a longer term perspective than is dealt with in the current development plan. Through the long term planning of the street grid, it is possible to implement measures which are based on the general developmental

70 www.balticbiogasbus.eu trajectories of the City of Tartu and achieve an optimum solution in improving the smoothness of traffic. In order to improve the smoothness of traffic and the accessibility of the transportation system, the following activities are planned, taking into account long term developments: - creating the Muuseumi Road (from Roosi Street to the eastern circuit); - creating the Raatuse Street breakthrough (in the section Puiestee Street – Muuseumi Road); - creating a road for the Dock railway location (in the section Võru Street – Muuseumi Road); - connecting Herne Street to F.Tuglase Street (including a ski-tunnel); - establishing the Tuglase Bridge; - establishing the Ropka Bridge.

In addition to the construction of new bridges, the creation of railway crossings for both motor vehicles as well as light traffic is important for a smooth traffic flow and for ensuring direct connections. Eliminating traffic convergence points (or so called bottlenecks) near bridges and the railway will help to decrease the time costs of road users, will raise the satisfaction of road users and disperse traffic, which would make the movements on the street smoother.

During the renovation of the existing streets those objects which are used by public transport and light traffic are preferred. The most important factor in planning new objects and improving existing ones is nevertheless the safety of road use. In order to decrease the environmental impact and to ensure the comfort of road use, all the streets of Tartu will be covered with hard surfacing and annual pavement renovations will be carried out. In order to raise the quality of pavements the investments in renovation will be increased.

In addition to new and existing bridges and streets, attention will also be paid to the development of technical grids. City lighting will be developed in the direction of an intelligent management system and solutions will be implemented, which would ensure the maximum energy and environmental savings cost effectively.

The result of the activities planned for the development of infrastructure is a dispersed traffic volume and a decreased negative impact of transport. The average time needed to reach the destination has decreased, so there is improved satisfaction with the infrastructure and movement, and traffic safety shown both by statistical indicators and felt by the road users has increased.

MEASURES

Measure Activities 3.1. Establishing and improving an • Establish a cyclists’ traffic campus infrastructure, which favours walking on foot between the Channel and the Emajõgi; and riding a cycle • Establishing bike maintenance and storage facilities, including: - establishing cycle parking areas with shelters next to all general education schools and secondary schools; - cycle parking areas and storage spaces next to existing public

71 www.balticbiogasbus.eu Measure Activities buildings, service institutions and apartment buildings; - a free parking area with surveillance in the City Centre; - establishing cycle parking areas next to buildings and the capacity of the building. • Renovating the intersections of cycle roads and sidewalks and pedestrian crossings, including determining which type of crossing is fitted in the given traffic environment; • Surveying the condition of the sidewalks and compiling a reconstruction action plan; • Establishing and renovating the sidewalks, cycle roads and lanes: - The sidewalks and cycle roads of the eastern circuit; - Renovating the left bank promenade of the Emajõgi, including the creation of new sidewalks and cycle roads in sections from the Turu Bridge to Lodjakoda; - finishing the sidewalks and cycle roads around the Anne Channel; - establishing a separate pedestrian and cycle tunnel under the Riia Street railway overpass and reconstructing the sidewalks and cycle roads along Riia Street; - constructing the Circuit sidewalk and cycle road from the Ilmatsalu roundabout to the Riia roundabout; - a cycle road that passes through Vana-Ihaste and Uus-Ihaste in a circle; - Tutu Street cycle road; - Raatuse Street cycle road (up to Uus Street); - Vitamiini Street cycle road; - Näituse and Tiigi Street cycle road; - a cycle road connecting Tartu City Centre and Jõgeva Road; - constructing the Marja Street cycle and pedestrian bridge; • Renovating and updating the markings of

