Mobility management plan for the city of Ljubljana - South

Mobility Management Plan for the
City of Ljubljana
1
Table of Contents
1. Introduction ........................................................................................ 3 2. MM Plan - Template............................................................................ 7
Headline / Titel ..................................................................................... 7 A. Acknowledgement............................................................................ 7 Chapter 1: Introduction........................................................................ 8 Chapter 2: Feasibility / Existing Conditions ....................................... 14 Chapter 3: Overall Goals................................................................... 34 Chapter 4: Implementations / Activities ............................................. 36 Chapter 5: Monitoring and Evaluation ............................................... 55 Chapter 6: Conclusion....................................................................... 55 1. Introduction
Ljubljana, the capital of Slovenia and the cultural, trade and scientific centre of the country
has 275.000 inhabitants, 47.000 are university students. In addition more than 130.000
commuters travel to the city each day. It is situated at the intersection of EU transport
corridors V and X, thus the road infrastructure (motorway ring) around the city is heavily
burdened by increasing international freight transport and to a lesser degree also to a
seasonal tourist transport.
Creating almost one third of entire Slovenian trade and having about one quarter of all
employed people, Ljubljana strongly influences the dynamics of entire region and Slovene
economy. High urban density in city centre with 27,000 people living in an area of 5 km², very
high concentration of activities in star shaped city topography, underdeveloped public
transportation system and modest use of public transport facilities contributes to air pollution,
noise, traffic congestions and are decreasing the quality of living. Partly this contributes also
to negative demographic trends as the people (middle class, at very first young families) are
leaving city centre and migrate out to surrounding municipalities. This trend in turn enhancing
increase of inter-regional commuting and thus contributed to decreased mobility and
increased environmental costs of transport.
In 2006 Ljubljana has 611 cars per 1000 inhabitants whereas the number for the urban
region as a whole is 608. In 1994 the number of the personal cars commuting to the city was
97.000 per day in the year of 2000 reached 120.000 and is nowadays exceeding 130.000.
Ljubljana has a dens network of a PT that is provided by a singe city buses operator LPP
under public service regime. City buses are rather comfortable but slow since they in general
lack separate lanes and priority at intersections. From the beginning of 1990ies on PT is in
however in permanent decline, although at the turn of the century this slowed down. In 2001
it transported 95 million passengers however in 2009 the number decreased to 83 million.
The construction of shopping malls at the outskirts of the town that started in mid 1990ies
increased both travelling to the city and within the city. Nevertheless the city is not yet
experiencing traffic jams at the frequency and volume of most larger cities in Western
Europe, however the average speed and mobility are decreasing while at the same time the
problems with stand still traffic and air pollution are increasing. The transport sector is the
only sector in the city with continuous growth of emissions of main air pollutants.
Ljubljana is however yet not experiencing traffic congestions at the level of some most
motorised Western European cities, however decreased mobility and increased noise and air
pollution present large danger to the quality of life in the city and an obstacle to vitality of its
business and economy.
New concepts and tolls are thus needed for maintenance and improvement of the actual
level of mobility as well as for reduction of air pollutants to the EU acceptable level and
reduction of greenhouse gasses that are coming from the traffic.
In recent decade mobility in Ljubljana is becoming one of the main issues due to:
• heavily increased number of individual personal motorised vehicles in the city;
• multi fold increase of daily commuting to the city for work, commercial and leisure
activities;
• multi fold decrease of urban, sub-urban and inter-regional transport in terms of
passenger’s kilometre services;
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•
large increase of trans-national freight transport and to some lesser extent also
seasonal tourist transport that is passing on the motorway around the city.
Those developments resulted in:
•
•
•
•
•
•
slowed down traffic in the city and dramatic increase of traffic congestions;
increased problems with stand still traffic respectively lack of an adequate capacities
for legal parking of vehicles;
increased level of noise above the marginal values;
increased air pollution and frequent violations of EU set and sanctioned air protection
standards and related increase of mortality respectively decreased life expectancy;
reduced productivity of labour due to exposition to congested traffic of the daily
migrating labour force and related losses in city’s economy;
decreased quality of life in the city that is provoking migration of a part of
economically most vital population to surrounding municipalities and thus enhancing
daily individual car based migration to the city.
Many of those negative developments are generated and determined by factors that the city
respectively its administration can not directly influence and manage, nevertheless the city
has till recently failed to respond to negative trends in question by:
•
•
•
an adequate housing policy that would keep affordable housing for economically most
vital yet vulnerable part of population (young families at very first) in the city by an
adequate offer of non-profit social housing and by strengthened capacities to prevent
speculative real estate and housing business;
a spatial and urban development policy that would concentrate new commercial and
residential buildings on the empty or low population density areas within or close to
the centre respectively reduce further dispersion of the settlement;
a clearly formulated and comprehensive transport and mobility policy that would be
based on “predict and manage” approach rather then on “predict and provide”
approach and would rather then supporting further personal car based mobility focus
on:
o overall calming down of the traffic in the city by extension of reduced speed
zones and reduction of speed at certain intersection of main avenues as a
general precondition to increase traffic safety, at very first for non-motorised
traffic participants;
o faster and more dynamic modernisation of public transport services at very
first (environmental) modernisation of city bus fleet, better information services
for PT customers and earlier introduction of single e-ticketing;
o changes of traffic regimes in support of priority of PT (separate lanes regime
and strict sanctioning of its violation), walking (extended pedestrian zones)
and cycling (for example removal of ban for cycling on main avenues and
allowing/enabling counter flow cycling at most of one way streets);
o removal of the obstacles and barriers for walking and (utility) cycling in the city
at very first by reconstruction of sidewalks and cycling driveways and by better
integration of the cycling network in the city as well as by provision of priority
of cycling (by introduction of cycling boulevards, cycle boxes, cycle green
waves and direct routing of the cyclist through intersections) at main
accession corridors to the city centre and/or by establishing;
o an improvement of inter-modality by additional P+R facilities, provision of
properly located adequate number of weather protected and safe locking
enabling bicycle parking facilities at central railway and bus stations, end and
main transfer stops of city bus lanes, railway stops within the city and P+R
facilities;
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o
o
o
a parking policy that would next to provision of new underground public
parking garages in the city centre provide more P+R facilities at the end stops
of city bus lanes, intersections of public traffic and motorway ring, parking tariff
policy that would even more stimulate parking out of the city centre and
stricter sanctioning of parking violation also out of the city centre;
an innovative (sublime marketing, individual mobility marketing) promotion of
PT and non-motorised mobility through various on different target groups
focused campaigns based on common concept and visual identity of the
mobility in the city and its consequent branding on traffic signalisation,
transport and mobility press materials and on internet applications;
a reform of city administration that would by joining of jurisdictions,
competences, responsibilities, tasks and finances increase capacities and
enable better and more comprehensive management of the transport and
mobility in the city.
In recent years a substantial progress has been made in a large part also because through
the CIVITAS ELAN project that is lead by the City of Ljubljana the city has substantially
increased transfer of good EU practices in the fields of sustainable transport and mobility and
capacities in the field of sustainable urban transport planning, customer’s tailored public
transport, design and introduction of pilot corridor for fast and comfortable public transport,
comprehensive utility cycling policy, improvement of (information) services for PT users,
promotion and marketing of PT and non-motorised mobility, understanding of congestion
charging etc. The ongoing positive changes include:
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•
•
•
•
•
•
•
•
•
•
•
•
the closure of a part of historic centre for motorised traffic, re-design and extension of
non-motor traffic/pedestrian zones in the city centre;
the introduction of Urbana e-ticket for payment of PT, car parking and some other
services in the city and attempts to up-grade it also for payment of personal train
transport and sub-urban bus services;
the extension of some existing and introduction of a new city bus lines (also outside
the border of COL);
a substantial increase of safe locking enabling cycling parking racks in the city centre;
the introduction of city traffic wardens, extension of their jurisdiction and competences
to sanction traffic violations, increase of their capacities and much stricter sanctioning
of illegal vehicle parking on sidewalks, cycle ways and green areas, at least in the city
centre;
the decision to implement a strictly sanctioned separate PT lane for introduction of
fast and comfortable PT corridor Dragon’s tail (form Stožice sport centre at north of
the city to intersection with motorway at exit Barje at south of the city) on existing
driveway;
(not yet finished) construction of large P+R facilities at Stožice Sport Centre;
the employment of cycling coordinator of COL, establishment of multi-stakeholder
Cycling Platform of COL and design of comprehensive cycling strategy of COL;
a preparatory activities to introduce the first “shared spaces” in the city;
the finalisation of inner city road ring by construction of Fabiani bridge across
Ljubljanica river that would also enable closure of main avenue in the city centre
(Slovenska cesta) for private motorised vehicle transport and provision of main
cycling two way corridor through the centre of the city;
the provision of an adequate technical expertise for sustainable transport planning
and management at the level of LUR;
the identification of necessary political, legal and institutional steps for improvement
of coordination of transport and traffic and increase capacities for sustainable
transport planning and management at the level of LUR.
the design of Mobility Management Plans for the Ministry of Foreign Affairs of RS and
for new administrative palace of COL.