72 www.balticbiogasbus.eu Measure Activities the cycle roads and sidewalks; • Installing spot-lighting to the pedestrian crossings; • Taking into account the movements of pedestrians and problematic locations (pedestrian crossings, public transport stops, sidewalks, inclines and intersections) in the setting of priorities for street maintenance and especially de- icing. 3.2. Constructing new bridges, main and • The eastern circuit of Tartu (from Võru distributor streets Street to Lammi Street); • Vaksali Street (from F.Tuglase Street to the city border); • Betooni Street two level intersection; • The preparatory work and the expropriation of land for the construction of the Tuglase and Ropka bridges will continue. 3.3. Renovation of the existing bridges, main and • Design; distributor streets • Renovation: - Muuseumi Road (Narva Road – Roost Street); - Aardla Street – Soinaste Street – Raudtee Street roundabout; - Ilmatsalu Street – Ravila Street roundabout; - Roosi Street (Jänese Street – Vahi Street); - Sõpruse Bridge; - Võidu Bridge; - Extension of Vaksali Street (Riia Street – Näituse Street); - Betooni Street (Vaksali Street – Ringtee Street); - Riia Street (Puusepa Street – Ringtee Street); - Ujula Street; - Oa Street (Kroonuaia Street – Ujula Street). 3.4. Building and renovating access roads and • Surfacing the asphalt roads; technical infrastructure • Maintenance and putting asphalt on the gravel streets; • Establishing and renovating the riverbank pathways, fortifications and promenades; • Technical infrastructure of the areas with cultural and environmental value; • Establishing streets through newly built-

73 www.balticbiogasbus.eu Measure Activities up areas; • Reconstructing the streets in the old town and recreating the elements of milieu- value; • Building and renovating stairs (including stairs to Toomemägi from the Pirogov place to Tähetorn); • Reconstructing the street lights, including: - installing economic lights (transfer to electronic ignition and clock mechanisms); - exchanging concrete posts; - developing an intelligent management system; - installing lights on bridges (Võidu Bridge, Kaarsild etc.); - installing street lights to areas where they are lacking.

4.4. Environmental Impact

GOAL. The negative impact of transport on the environment has decreased.

INDICATOR. The number of inhabitants in the areas of noise and air pollution which are exceeding norms.

CURRENT INDICATOR LEVEL. No information. Will be determined: - during the compilation of the action plan for reducing environmental noise; - during the compilation of the air pollution reduction action plan.

EXPECTED INDICATOR LEVEL. Will be determined: - during the compilation of the action plan for reducing environmental noise; - during the compilation of the air pollution reduction action plan.

Minimising the environmental and health impact is one of the more important principles of sustainable development. Air pollution, noise and vibration have been brought out most frequently as the negative impact of transport, which all influence the health of the people and thus also the choice of place of residence. Regular surveying of the environmental situation and timely and adequate reaction to possible changes and indicators surpassing established norms is important. The basis of goal-oriented behaviour is certainly the development of specific and goal-centred action plans.

In order to decrease the negative environmental impact of the transportation system it is necessary to facilitate the use of alternative motor vehicle fuels in city transport. The City of Tartu has joined the project “Baltic Biogas Bus” which, as one of its goals, is to encourage the use of biogas in city transport in order to create an environmentally friendly habitat. Strategies to introduce the use of biogas as a fuel and to develop the production and distribution of biogas on the local level will be

74 www.balticbiogasbus.eu created in the framework of the project, as were the five buses running on compressed gas which were taken into use on the Tartu city lines in 2011. The results of the (bio)gas bus feasibility and cost benefit analysis carried out in the framework of the project show that (bio)gas buses are profitable in terms of the environment and economically. By 2018 it is planned to increase the proportion of gas buses to 50% of the total buses in operation. The number of existing fuelling stations does not permit such a change and therefore it is necessary to establish additional gas fuelling station(s).

At first the buses will use natural gas as fuel, but later it is planned to use cleaned biogas or biomethane, which can be produced in the Tartu area from organic waste, sewage mud or waste dump gas. Supported by the activities initiated by the project, the City of Tartu is looking for ways to produce and use biomethane in the city line buses.

In order to decrease the environmental impact, the use of environmentally friendly vehicles is facilitated. One possibility is to use environmentally friendly vehicles to provide services which are ordered by the Tartu City Government (e.g. waste disposal, street cleaning, taxis for the disabled). In order to achieve this, it is necessary to develop and implement methods for arranging public procurements, which would favour the use of vehicles with lower CO2 emissions.