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Nevertheless those positive trends are still jeopardised by:
• a strong predominance of “car mobility culture” within the country;
• a vague national transport and mobility policy that is in a large delay in providing
information basis and regulatory tools to synchronise PT tariffs and timetables
and provides single-ticketing system for a pt services in the country;
• a missing “mezzo level” political-administrative (regional self-governance) that
would provide solid legal and administrative ground for an adequate design and
implementation of transport and mobility policy at the level of LUR and its
coordination with national transport and mobility policy;
• the dominance of “predict and provide” paradigm in transport planning on the level
of the country and at local level;
• the ambitions for capital intensive major increase of road infrastructure within the
city that can be recognised in most recent master plan of COL;
• the plans for change of traffic regimes within the city in order to increase speed
and flows for individual motorised transport by extension of one-way street
regimes and (re) open the dead end access streets to flow through streets;
• a toward projects and management rather then toward policy respectively
governance oriented approach of current city top decision makers;
• the lack of clearly expressed and strong political will to support reorganisation of
transport and mobility activities of the municipal administration and provide strong
support to transparent and comprehensive sustainable transport and mobility
management in the city;
• a weak understanding of the importance of soft measures by top decision and
policy makers in the city and consequently their role within a comprehensive
mobility policy approach;
• a weak understanding of the importance of public participation in change of
mobility behaviour and mobility patterns by top decision and policy makers in the
city and consequently their role in sustainability of transport and mobility.
Based on above described trends respectively strengths, weaknesses, opportunities and
threats and taking into consideration:
• the transport related goals and objectives of the Environmental Protection
Programme of COL for a period 2007 – 2013;
• determination of COL to fulfil criteria of “Healthy City” and “Green City” and
• recently proclaimed aspiration of COL to perform as one of the top ten cities
on the globe in terms of quality of life
and by taking into account the restrictions imposed by financial and economy crisis the draft
of Mobility Management Plan of the City of Ljubljana for a period 2011 –2013 is focusing
on:
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•
•
•
the improvement of conditions for non-motorised mobility in the city;
the improvement of inter-modality in the city;
the innovative promotion of walking, (utility) cycling and other non motorised transport
modes, also in combination with use of PT;
proposing of the measures to increase the capacities for a sustainable transport and
mobility planning and management within COL and within LUR.
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2. MM Plan
SMART MOBILITY FOR THE CITY OF LJUBLJANA
WP 4 Act. 4.4
Mobility Management Plan for the City of Ljubljana
Prepared for: South Eastern European EU programme
Prepared by: Andrej Klemenc
Date: November 30, 2010
Organisations / Institutions involved: UIRS, CC, DET, ODPI
Working groups:
a) Transport in COL: Aljaž Plevnik (UIRS), Damjana Belak (COLDUP, Simona Popit (COL-ORPI),
b) Non-motorised mobility in COL: Blaž Lokar (Za mesto po dveh),
Janez Bertoncelj (COL-CC), Luka Mladenović (UIRS), Gašper
Žemva (LKM), Vita Kontić (COL-ORPI)
A. Acknowledgement
I. Table of Contents
II. List of Acronyms
III. Executive Summary / Overview
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II. List of Acronyms
English name
Original (Slovene) name
Acronym
Cycling Coordinator of COL
Kolesarski koordinator MOL
CC
Department of Economy and Transport Oddlek za gospodarstvo in promet MOL
of COL
DET
Department of Urban Planning of COL
DUP
Oddelek za urejenje prostora MOL
Department of Environmental Protection Oddelek za varstvo okolja
of COL
DEP
Department of Education and Sports of Oddelek za predšolsko vzgojo, šolstvo in DES
COL
šport MOL
Office for Development Projects and Služba za razvojne projekte in investicije ODPI
Investments of COL
MOL
City Traffic Wardens
Mestno redarstvo MOL
CTW
Urban Planning Institute of RS
Urbanistični inštitut RS
UIRS
Ljubljana Cyclist Network
Ljubljanska kolesarska mreža
LKM
City Council of COL
Mestni svet MOL
CiC
Student Organisation of the University of Študentska
Ljubljana
Ljubljani
Faculty of Social Science
University of Ljubljana
of
Ljubljana Urban Region
Regional Development
Ljubljana Urban Region
organizacija
univerze
the Fakulteta za družbene vede Univerze v FDV
Ljubljani
Ljubljanska urbana regija
Agency
v ŠOU
of Regionalna
razvojna
Ljubljanske urbane regije
LUR
agencija RRA LUR
Institute for Tourism of COL
Zavod za turizem MOL
LTO
Master Plan of COL
Prostorski načrt MOL
MP COL
Ministry of Transport of the RS
Ministrstvo za promet RS
MT-RS
Ministry of Environment and Spatial Ministrstvo za okolje in prostor RS
Planning of the RS
MoE-RS
Ljubljana Public Transport
Ljubljanski potniški promet
LPP
Slovene Railways
Slovenske železnice
SŽ
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III. Executive summary
This document was designed as a part of the project South Eastern European Mobility
Management Scheme by the Ljubljana Office of the Regional Environmental Centre for
Central and Eastern Europe in cooperation with local partners of the project CIVITAS Elan
that is aiming to improve mobility in the partner cities and sustainability of their transport
systems by transfer of information and know how from the EU level and is lead by the City of
Ljubljana.
In recent two decades the city of Ljubljana experienced dramatic changes in increase of
traffic flows and in number of registered private motorised vehicles in the city as well as the
number of cars commuting to the city, a substantial decrease of share of a public transport
and walking in the modal split of the city and a considerable increase of traffic born noise and
air pollution.
The document is focused on the improvement of the mobility situation in the city by exploring
long time neglected potential for non-motorised mobility in the city respectively by
comprehensive actions to reduce obstacles and barriers for walking and cycling in the city
and to promote by an innovative approach walking and cycling in the city not as separate
mobility modes but as a part of mobility system that is based on priority of public transport,
walking and cycling as mutually supportive modes for a sustainable transport system in the
city. In doing this document is in large relaying upon assessments and preliminary results of
the ongoing CIVITAS Elan initiative. It is taking into account advantages of Ljubljana to relay
on combination of public and non-motorised transport as a basis of the mobility in the city:
favourable climate, topography, size, density and structure of the settlement as well as solid
public transport and cycling network that however both need substantial improvements.
The document also starts from the presumption that due to the economy recession, the
financial crisis and relatively high indebtedness of the city large investments in extension and
modernisation of the transport infrastructure and transport systems are at least in midterm
perspective neither economically sustainable nor politically viable. Mobility Management
should be therefore considered not as an additional tool of the transport policy but as a
vehicle from present »predict and provide« approach toward »predict and manage
approach« in policy making and from shift from the “hard” transport measures toward the
“soft” mobility measures. The document however also refers to inadequate policy and
administrative capacities in the city and in Ljubljana urban region to design, manage and
implement sustainable transport and mobility policy at the level of the city and the region and
is proposing activities for capacity building in the field.
The Mobility Management Plan of Ljubljana is well aware of the fact that transport and
mobility issues within the city are by large shaped and influenced by both transport dynamics
in the region, at national and trans-national level as well as by other policies like local and
national spatial development and housing policies. Mobility Management Plan at the level of
the city can of course not manage the problems that are out of its scope. It can however
provide an approach that is compatible with sustainable transport developments on a
broader scale. Unfortunately national transport policy is vague and Ljubljana urban region is
lacking legal and administrative substance. The document is however sound with principles
of the National Resolution on Transport Policy from 2006 and basic findings and proposals of
the expertise on the development of transport system design in Ljubljana urban region that
was carried out on behalf of the Regional Development Agency of Ljubljana Urban Region.
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Chapter 1 argues why a Mobility Management Plan is an appropriate and relevant tool for a
sustainable transport and mobility in the city and brings in foreground relevant local and
regional issues as well as its benefits for the community.
Chapter 2 of the document provides:
:
• a general overview of changes in transport trends within the city and Ljubljana urban
region;
• a general assessment of transport trends to and within the city;
• a brief analysis of the political, the legal and the administrative framework conditions
and the transport and mobility policy of the city.
In the absence of explicit policy documents in the field of transport and mobility it takes into
account relevant environmental and spatial planning policy documents, transport expertises,
activates of the CIVITAS Elan project in Ljubljana, relevant political documents of the City of
Ljubljana and the political program of the actual mayor and his election list that has a majority
in City Council. In addition it also takes in consideration the present financial and economy
situation in the city and nation-wide. At the end of the chapter a SWOT analysis is provided.
Chapter 3 is defining overall goals of the Mobility Management Plan that are anchored in
vision of Ljubljana as a healthy green city that ranks between the best cities on the globe in
terms of quality of life also due to excellent outdoor quality, low level of noise and very good
mobility provided by comprehensive and mutually supporting options of walking, cycling, PT
and personal vehicle transport systems through modern inter-modal terminals. It further lists
political and policy documents that support that vision.
The implementation activities for achieving overall goals are defined, described in detail and
listed in an overview format in Chapter 4 and consists of general calming of the traffic in the
city by extension of reduced speed zones in the city, activities and measures to improve
infrastructure of cycling and walking in the city and promotion activities in favour of increase
of for non-motorized transport in the city. Further on each of the activities is described in
detail with a standardized format that defines goals, target groups, time frame, actions, subactions, support, budget, responsibility and indicators.
Chapter 5 provides targets and indicators, methods of data collection or data sources,
responsibility and monitoring period for the measures as defined by MAX Sumo support
programme.
The conclusions of the document are listed in Chapter 6 and are putting forward necessity of
good quality and corporate identity of transport infrastructures and systems in support of
walking and cycling as a necessary precondition for successful promotion campaigns aimed
to change mobility behaviour and patterns. A need for clearly formulated and transparent
transport and mobility policy at all levels and the need of concentration and increase of
capacities to define, design and implement transport and mobility in the city are once again
underlined. Last but not least the document pledges for a participatory further elaboration of
the mobility management measures and activities in the city.
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Chapter 1: Introduction
This document was designed as a part of the project South Eastern European Mobility
Management Scheme by the Ljubljana Office of the Regional Environmental Centre for
Central and Eastern Europe in cooperation with local partners of the project CIVITAS Elan
that is aiming to improve mobility in the partner cities and sustainability of their transport
systems by transfer of information and know how from the EU level and is lead by the City of
Ljubljana. Within an informal process the information inputs have been provided by DET,
DUP, DEP, CC, UIRS; LKM, LPP and at very first by the partners of CIVITAS Elan project in
Ljubljana. No formal consultative process on the document has been carried out yet.
1.1.1 Why sustainable transport and MM plans?
Next to large benefits to the economy and society in general in terms of providing high level
of mobility of goods, services and people the modern transport infrastructure and vehicles
has a large negative impact on natural and physical environment and human health that
have been to long neglected and might have – taking into consideration the transport sector
as the largest emitter of the greenhouse gases in the developed world and a sector with
fastest growing emission within developing countries – a fatal adverse impact on human
induced climate change. In addition in most of the developed countries more transport do not
provides neither a better economy performance nor a better mobility. On the contrary a
capital intensive investments in a transport infrastructure and systems are undermining
efforts of governments to consolidate national budgets and provide resources for necessary
structural reforms of economy. In addition costs of traffic jams, traffic born emission mortality
and lost of bio-diversity is contributing to the negative balance of motorised road vehicle
transport modes. Those negative aspects of modern transport infrastructure and systems
can only be on a limited scale and not fast enough to catch up with urgent demands of
climate mitigation improved by introduction of more efficient and cleaner vehicles and
smarter infrastructure. A quick and radical shift is needed to reduce a need for further
expansion of transport. This can be done without reduction of mobility at very first by full
exploration synergies from combined use of existing travel modes. The potential of the later
can be however fully explored only by improving long neglected need for least costs
infrastructure improvements for non-motorised mobility in urban areas – the largest attractors
and generators of transport nowadays.
Mobility Management is a new approach in dealing with transport and mobility issues in
urban areas that is focused on improvement of inter-modality and change of mobility patterns
in favour of public and non-motorized transport modes by delivering comprehensive and
easy to access information to the transport system users, improving transfers between
different transport systems and travel modes and providing motivation and incentives for use
of public and non-motorized transport systems. Rather then on extension of transport
infrastructure and systems in general it is focused on comprehensive small scale
improvements that enables adjustments and improves coordination between different parts
of transport system in order to maximize advantages of each single mode of mobility
respectively to diminish mental, information, system and technical barriers for public and
non-motorized transport modes where they have considerable advantages over individual
private vehicle transport modes.
A Mobility Management Plan at the city level should provide a clear picture on transport
trends and legal, administrative and political framework conditions in the field of transport
and mobility in a city and should deliverer a comprehensive set of measures and actions
aimed to improve mobility in the city that is primarily based on »soft measures« and
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necessary investments to improve non-motorised transport modes and transition between
different transport modes in an urban area (inter-modality).
1.1.2 Local/Regional issues
In recent decade mobility in Ljubljana is becoming one of the main issues due to:
• heavily increased number of individual personal motorised vehicles in the city;
• multi-fold increase of daily commuting to the city for work, commercial and leisure
activities;
• multi-fold decrease of urban, sub-urban and inter-regional transport in terms of
passenger’s kilometre services;
• large increase of trans national freight transport and to some lesser extent also
seasonal tourist transport that is passing on the motorway around the city.
Those developments resulted in:
•
•
•
•
•
•
slowed down traffic in the city and dramatic increase of traffic congestions;
increased problems with stand still traffic respectively lack of adequate capacities for
legal parking of vehicles;
an increased level of noise above the marginal values;
increased air pollution and frequent violations of EU set and sanctioned air protection
standards and related increase of mortality respectively decreased life expectancy;
reduced productivity of labour due to exposure to congested traffic of the daily
migrating labour force and related losses in economy of the city;
decreased quality of life in the city that is provoking migration of a part of
economically most vital population to surrounding municipalities and thus enhancing
daily individual car based migration to the city.
Many of those negative developments are generated and determined by factors that
the city respectively its administration cannot directly influence and manage
1.1.3 Benefits for the community
By mobility management the COL can achieve and provide considerable benefits such as:
•
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•
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•
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reduced traffic congestion in the city;
improved mobility within the city;
reduced costs of delivery delays of goods and services and reduced labour
productivity due to transport to work stress;
reduced demand on providing new road and parking infrastructure in the city;
decreased level of noise and emitting of air pollutants;
improved quality of life in the city and health of its residents due to less polluted
outdoor air, lover level of transport noise, lower exposure to stress in transport and
increase of activities that prevents respiratory, cardio-vascular and metabolic
diseases;
improved attractiveness for tourists;
improved attractiveness of the city for economically vital population.
1.1.4 The planning process
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The capacities of COL for transport and mobility are weak and inadequately organised in
terms of division of jurisdictions, competences, tasks, finances and intra-department
cooperation. There is neither strong legal basis nor clear political support for mobility
management within the COL. Most of the transport planning is taking part within urban and
spatial planning, at very first within Master Plan. COL does not have a straight, clearly
defined and transparent transport policy. In recent time political and administrative capacities
for transport at COL have been overwhelmed by:
• the design and adoption procedure of new Master Plan and Implementation of COL
Master Plan;
• the provision of the expert basis for sustainable transport planning in LUR;
• the implementation of CIVITAS ELAN project activities of COL.
Thus since the beginning of the SEE MMS activities on the Mobility Management plan for
COL in spring of 2010 there have not been any free capacities at the level of COL to take a
direct active part in designing this document. Therefore the document in question has been
produced as a kind of side-product of the activities undertaken within the process of adoption
of Implementation Master Plan of COL, activities related to implementation of CIVITAS ELAN
project in COL and informal consultation on different aspects of transport and mobility with
the measure leaders of CIVITAS ELAN in COL and other transport and mobility experts in
the city.
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Chapter 2: Feasibility / Existing Conditions
2.1 Current mobility/transport situation and trends
The volume of passenger’s transport in Slovenia is permanently increasing while
public transport is in decline
The volume of passenger’s transport in Slovenia – at very first personal car transport - is
permanently increasing. In recent decade however the share of bus transport has
significantly decreased, the number of railway passengers is slightly increasing while since
2002 one can observe fast growth of the number of air passengers.
Image 1: The Development of number of passenger's kilometres in Slovenia in public line bus
transport (blue line), on railway (yellow line) and by airplanes (brown line) since 1991 (the data for
rail and air transport from 1991 are including the transports in former Yugoslavia)
Source: Environmental Agency of RS; http://kazalci.arso.gov.si/?data=indicator&ind_id=240
One car per two people
At the end of 2008, slightly more than 1,343,000 vehicles were registered in Slovenia, of
which almost 1,309,000 motor vehicles and almost 35,000 trailers. In 1990 approximately
600 000 private vehicles were registered. Until nowadays this number has almost doubled.
At the end of 2008 there were more than 1,045,000 passenger cars (excluding special
passenger cars) registered in Slovenia. This is equivalent to 514 cars per 1000 population. If
we take into account only passenger cars used by natural persons (989,332), 487 passenger
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cars were registered in Slovenia per 1000 population 1 . With respect to this figure Slovenia is
ranked 8 out of 27 EU member states.
Image 2: Number of vehicles at the end of the year and number of first registrations, Slovenia,
1998 - 2008
Source: Statistical Office of the RS, http://www.stat.si/eng/novica_prikazi.aspx?id=2367
Image 3: Number of residents (blue line) and number of persona cars (yellow line) in Slovenia
Source: Environmental Agency of RS; http://kazalci.arso.gov.si/?data=indicator&ind_id=77
The share of household expenditures for transport is among the largest in the EU
1
The data source: Statistical Office of the RS, http://www.stat.si/eng/novica_prikazi.aspx?id=2367
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Due to its dispersed structure of settlement that is demanding a lot of commuting for daily
needs, high level of motorisation, relatively costly public transport and dominance of car
mobility culture the share of costs for transport is ranking Slovenia on 3rd place in the EU.