To increase the comfort of the use of electric vehicles, methods are sought to establish charging stations in addition to those established in the framework of the national project. A parking discount is also planned for electric and gas vehicles, as well as other measures that would help to increase the usage of economic vehicles. One possibility is to create special waiting areas for environmentally friendly taxis in the attraction centres of the city.

In order to decrease the environmental load on the City Centre area and to improve traffic safety it is recommended to develop and implement the “Green City Centre” concept, which would cover different traffic control measures (lowering the speed limit, restrictions on truck traffic, preferences for light traffic, decreasing the number of parking spots on the streets etc.) to decrease the number of motor vehicles in the City Centre area. The “Green City Centre” concept is taken into account in the comprehensive plan of the Tartu City Centre.

MEASURES

Measure Activities 4.1. Facilitating the use of environmentally • Increasing the use of environmentally friendly vehicles friendly methane gas using buses in the City of Tartu and starting to use biogas in the city’s transportation system. The goal is to raise the number of buses running on methane gas to at least half of all buses servicing the city lines by 2018. • Establishing electric vehicle charging points. • Determining the possibilities to favour environmentally friendly taxis and raising awareness. • Developing parking discounts for electric and gas vehicles.

75 www.balticbiogasbus.eu Measure Activities 4.2. Monitoring the environmental impact of • External air monitoring, including: transport - making random monitoring of fine dust and ozone more efficient; - determining the areas exceeding the pollution level limit values; - air pollution reduction action plan. • Noise and vibration monitoring, including: - compiling a strategic noise map of the city; - compiling an action plan to reduce city noise; - implementing measures to reduce noise and vibration (e.g. the railway), including the building of noise barriers. 4.3. Promoting environmental awareness and • Environmental training of specialists improving the accessibility of environmental involved in land use and transport information planning; • Developing the environmental awareness of residents, including: - raising the transport environmental awareness of children; - ensuring the accessibility of environmental information (air quality, noise, vibration etc.) to those interested.

4.5. Traffic safety

GOAL. The number of those killed and injured in traffic accidents has decreased.

INDICATOR. The number of injured in traffic accidents.

CURRENT INDICATOR LEVEL. 129 people.

EXPECTED INDICATOR LEVEL. 60 people.

In addition to the quality of the living environment, another health risk also derives from transport which is related those injured and killed in traffic accidents. When the health risks of many diseases and phenomena have been lowered on the global level, then the role of traffic accidents as a source of premature death is rising. In order to raise traffic safety, the City of Tartu has developed and accepted a traffic safety program, which puts down the goals and activities that should help to significantly decrease the number of traffic accidents and people injured or killed. To achieve this, the focus has been put on five key areas, which are the management of and legislation on traffic safety activities, traffic training, traffic safety campaigns and information, monitoring, and the safety

76 www.balticbiogasbus.eu of the general traffic environment. All of the activities planned to raise traffic safety must be put into a broader perspective than any specific area, because it is not enough to focus on traffic training or the safety of infrastructure to reach the desired goal. The cooperation and exchange of information between different departments and interest groups dealing with traffic safety, the existence of specialists of the field, raising the awareness of the population through information campaigns and more efficient monitoring are also important.

The local government itself has only a few options to monitor the adherence to traffic rules, but cooperation with the police and implementing automatic monitoring systems are important measures to decrease traffic violations. In shaping the traffic environment, the needs and the places of danger for the least protected road users must be taken into account. This also creates the prerequisites for the increased competitiveness and attractiveness of alternative types of movement to motor vehicles. The basis of a safe infrastructure is the pre-auditing of different solutions in the planning phase and inspecting the existing traffic solutions. A regular analysis of traffic accidents helps to evaluate the efficiency of hitherto activities and to focus on the problematic areas from the perspective of achieving the goals of traffic safety. The final goal is a traffic environment where road use according to traffic rules does not result in any accidents with human casualties. In improving the traffic safety level of the City of Tartu, the measures and activities planned in the Tartu City Traffic Safety Program 2011-2015 are taken as the basis.