Image 4: Share of household expenditures on personal mobility in individual European
countries in 2007
Source: Final consumption expenditure of households by consumption purpose, Eurostat, 2009
Ljubljana is at the centre of transport and mobility issues in the country
Slovenia is a transit county both for freight and to some lesser extent also for passengers
transport. Ljubljana is situated in the centre of the country at intersection of two important EU
transport corridors – corridor V and corridor X thus it is directly and indirectly affected by
large volume of trans-national freight and tourist transport that is passing by on the motorway
ring around the city.
The municipality of Ljubljana has 275,000 inhabitants and the total area of 271.67 km²
whereas 240.000 are actually living in the city. Historic centre of the city where most of
political, administrative and cultural institutions are situated has the highest density of
population with 25.000 people who are living at 5 sq. kilometres.
The number of registered motorised vehicles in the municipality in 2008 exceeded 160.000
vehicles, out of this 130.000 are personal cars owned by natural persons.
Image 5: Transport positioning of Ljubljana and its urban region
16
Source: Expert basis for development of PT in LUR (Strokovne podlage za razvoj javnega potniškega prometa v
LUR),
As Ljubljana, the capital and the largest city, is a political, administrative, commercial,
science and cultural centre of the country, it provides best employment opportunities and
largest shopping, leisure and sport facilities nationwide. For those reasons Ljubljana is a
large attractor for daily commuting to work, shopping and/or leisure also beyond the borders
of Ljubljana urban region.
Taking into account 130.000 vehicles that are situated in the city and the state of transport
infrastructure in the city the results are more and more frequent traffic congestions, slowed
down average travel speed and increased air pollutants emissions from the transport within
the city, to the city and trans-national transport passing by the city.
Next to the high costs of living in the city also increasingly reduced mobility in the city
together with the noise and increasing air pollution are the drivers for migration of at very first
young families to neighbouring municipalities.
As a consequence of those developments in average around 130.000 motorised vehicles are
coming to the city every working day whereas at peak the number can reach 160.000
vehicles. The data of the Slovenia Roads Agency shows that the largest numbers of vehicles
per day at the national roads are registered on the motorway ring around Ljubljana with a
yearly average of 68.000 vehicles/day at the most frequently occupied section between Brdo
exit and Kozarje intersection.
17
2.2 Local /regional current transport policies and strategies
Local level
The city does not have a clearly defined, comprehensive and transparent transport strategy
nor development policies for specific transport modes and/or sectors.
At the normative level the goals and objectives are in the best (and a SMART) way
presented within “Environmental protection programme for the city of Ljubljana for the
period 2006 – 2013”. As one of the four strategic goals for the period 2007 – 2013 it lists
establishment of the system of sustainable mobility with following operational goals:
•
•
•
•
•
•
The share of public transport should increase from 13% in 2006 to 30% in 2013.
The share of non-motorised transport should be increased for 20% till 2013.
The need for motorised mobility should be reduced.
Trans-national road transport on the motorway ring of the city should be till 2013
reduced to level of the year 2000.
Freight transport distances within the LUR should be reduced for 20% till 2013 taking
into account the baseline from 2006;
the transit road transport should be till 2013 reduced to the year 2000 level.;.
The following measures are envisaged to be implemented in order to meet the goals in
question:
• adaptation of public transport lines to new settlements patterns in the region, new
P+R capacities;
• integration of the existing rails in the city into urban public transport system through
integrated terminals;
• introduction of separate lanes for public transport;
• congestion charge, smart ticketing, smart information displays etc are planned;
• appointment of cycling coordinator for COL;
• extension of the pedestrian zones and integration of the cycling network;
• new facilities for safety parking of the bicycles in the public spaces and in multi-flat
apartments;
• web-site on urban cycling in COL;
• phasing-out of motorised transport in the city centre;
• increased standards for provision of a public transport, cycling paths, tourist cycling
routes and walking routes;
• concentration of all administrative services of COL at one spot etc.;
• working out the program of transfer of freight transport from roads to railroad
• improved logistics of the freight delivery to the city centre etc.
All measures are described in a tabularise format with identified implementing
agencies/companies and deadlines for implementation.
Although the document has been adopted by the City Council of Ljubljana it had however not
been developed in a close cooperation with the city’s urban planning and transport
departments. Therefore it lacks the substance for its implementation.
18
Transport and Mobility in political documents of actual political decision makers in
COL
Since previous (2006) and recent election (October 2010) transport and mobility policy of the
city is shaped by the programme of the major Mr. Zoran Janković that aims to place
Ljubljana among 10 best cities in terms of quality of living worldwide. Modernisation of city
bus fleet with introduction of natural gas driven buses parallel with separate lanes for buses
and high occupancy vehicles and IT systems for advance traffic of busses on traffic lights is
envisaged. Further on the document pledges for introduction of self-service city bike
scheme, liberation of the city centre from the parked cars by construction of large
underground pubic garages, extension of pedestrian zones in the centre, start of construction
of new inter-modal passenger’s terminal and new P+R facilities at exits from the city's
motorway ring. If the measures in question will not improve the quality of the air to a level of
compliance with EU requirements according to the programme in question a congestion
charge might be implemented in the centre of the city.
Regional Level
In practice Slovenia does not know the governance at regional level. Regions only exist as
merely statistical units or through different project and services that are based on voluntary
co-operation of interested municipalities.
The lack of regional governance is a huge problem from the point of view of transport and
mobility management in Ljubljana since the city attracts huge daily migration to work
predominantly but not exclusively from large area around the city that is called »Ljubljana
urban region«. Around half a million of people are livening in LUR which is approximately
double of the population of the capital. As a co-ordination tool and at very first as the
developer of the regional development projects suitable for EU (co) financing the
municipalities from the region established in 2001 the »Regional Development Agency of
the Ljubljana Urban Region«
Image: Synthesis map of the region
19
LUR Regional Development Programme (RDP) 2007 - 2013 2
Image: Modal split in LUR in 2003
MODAL SPLIT IN COL IN 2003
walking; 19%
motorbike;
0,30%
bicycle; 9,90%
car ; 57,70%
PT; 13,10%
Source: Household survey of 2003, Author: Andrej Klemenc
LUR Regional Council – i.e. the mayors of all municipalities in Ljubljana Urban Region –
adopted on 17 April 2007 the LUR Regional Development Programme 2007 – 2013 which
was till the end of the year confirmed by the Government Office for Local Self-Government
and Regional Policy of the RS. The programme among others also aims to assure that till
2013 at least 80% of the people living in the area will have access to public transport within
300 m of air distance.
In the chapter in the section 16 »Accessibility for human well being« the programme is
defining the problem of transport and mobility as it reads:
»One of the main characteristics of Ljubljana Urban Region is its process of suburbanization, which was further accelerated by the construction of a highway ring around the
capital and by construction of Slovenian highway cross. In comparison with other capital
cities, the traffic situation in Ljubljana is not favourable, which is caused by the fact that traffic
density in the region is increasing due to the increasing number of personal vehicles as well
as of ever-growing quantity of transitional freights in the framework of trans-European
corridors, which is further causing traffic congestions and consequently negative impacts on
the environmental quality of life. The arising urban structures are adapted to the use of
vehicles and therefore additionally promote the rise of traffic. Due to these facts, the supply
of public transportation is declining which is further causing the reduction in mobility of
people who do not have their own means of transportation (disabled, elderly people, youth),
as well as it is contributing to the increase of their social exclusion. Consequence of these
processes is heavier investment into the road infrastructure financed by state and local
authorities, which is further contributing to the increase in the number of vehicles and so to
the worsened state of traffic safety. In this regard, measure that would improve accessibility
was presented by the Reform Council as it was seen as a concept that could contribute to
the greater development of the region when interlinked with other regions« 3 .
Image 6: Road transport flows in Ljubljana urban region (in vehicle per day average)
2
3
http://www.rralur.si/fileadmin/user_upload/razvojni_dokumenti/prevedeni_RRP_LUR_20_04_07_1_10_07.pdf
Ibidem, page 34
20
Source SURS [1], DRSC [2]; Image: OMEGA consult, dodo., 2008)
In order to address the issues in question the program sets the following goals:
•
•
•
•
to improve efficiency of public transportation by improved spatial planning;
and concentration of settlements, services and employment opportunities around the
public transport networks;
to improve the quality and competitiveness of public transportation by the use of
single ticket and advancement of inter-modal forms of transport;
preservation of road drivability by reduction of road traffic growth and by reduction of
the investment needs in new roads and parking lots;
reduction of air pollution, noise and greenhouse gas emissions.
Further the programme lists and describes the time framed activities and partners in
charge for their implementation in the following areas:
•
•
•
•
•
•
Regional spatial development design – regional master plan (traffic part)
Establishment of Regional regulatory body for public transportation
Provision of Common timetables and linkage of parking lots
Construction and organization of inter-modal centres at railway stations and stops
Implementation of the flexible forms of public transportation in rural and suburban
areas
Construction of high capacity public transportation forms
Image 7: The Public Transport System Plan for 2027
21
Source: Preparation of an Expert Basis for the Management of the Public Transport in the Region, OMEGA
consult, d.o.o., 2008
Expert basis for Management of the Public Transport in the LUR
In 2007 the Agency commissioned two expert studies on the future development of the
transport in the area called »Ljubljana Urban Region«. The study “Preparation of an Expert
Basis for the Management of the Public Transport in the Ljubljana Urban Region” 4 is
important especially due to the encouraging of sustainable forms of transportation in the
urban environment. One of the key goals of the project is that through understanding
transportation and the need for public transportation, they shall acquire a basis for planning
the corridors for public passenger transportation according to the development of settlement
and activities in the region, which will enable economy and efficiency of public transportation.
The study states that improvement of the mobility and air quality in the region could be only
achieved by reduced use of private cars and provides expert basis for a new concept of the
transport in the region that should be completed till 2027 and based on public transport. To
achieve shift to public transport in the region the following measures are envisaged:
•
•
•
restrictions and/ or charges to the access to the centre of Ljubljana by a private car
(in individual use);
development of modern public transport based at very first on:
o priority of (city) buses to the centre main transport corridor in the city and to
the city;
o establishment of inter-modal centres for transfer from personal cars to bus
and rail public transport (and the opposite) on main road and rail corridors to
the city;
o construction of at least 12l P+R facilities at entrance points (“gates”) to the
city with at least 25.000 parking spaces in total.
Support to switch to non-motorised modes of commuting, at very first cycling in the
city plus “B&R” facilities
4
http://www.rralur.si/en/projects/traffic/
22
Further on the study is putting straight forward that this kind of strategy can not be
implemented without gradual development of the capacities for transport management in the
region, starting in 2010 by establishment of coordination body for public transport in the
municipality. Within the second phase the municipalities should start to implement commonly
agreed measures while “the region” should represent its interest at the level of national policy
making on transport. Within the third phase ad-hoc coordination body should be transformed
into
a)
Regional Agency for PT that is in-charge for coordination of different aspects of
sustainable transport and mobility management in the region.
b)
An independent regulatory body at the level of the region.
The implementation of the third phase is however only possible by adequate changes in
legislation at a national level.
2.3 State and national issues
Vague national transport policy
Lack of comprehensive, well-structured and transparent transport policy that would provide a
strong basis for mobility management is evident also at the national level. The Resolution on
transport policy of Slovenia from 2006 as a main policy document in the field brought new EU
sound wording and indeed contains many phrases on sustainable transport and mobility. But
it is a vague document without any SMART or at least more precisely specified goals and
objectives.
Modernisation of obsolete railway infrastructure as precondition to transform Slovenia
in Logistic Platform of CEE and SEE
An important shift in transport policy however happened in 2009 by changing regulation on
budget spending of the money collected by motorway tolls that can be afterwards spend also
for financing the obsolete railway infrastructure in the country. However the rational behind is
exclusively related to establishment of Slovenia as a logistic freight platform for Central and
South Eastern Europe. Nevertheless the railway passenger transport will share some
collateral benefits out of the activities in question.
The settlement structure as well as housing, income and tax policies are supportive
to use of a private car
It is however not only the transport policy that is generating more and more demand on
personal car mobility. Extremely high prices of real estate, especially smaller apartments in
Ljubljana (and other larger cities) and a failure of the policy to provide and adequate number
of non-profit apartments for tenants as an intervention to keep market price of real estate
down and as a measure to increase flexibility of labour force without necessary increasing a
demand to more commuting to work are forcing at very first young families with parents
employed in Ljubljana (and other larger cities) to invest in real estate at a distances out of
affordable public transport services. On the other side the regulation on compensation of
travel to work costs which as a non-taxed income also serves as a kind of compensation for
over-taxed labour is again stimulating the use of private car commuting 5 . Both the housing
policy and labour income policy are important drivers for unsustainable mobility and
transport, however the negative impacts of both are reinforced by an inadequate – if not
absent – public transport policy of the country. A cultural “addiction to private car” is at
system level anchored in and reinforced by transport policy and related policies (housing,
labour taxation) that are framing mobility context in the country.
5
However, at the same time it has also a potential to stimulate car pooling since in case of pooling the individual
benefits for comming to the job in someboy elses car but being retributed as for coming with your own car is
evident.
23
Delayed introduction of integrated and coordinated public transport
Since 2007 the Ministry of Transport is carrying out the project of introduction of integrate
passenger transport aimed to improve the supply of public transport in the country, financed
from EU cohesion fund and national budget. At present 4 phases are concluded: zoning and
tariff system, integrated data basis for timetables and passengers’ shift in PT. However the
analysis of legal framework for integration of PT and economics of zones are still missing.
Although the Ministry of Transport has a clear legally binding task to provide uniform base of
timelines and tariffs of the concessionaires of the public transport, coordinate and rationalise
timetables and introduce single ticket those tasks seem to be postponed according to the
principle “not in my mandate”.
Policy focus on large infrastructure projects
The problem of the transport policy (and other infrastructure policies like energy policy for
example) in the country is general that is shaped by focusing rather on large state supported
and/or guaranteed projects (at very first “construction of national highway cross”) as on a
comprehensive sets of “hard” and soft measures to achieve the proclaimed goals and
objectives. This kind of policy is dominated by infrastructure and systems planning experts
and large road construction companies that have indeed captured the state and its
institutions.
2.4 Sustainable mobility and transport in Ljubljana
Image 8: Modal split in COL
MODAL SPLIT IN COL IN 2003
walking; 19%
motorbike;
0,30%
bicycle; 9,90%
car ; 57,70%
PT; 13,10%
Source: Household survey of COL of 2003, Author: A. Klemenc
Lack of adequate transport and related policies in support of a sustainable mobility at the
level of state has a huge impact on Ljubljana, which is – as a national political, administrative
and cultural capital, and as the largest area of employment, shopping, sports and
entertainment – also the largest attractor of the traffic in the country. Ljubljana attracts daily
commuting to work, shopping and leisure not only from other municipalities of LUR that are
but literary from all the parts of the country.
The construction of shopping molls at the outskirts of the town that started in mid 1990ies
increased both travelling to the city and within the city. Nevertheless the city is not yet
experiencing traffic jams at the frequency and volume of most of larger cities in Western
Europe, however the average speed and mobility are decreasing and the problems with
stand still traffic and air pollution are increasing, too.
Public transport
At present the collective public transport in Ljubljana is operated by public company Javno
podjetje Ljubljanski potniški promet, d.o.o.(LPP, d.o.o.) which is a limited liability company.
24
On 250 km of bus lanes in the city LPP operates 23 city bus lines by 205 relatively modern
buses. The sole owner and founder of LPP, d.o.o., is JAVNI HOLDING Ljubljana, d.o.o. The
transportation of passengers in public urban and interurban traffic is carried out within the
regime of a public utility company. The network of lines covers approximately 93.3 percent of
the urban area of COL, which means that 93.3 percent of the households in Ljubljana is less
than five hundred metres away from the first bus stop, which is the European standard.
Since 1990ies the public transport is in a slow but permanent decline. In 2001 it transported
95 million passengers however in 2009 the number decreased to 83 million. In 2006
Ljubljana has 611 cars per 1000 inhabitants whereas the number for the urban region as a
whole is 608. In 1994 the number of the personal cars commuting to the city was 97.000 per
day while already in the year of 2000 reached 120.000 and nowadays exceeding 130.000.
The city has failed to counterweight increasing pressure of individualised car mobility by
adequate measures to increase speed and comfort of the urban (bus) and suburban (bus
and rail) like introduction and/or sanctioning of violation of separate bus lanes, priority of
buses on traffic lights and faster modernisation of the city bus fleet. A significant step forward
was however done in 2009 by introduction of e-ticket Urbana that can be next to paying city
bus transport also used for paying parking fees as well as cultural and certain tourist services
in the city.
The first corridor for fast and comfortable pubic (bus) transport on the North-South axis is
planned within the project CIVITAS ELAN and should start in the autumn of 2011.
25
Cycling
Image 9: Accessibility of the centre of Ljubljana by bicycle at average speed of 17 m/h
(Blue circle: 15 minutes, red 10 minutes, yellow 5 minutes)
Author: A. Plevnik, UIRS, 2008
Ljubljana topography, geography and structure of the settlement are favourable for bicycle
commuting within the city. The distance from the centre to the inner outbound that is shaped
by motorway ring around the city never exceeds 5 km thus in practice 2/3 of the distances
within the city are accessible by bicycle within a half an hour journey. Within the city there is
approximately 160 km of cycling tracks and lanes. In spite of quite impressive length of
cycling infrastructure in the city the quality of cycling network is relatively poor due to lacking
connectivity, interrupted sections, poor transferability of the city centre by bicycle, narrow
lanes, obstacles on track and lanes, dangerous intersections, potholes etc.