MEASURES

Measure Activities 5.1. Systematising the arrangements of traffic • Creating the position of a traffic safety safety activities and improving the accessibility specialist; of information • Submitting reports of traffic accidents with human injuries to the Tartu Traffic Council by the police, together with an analysis of the main reasons for the accidents; • Arranging a round table for the evaluation of the outcomes of the Tartu Traffic Safety Program and the discussion of measures; • Exchanging the analysis results of different agencies (e.g. Police and Border Guard Board, Road Administration, City Government) concerning traffic safety. 5.2. Arranging and supporting campaigns, • Supporting private projects concerning training and events directed at the awareness of traffic safety (including campaigns, traffic- traffic safety problems themed days); • Informing and training the residents in traffic safety; • Mediating information about national traffic safety campaigns and events; • Carrying out traffic safety campaigns directed at local deficiencies in road use

77 www.balticbiogasbus.eu Measure Activities behaviour using local information channels and arranging public events; • Arranging safe driving information events directed at moped drivers. 5.3. Better information campaigns related to • Broader advice about traffic safety and topics of traffic safety related fields through different information channels; • Dealing with traffic safety topics in city- wide events (e.g. wisdom day); • Carrying out traffic safety lectures during the parent’s general meetings in kindergartens and schools. 5.4. Making traffic violation monitoring more • Improved advice (including reminder efficient stickers) about the possibilities of the Traffic Line (14900); • Promoting the Public Order Phone 1789 as a possibility to inform about traffic dangers; • Pilot project – installing speed radars on the roads entering Tartu and in areas where the speed limit is decreased; • Procuring, installing and maintaining surveillance cameras (speed, crossing the intersection when not permitted, public transport lane, no parking allowed); • Carrying out a control of traffic violations in cooperation with the police during an information campaign. 5.5. Carrying out research charting the safety of • Carrying out an analysis of the traffic the traffic environment accidents in Tartu, determining the convergence areas of traffic accidents and developing a plan to reduce their danger; • Charting traffic dangers among pupils on the way to school. 5.6. Sustainable and Safe Planning, the • Traffic safety auditing of the Design and Reconstruction of Streets and comprehensive and detailed plans; Roads • Traffic safety auditing of the road projects; • Auditing and inspection of dangerous road sections and prior to road projects; • Making the streets more safe on the basis of traffic accident analysis (including the reconstruction of intersections in order to increase safety); • Making the traffic environment more safe on the main streets and parts of the international highways passing through

78 www.balticbiogasbus.eu Measure Activities Tartu; • Taking into account the movement requirements of the people with special needs in the planning of new road objects.

79 www.balticbiogasbus.eu 5. Implementing the Development Plan

The Tartu City Transport Development Plan will be implemented in cooperation with all transport interest groups of the City of Tartu, which are the departments of the Tartu City Government, Tartu City Council, Tartu County Government, the Road Administration, the local governments of the region, companies, research and science institutions, nongovernmental organizations and citizens.

According to the rules established by the Tartu City Government regulation about the compilation, changing and implementation reporting, a sub-unit will compile the draft of the sectorial development plan and will monitor its implementation in the jurisdictions in which the subject area lies, if it is not decided otherwise by the City Government. The implementation report of the subject area development plan will be compiled and put through at the same time and on the same grounds as the implementation report of the city development plan. Thus the principal of monitoring the Tartu City Transport Development Plan is the Department of Communal Services of the Tartu City Government, which is responsible for actively involving the other parties in carrying out the planned activities.

80 www.balticbiogasbus.eu 6. Summary and conclusions

Most of the movements in Tartu are performed either on foot or by cycle or by public transport. Of the movements during a working day, 72% are performed by alternative types of movement to a car.41 Thus, these types of movement have a central role in the transportation system of Tartu. Unfortunately, motor vehicle usage has increased during the last decades and thereby the proportions of other types of movement have decreased. In a situation where light traffic and public transport make up the predominant proportion of movements, it is necessary to take measures which consider the interest of the majority and thus influence the transportation system the most.

Minimising the environmental and health impact is one of the more important principles of sustainable development. Air pollution, noise and vibration have been brought out most frequently as the negative impact of transport, which all influence the health of the people and thus also the choice of place of residence. Regular surveying of the environmental situation and timely and adequate reaction to possible changes and indicators surpassing established norms is important. The basis of goal-oriented behaviour is certainly the development of specific and goal-centred action plans.