Exact share of cycling in modal split of the city first needs to be find out, however it is
estimated at 8 – 10 %, while recent observations suggest that the number of cyclists is
growing, most probably due to strict sanctioning of illegal parking in the city and increased
traffic jams in the centre.
Since 2005 the number of racks that enables safe locking of a bicycle in the city centre
tripled (but is still not sufficient). Poor facilities for safe and from weather protected parking
for bicycles at main railway station and at end and main bus stops are still an obstacle at
very first for those interested to combine cycling and public transport.
Within the project CIVITAS ELAN the comprehensive cycling strategy for the city has been
designed based on a participative multi-stakeholder process, however the document still
needs to be approved by the City Council of Ljubljana that is foreseen in the first quarter of
2011.
In spring of 2011 modern self-service bicycle hire system will replace existing public rent a
bike scheme that requests classical renting procedure and request to return rented bicycle at
the spot where it was hired.
Parking policy
Since early 1990's the growth of individual motorised transport in Ljubljana and to Ljubljana
has also created large problems for parking of the cars both of the residents and the visitors
(commuters, tourists). With a single exception of not yet finished P+R facilities at the new
Stožice sport and shopping centre the city failed to new assure P+R facilities, partly due to
delays of adoption of the new National Master Plan. Thus the car commuters are forced to
26
search available parking within the city, however the problem is that the number of cars in
search for parking exceeds available parking spaces. For many years illegal parking on the
side walks, bicycle paths and on the green areas have been a common and rarely
sanctioned practice. Since 2006 the city authorities however diminished free pubic parking
lots in the centre and started to strictly sanction illegal parking. Nevertheless since the
number of cars in the city and driving to the city is still increasing whereas capacities for legal
parking are not sufficient. This policy has increased pressure on parking areas in the other
parts of the city, especially in large residential areas in the vicinity of the city centre. This was
leading toward increased conflicts between commuters that are now trying to find a free
parking space within one or the other residential neighbourhoods and the residents who
consider the public parking lots in front of their apartments as their property.
Walking
Ljubljana is a relatively compact city and most of main political, administrative and cultural
institutions are situated in the city centre where there is due to structure of historical centre
with narrow roads little space for motorised traffic, which means low travel speeds, and few
parking spaces. For the same reason in the historical centre the average speed of PT is low
while at the same time the cycling paths are narrow and/or interrupted. In recent tie
conditions for walking in the centre also improved due to stricter sanctioning of illegal car
parking on the sidewalks. Walking is thus most convenient way of mobility in the historical
centre. The share of walking in modal split of the city is therefore with 12% above the share
of PT or cycling. In recent time the conditions of walking in historic centre improved due to
extension of pedestrian zones in the core. On the other hand in certain parts of the city the
conditions for walking are poor due to narrow sidewalks while at the shopping mall at Rudnik
walking can be considered dangerous.
Intermodality
Due to poor P+R and B+R facilities (few bicycle parking racks at main bus and railway
station and at end and main stops of the city buses lines), lack of central inter-model terminal
and relative distant main city bus transfer stop from main bus and railway station changing of
the travel modes in Ljubljana is in most cases not convenient. Also in terms of information
service one can not obtain neither on internet nor on information desk offices information on
trains, inter and intra-regional buses and city bus on a single spot. The situation should
improve with the construction of new integrated central passengers’ within Emonika City
Centre at the location close to actual main railway and bus station, by new P+R facilities and
by weather protected safe bicycle locking enabling rack at the end and the main stops of the
city buses.
Transport and Environmental Protection
Due to its position in a basin Ljubljana is suffering from air pollution at most in winter periods
of thermal inversion of air temperatures that are due to emissions of aerosols and fine
particles leading to smog. Nowadays the transport is also in Ljubljana the first and the most
important source of air pollution. The transport sector is the only sector in the city with
continuous growth of emissions of CO2, SO2, NOx and finch particles PM10 and PM2,5
while the emissions of methane (CH4) and volatile organic compounds (VOC ) from traffic
are in decline. Substantial part of air pollutants however originates from trans-national freight
transport that passes by on motorway ring of the city. The concentrations of air pollutants on
the main transport corridors in the city are regularly exceeding marginal values. Since the city
and the state has failed to proceed in time to the EU Commission an action plan how to
successfully address the issues of exceeding excessive air pollution in Ljubljana (and in the
other cities in Slovenia with identical problems) Slovenia is under the threat to be subjected
to EU non-compliance fines.
27
2.5 Roles and responsibilities
2.5.1 Administration of COL and public companies founded by COL
2.5.1.1 Urban Planning Department 6
The department has jurisdictions and competences for transport planning and setting
of transport infrastructure in urban planning documents as for example Master Plan of
the City of Ljubljana and Implementation Master Plan of the City of Ljubljana. It also
coordinates activities in question with the Directorate of Spatial Planning of the
Ministry of Environment of RS.
2.5.1.2 Department of Economy and Transport 7
The department is in charge for carrying out operational task in the field of transport –
including construction of transport infrastructure in the city that is in owned by and/or
under jurisdiction of the city. The construction activities are coordinated with LPP in
order to assure uninterrupted city bus services. The department also defines traffic
and parking regimes in the city.
2.5.1.3 Environmental Protection Department 8
The department is responsible for monitoring and reporting of air pollution and noise
in the city and in charge for awareness rising on transport and environment and for
proposing measures to improve the quality of physical environment in the city
2.5.1.4 City traffic wardens 9
City traffic wardens are monitoring and controlling traffic regimes in the city including
parking regimes and are executing sanctioning of violations of the regimes.
2.5.1.5 Office of Development Projects and Investments 10
This office prepares and manages development projects in the filed of sustainable
transport and mobility management. At present it is managing CIVITAS ELAN project
aiming to improve sustainability of the transport in the city by transfer of information
and know how from the EU level and by pilot and demonstration investments in public
transport facilities and equipment and in different Mobility Management measures.
Within the framework of CIVITAS ELAN project the Office also employed Cycling
Coordinator of COL who is in charge for preparing Comprehensive Cycling Strategy
of COL and coordination activities for its implementation as well as information point
for citizens on cycling in the city.
2.5.2 Public Holding Ljubljana Ltd. 11
PHL is a founder and a sole owner of a public company LPP - Ljubljana Passenger’s
Transport Ltd. that is providing urban and interurban transportation of passengers
within a regime of a public utility company?
2.5.3 Public company Parking and Markets Ljubljana 12
Parking and Markets Ljubljana managing parking in the city including collection of
parking violation fines and is carrying out mandatory public service of maintenance of
the municipally owned road infrastructure.
6
http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/urejanje-prostora/
http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/gospodarske-dejavnosti-promet/
8
http://www.ljubljana.si/si/mol/mestna-uprava/oddelki/varstvo-okolja/
9 http://www.ljubljana.si/si/mol/mestna-uprava/prekrskovna-organa/mestno-redarstvo/
10 http://www.ljubljana.si/si/mol/mestna-uprava/sluzbe/razvojni-projekti-investicije/
11 http://www.jh-lj.si/en/holding
12 http://www.lpt.si/en/
7
28
2.6 Other stakeholders
2.6.1 Slovene Railways – Slovenske železnice (SŽ) 13
The passenger division of state owned public company operates railway passenger’s
transport. Since Ljubljana is the central and the largest railway crossing in Slovenia where
EU transport corridors V and X intersect are SŽ also important provider of public transport
service for daily commuters and to a far lesser extent also for tourist that are coming to
Ljubljana. Slovene Railways also owns and operates the main railway station in the city and
providing information services on national and international railway transport. SŽ are involved
within the activities to up-grade different e-ticketing systems in the city and in the country into
a single e-ticket scheme. Slovene Railways are also one of the partners of Emonika City
Centre project that should in a form of a private public partnership also provide a new
passenger’s terminal with new bus and railway station and passenger’s and tourist
information centre close to the location of the present main train and bus station.
2.6.2 Urban Planning Institute of the Republic of Slovenia - UIRS 14
This institute is a research and consultancy public research organisation, internationally
recognised in the fields of urban and regional planning and related disciplines. It is partly
financially supported by the Slovene Government and is also carrying out research and
consultancy activities for COL in the fields of sustainable transport and mobility management.
Within the Civitas Elan project it is in charge for development of Sustainable Urban Transport
Plan of COL and is providing support in design of certain other measures of the project.
2.6.3 Regional Development Agency of the Ljubljana Urban Region – RRA LUR 15
Established in 2001 by the City of Ljubljana and 26 other municipalities form central Slovenia
with the total population of around 0,5 million inhabitants in order to supports economic,
social and cultural activities in the municipalities of central Slovenia. The main aim of the
Agency is to provide support for prominent and high quality projects in the field of regional
development and all the necessary information for their effective implementation into
everyday life. RRA LUR is also in charge to carry out necessary activities for a (public)
transport planning and management in the region as well as activities supporting regional
master plan that is a precondition for sustainable transport planning in the region.
2.6.4 Omega Consult Ltd. 16
Omega Consult is an inter-disciplinary research and consulting company which is also active
in the fields of transport economics, safety, planning and modelling, road construction and
management and mobility. The company, which is also active in some other countries of
former Yugoslavia, is providing large variety of studies, elaborates, plans etc. in the field of
transport for Ministry of Transport, Slovenia Road Agency, DARS – Motorway Company in
the Republic of Slovenia and some municipalities. In 2008 the company was commissioned
by RRA LUR to provide a study on expert basis for the management of the public transport in
the Ljubljana Urban Region. The study provides a basis for further steps in transport and
mobility planning and management in the region.
2.6.5 Institute of Traffic and Transport Ljubljana I.I.c. - Prometni inštitut Ljubljana,
d.o.o. 17
The Traffic Institute Ljubljana I.I.c. is a research organisation founded by Slovenian Railways.
It conducts research and development projects in all traffic modes applied to the domestic
and foreign market. The company specialises in research and development of transport
13 http://www.slo-zeleznice.si/en/passengers
14
http://www.uirs.si/index.asp?jezik=GB
15
http://www.rralur.si/en/agency/
16
http://www.omegaconsult.si/
17
http://www.prometni-institut.si/?id=3&lang=en
29
technology, infrastructure, transport economics and law, transport related IT&T as well as in
elaboration of investment documentation, at very first for rail transport.
2.6.6 PNZ Ltd. 18
Established already in 1953 the company is specialised in planning and designing traffic
systems, motorways and bridges as well as in transport ecology and safety. Its Traffic
Department prepares traffic studies and analyses, which at a later stage enable proper
dimensioning of road networks in view of traffic flows. The Roads Department produces
mainly comparative studies, design projects and main projects for roads and motorway
companies. Activities also cover urban traffic infrastructure designs and traffic ecology
(noise, gases). Commissioned by the Motorway Company in the RS the company also
carried out analysis of future traffic flows in the motorway ring around Ljubljana and solutions
to improve traffic flows around and to the city.
2.6.7 The Regional Environmental Centre for Central and Eastern Europe –
Ljubljana Branch Office (REC Slovenia) 19
REC Slovenia is a branch office of the Regional Environmental Centre for CEE 20 which is an
international organisation with a mission to assist in solving environmental problems in CEE
region by promoting cooperation among governments, non-governmental organisations,
businesses and other environmental stakeholders, and by supporting the free exchange of
information and public participation in environmental decision making. REC Slovenia has
expertise in policy analysis and citizen’s engagement in various fields of planning and policy
making. Within the framework of CIVITAS ELAN project it consults and assists COL in
citizen’s engagement in sustainable urban transport plan, comprehensive cycling strategy,
improvement of PT services and it is in charge for design of individualised mobility
management campaign and is assisting the design of comprehensive cycling strategy. In
2010 REC Slovenia also initiated establishment of CIVINET Slovenia.
2.6.8 The Cyclist Platform of the City of Ljubljana 21
The Cyclist Platform of the City of Ljubljana was established in the summer of 2009 as a form
to enable public participation in design of the Comprehensive Cycling Strategy of COL, which
is one of the activities of the Civitas Elan project in Ljubljana. The platform constitutes from
the representatives of relevant departments and services of COL, research institutions in the
fields of urban planning, transport and mobility and cycling and environmental NGOs. It is
managed and coordinated by the cyclist coordinator of COL with support of REC Slovenia
2.6.9 Ljubljana Cyclists’ Network 22
Ljubljana Cyclists’ Network is a non-for profit civic association focused on improvement of
cycling conditions and promotion of cycling in the city as well as for promotion of sustainable
mobility in general. In spite of not having professional staff it is very active in the field of
identification and removal of obstacles and barriers for cycling in the city and in promotion of
cycling as a sustainable mode of urban commuting.
23
2.6.10 Coalition for Sustainable Mobility
Established at the end of 2005 by some most prominent environmental and sustainability
NGOs in the country the coalition – its individual members – are carrying out awareness
raising activities on sustainable mobility, advocacy for sustainable transport and participation
in transport and mobility policy making and implementation both at national and international
18
http://www.pnz.si/English.aspx
http://www.rec-lj.si/index.htm
20
http://www.rec.org/
21
http://www.rec-lj.si/projekti/ELAN/kolesarska%20platforma.htm
22
http://lkm.kolesarji.org/english.htm
23
See: http://www.cipra.org/sl/CIPRA/cipra-slovenija/aktivnosti-v-teku/promet/koalicija-za-trajnostno-prometnopolitiko/
19
30
level. The later activities are mostly coordinated by CIPRA Slovenia 24 who has professional
expertise in the field.
2.6.11 Citizens’ Initiative “Za mesto pod dveh”
25
This is a citizens initiative of experts in the field of urban planning, architecture, urban
sociology, urban anthropology etc. that is by different projects aiming to promote walking,
cycling and use of public transport in the city in order to make public spaces attractive for
social life and to reduce negative impacts of the transport on the life quality in the city.
2.7 Summary
Since 1990 the City of Ljubljana is experiencing accelerated process of urban sprawl
supported by the construction of a motorway ring around the capital and by construction of
national motorway cross. Those developments lead toward increased traffic density and
slowed downed average travel speed in the region due to the increasing number of personal
vehicles as well as of ever-growing quantity of transitional freights in the framework of transEuropean corridors. They also resulted in the negative impacts on the quality of life and
environment both in the city and in the region. In addition an inadequate urban planning has
fostered arising urban structures adapted to the use of private vehicles and therefore
additionally promote the rise of traffic. For those reasons the supply of public transportation is
declining and as a consequence mobility of people who do not have their own means of
transportation (disabled, elderly people, youth) is reduced. Consequence of these processes
is heavier investment into the road infrastructure financed by state and local authorities,
which is further contributing to the increase in the number of vehicles and so to the worsened
quality of life, environment and traffic safety.
Transport and mobility measures that are carried out or are planned to be carried out in COL
are lacking clearly set and comprehensive policy framework as well as SMART defined goals
and objectives. Also the administrative jurisdictions, competences and capacities are not
adequately organised to provide effective, efficient and coordinated activities and measures
for sustainable mobility. In practice large part of a transport policy is incorporated in spatial
planning activities, at very first within Master Plan and Implementation Master Plan of the
city where new transport corridors, parking standards etc. are defined. Urban planning sector
has a long tradition and public participation supportive legislation or public participation in
design of its documents through public presentations and workshops. Therefore participation
of the other sectors, administrative units, NGOs and the public in transport policy of COL is
limited to participation on urban planning. The transport measures are however carried by
Department of Economy and Transport and lack clear setting of priorities and transparency
while weak communication between different departments and administrative units is
creating additional grey zones in decision making and implementation systems.
Prof dr. Tom Rye from the Transport Department of the University of Edinburgh has in his
expertise on the transport policy of the city summarised as it reads:
“Many of the proposed measures are comparable with good practices of transport strategies
from the other European towns. However as the reviser I have in Ljubljana quite some
problems how those measures will be integrated in a comprehensive package that is needed
to turn the transport trends in COL toward more sustainable patterns... Further on if the goal
is transition to more sustainable oriented urban transport then it is very important that the
measures are carried out on the long term i.e. 10 – 20 years.« (Rye, quoted from Plevnik et
24
25
http://www.cipra.org/sl/CIPRA/cipra-slovenija
http://www.zamestopodveh.org/
31
al. (2008): Sustainable Transport Management on Local Level. Final Report; CIVITAS Elan Trajnostno urejanje prometa na lokalni ravni. Končno poročilo projekta. Ljubljana)
The programme of the major Zoran Jankovič and CIVITAS ELAN project are indeed
introducing many measures and activities in support and to promote sustainable transport
and mobility like sustainable urban transport plan, the pilot corridor for fast and comfortable
bus transport, more safe routes to school, comprehensive cycling strategy, greening of the
city vehicle fleet etc.
Also on the level of LUR the activities in the field of transport and mobility are providing
expert basis for sustainable transport planning and management in the region by
comprehensive planning of rapid regional bus lines, P+R facilities and inter-modal terminals,
single e-ticketing and anticipating legal and administrative framework conditions that would
enable innovation in administration, regulation and management of the traffic in the region.
However both the Master plan and the Implementation Master Plan of the city are next to
improvement and extension of the cycling network of the city also enabling widening of main
city roads into avenues and considerable extension of the grid of the streets for motorised
transport in the city. This is not supportive to the concept of reducing individualised car
mobility in the city. Also the expert studies 26 in the field of transport that are providing expert
back up for the decisions of urban planning and economy and transport departments are
claiming to intensify and speed up traffic flows in the city by extending main road transport
corridors for additional two lanes, introducing one way traffic with »re-opening« parts of
actually dead end streets and constructing new roads in the city. In addition National
Motorway Company envisages gradual extension of motorway ring around the city for
additional two to four lanes after 2013. In terms of conceptual presumptions those expert
foreseeing are based on »predict and provide« philosophy where the socio-technical
phenomenon of traffic is reduced to variable of non-reflexive technical system and liner
extrapolation is often used as a method to deal with multi-casual non linear system
parameters.