The people of Tartu have from year to year increasingly evaluated the general condition of the environment.42 The survey “People of Tartu and the Environment 2006” (“Tartlane ja kekkond 2006”) showed that the people of Tartu judge the general condition of their living environment to be good (46%) or satisfactory (48%). The main factors that influence the air quality in Tartu were considered to be motor vehicle emissions and dust.

In order to decrease the negative environmental impact of the transportation system it is necessary to facilitate the use of alternative motor vehicle fuels in city transport. The City of Tartu has joined the project “Baltic Biogas Bus” which, as one of its goals, is to encourage the use of biogas in city transport in order to create an environmentally friendly habitat. Strategies to introduce the use of biogas as a fuel and to develop the production and distribution of biogas on the local level will be created in the framework of the project, as were the five buses running on compressed gas which were taken into use on the Tartu city lines in 2011. The results of the (bio)gas bus feasibility and cost benefit analysis carried out in the framework of the project show that (bio)gas buses are profitable in terms of the environment and economically. By 2018 it is planned to increase the proportion of gas buses to 50% of the total buses in operation. The number of existing fuelling stations does not permit such a change and therefore it is necessary to establish additional gas fuelling station(s). At first the buses will use natural gas as fuel, but later it is planned to use biomethane, which can be produced in the Tartu area from organic waste, sewage mud or waste dump gas. Supported by the activities initiated by the project, the City of Tartu is looking for ways to produce and use biomethane in the city line buses.

In order to decrease the environmental impact, the use of environmentally friendly vehicles is facilitated. One possibility is to use environmentally friendly vehicles to provide services which are ordered by the Tartu City Government (e.g. waste disposal, street cleaning, taxis for the disabled). In order to achieve this, it is necessary to develop and implement methods for arranging public procurements, which would favour the use of vehicles with lower CO2 emissions. 41 Source: Survey of Movements of the Inhabitants of the City of Tarty and the Neighbouring Local Governments (Tartu linna ja lähiomavalitsuste elanike liikumisuuring) 2009 42 Source: Evaluation of their Living Environment of the Inhabitants of Tartu. The Environmental Behaviour, Beliefs and Attitudes of the People of Tartu. (Tartlaste hinnang oma elukeskkonnale. Tartlaste keskkonnaalane käitumine, arvamused ja hoiakud.) 2006

81 www.balticbiogasbus.eu To increase the comfort of the use of electric vehicles, methods are sought to establish charging stations in addition to those established in the framework of the national project. A parking discount is also planned for electric and gas vehicles, as well as other measures that would help to increase the usage of economic vehicles. One possibility is to create special waiting areas for environmentally friendly taxis in the attraction centres of the city.

In order to decrease the environmental load on the City Centre area and to improve traffic safety it is recommended to develop and implement the “Green City Centre” concept, which would cover different traffic control measures (lowering the speed limit, restrictions on truck traffic, preferences for light traffic, decreasing the number of parking spots on the streets etc.) to decrease the number of motor vehicles in the City Centre area. The “Green City Centre” concept is taken into account in the comprehensive plan of the Tartu City Centre.

In addition to the quality of the living environment, another health risk also derives from transport which is related those injured and killed in traffic accidents. When the health risks of many diseases and phenomena have been lowered on the global level, then the role of traffic accidents as a source of premature death is rising. In order to raise traffic safety, the City of Tartu has developed and accepted a traffic safety program, which puts down the goals and activities that should help to significantly decrease the number of traffic accidents and people injured or killed. To achieve this, the focus has been put on five key areas, which are the management of and legislation on traffic safety activities, traffic training, traffic safety campaigns and information, monitoring, and the safety of the general traffic environment.

The development vision of Tartu City transport determines the final goals for the desired situation of transport in Tartu by 2020. It is a vision of the future and in the name of its achievement the transport of Tartu is developed throughout the duration of the development plan. A strategy has been planned for implementing the vision, which determines the necessary principles, values, key activities, knowledge and policies. The vision of the City of Tartu of the future of Tartu’s transport is:

Tartu is a city with friendly, safe, sustainable and smooth traffic for all road users!

82 www.balticbiogasbus.eu Used materials

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