At present the major conflict can be identified between promoters of strictly sanctioned
separate city bus lanes on existing lanes and majority of local transport experts who are
claming that without (timely and costly) construction of additional road lanes the measure will
result in total congestion of the traffic in the city.
Since many goals and objectives are in contradiction and without a clear strategy actual
priorities of measures depends more on ad hoc constellations of interest of most influential
stakeholders as on goals and objectives of a transparent public policy.
26
PNZ (2009):Napoved podrobnih prometnih razmer v MOL, Oddelek za prostor v MOL, Ljubljana
32
SWOT ANALYSIS OF MOBILITY MANAGEMENT IN COL
STRENGHTS
•
•
•
•
•
•
•
•
•
•
•
•
Relatively compact pentagonal star
structure of the city;
Extended and renovated non-motorised
traffic zones;
Walking friendly historical centre of the
city;
Centre of the city sizable for walking in
terms of distances;
Most of the city sizable for cycling in
terms of distances;
Good space coverage of PT service;
Relatively modern and comfortable city
bus fleet;
Largest passenger’s railway
intersection in the country;
Relatively high share of walking and
cycling in the modal split;
Concentration of main political,
administrative and cultural centres in
the city centre;
Relatively large network of driveways
for cycling
Large number of safe locking enabling
bicycle parking racks in the city centre
WEAKNESSES
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
OPPORTUINITIES
•
•
•
•
•
•
•
•
Increased capacities for transfer of
know how and good practices from EU
level (CIVITAS ELAN),
Political recognition of importance of
improvement of sustainability of
transport and mobility as a condition to
improve quality of life in the city;
Low costs opportunities for substantial
improvement of conditions for walking
and cycling in the city;
Comprehensive cycling strategy of COL
Sustainable urban transport plan of
COL;
Identified steps for improvement of
coordination, planning and
management of transport at regional
level;
Solid technical expertise for sustainable
transport planning at LUR.
Availability of EU funds for
improvement of mobility management
at the level of COL and LUR
Persistence of “provide and provide”
conceptual approach in transport
planning at COL;
609 cars per 1000 inhabitants;
Large number of commuting cars;
Large number of single occupancy
private cars;
Policy style of present top decision
makers;
Absence of clear and transparent
sustainable transport and mobility
policy of COL;
Inadequate organisation of transport
planning and transport and mobility
management capacities at COL;
Weak capacities and not precisely
defined competences and tasks of city
cycling coordinator;
Relatively low density of population on
the level of the city as a whole;
Few P+R capacities;
Few P+B capacities;
Lack of weather protected and safe
bike parking and storage facilities
Low quality of cycling network;
Limited direct accessibility of the city
centre from majority suburbs and
districts by bicycle;
Cyclist unfriendly traffic regimes;
Lack of parking policy and prevention of
commuters parking at residential
neighbourhoods
THREATS
•
•
•
•
•
•
Urban sprawl tendencies in spatial
planning, housing and transport
sectors;
Aspirations to increase volume and
speed of private car transport flows in
the city;
Plans to increase capacities of (at very
first of private car) transport flows to the
city by enlargement motorway access
to the city;
Failure of national politics to provide
legal and administrative basis for
establishment of regional self
governance;
Resistance of strong interest groups
(“predict and provide” transport
planners, road construction and car
lobby) against shift to “soft mobility”;
Unwillingness of inhabitants to change
mobility habits and patterns due to
missing or inadequate participation and
communication support
33
Chapter 3: Overall Goals
The vision of this MM plan is Ljubljana as a healthy green city that ranks between the best
cities on the globe in terms of quality of life also due to excellent outdoor quality, low level of
noise and very good mobility provided by comprehensive and mutually supporting options of
walking, cycling, PT and personal vehicle transport systems through modern inter-modal
terminals.
The main overall goal of this MM Plan is to improve mobility while at the same time reducing
negative impacts of motorised traffic in the city of Ljubljana by increasing share of walking
and cycling in the city for 20% till the end of year 2013 taking into account 2007 baselines.
The goal is in line and supportive to one of the strategic objectives of the city’s Environmental
Protection Programme 2007 – 2013 and identical to the objective of the programme in
question in the field of cycling. Since utility and recreational cycling is considered as one of
most convenient in recommended activities in urban areas to reduce overweight and related
cardio-vascular and respiratory diseases and hence its increased share in modal split
contributes toward reduction of noise and air pollutants in urban areas the goal is also in line
with the goals and objectives of “Healthy Cities” programme. It also reduces the use of urban
space for transport and traffic jams thus altogether also contributes to overall improvement of
the quality of life in the city and to the strivings of the programme of List of Zoran Janković –
the actual major – to place Ljubljana among 10 cities with highest quality of life according to
the Mercier’s standards and criteria.
Further on the goal is sound with drafted Comprehensive Cycling Strategy of the COL, which
is aiming to increase share of cycling in modal split to 20% in 2020. Since Ljubljana is in
terms of geography and geomorphology very suitable for cycling (relatively compact city on
flat terrain and acceptable climate) and due to relatively extensive cycling network that
however needs to be substantially improved and upgraded in terms of connectivity, safety
and attractiveness and last but not least because cycling is in the city as well as in the
country quite a popular sport and recreation activity an increase of cycling in the modal split
of the town within this Mobility Management plan is considered as a measure with the best
cost benefits ratio and short implementation time.
Expert guidelines and recommendations in the field of sustainable transport in Ljubljana
Urban Region have been considered too by defining the goal. They suggest introduction of
rapid bus lines from local centres in the region to Ljubljana, large increase of P+R and B+R
facilities, increase of frequency of passenger’s trains and introduction of light railway for
connecting the city with the airport Jože Pučnik and ski resort Krvavec.
The goal is also taking in consideration the overall financial and economic situation in the
country and in the city of Ljubljana that at least in short term does not enable/allow larger
investments in the transport/traffic infrastructure and transport means. On the other hand it is
already in the short term necessary to improve mobility in the city while reducing negative
social and environmental consequences of private car transportation and make substantial
new steps in approaching criteria for “Green Capital” and “Healthy City”.
Thus the philosophy of the MM plan in question is based on comprehensive and mutually
intra-supportive of diverse but mutual compatible low costs activities and measures that can
be implemented within the financial limits and time constraints.
Many of the measures are already prepared and/or can be co-financed from already
approved transport infrastructure project based from EU cohesion fund and from ongoing
and in the near future started related EU projects (like Civitas Elan, for example).
34
The following objectives that will be realised at the end of the year of 2012 at the latest are
aimed to contribute to implementation of these goals:
• Overall calming of the traffic in the city by extending reduce speed zones and
increasing the number of (cyclist friendly) speed bumpers;
• Overall improving of the conditions for the cycling in the city;
• Overall improving of the conditions for the walking in the city;
• Improved inter-modality between cycling/walking and public transport (railway, citybuses, intra and interregional bus transport) and cycling and use of taxis and private
cars;
• Improved attractiveness of cycling in the city;
• Improved attractiveness of the walking in the city.
In order to realize the above mentioned objectives the additional “vertical” objectives are:
•
To improve coordination and steering capacities for mobility management in the city;
•
To improve coordination and steering capacities for sustainable transport planning
within the Ljubljana Urban region;
•
To assure appropriate stakeholders engagement and public participation in design
and implementation of concrete activities and measures of the MM plan.
35
Chapter 4: Implementations / Activities
In order to achieve the goals and objectives as presented in Chapter 3 the following activities
and measures will be carried out.
• Overall calming of the traffic in the city by 20% till the end of 2013
o Extension of the reduced speed traffic zones by 30%
o Increase of cyclist friendly speed bumpers for 100 %
o Promotion campaign for calming down the traffic in the city
• Overall improvement of the conditions for cycling in the city till the end of 2013
o Improvement of cycling infrastructure by reconstruction of 50 km of cycling
tracks/paths/lanes and construction of additional 11,8 tracks/paths/lanes till
the end of 2013
o To improve integration and connectivity of the cycling network in the city by:
• New and extended cycling tracks/ways/lanes;
• Diminishing most dangerous obstacles (curves with inappropriate radius,
objects/plants placed on or to close to the driveway or are reducing
visibility needed or safety cycling on the existing network of cycling
paths/ways and lanes (so called “black points”) as identified by
corresponding document of Ljubljana cyclist network
• Improving quality of pavement (removal of exposed kerbs, potholes,
uneven paved surfaces at car exits, improvement of skid resistance) and
by providing additional signalisation for safe and comfortable cycling
(traffic rules and/or destination/distance cycling signposts and/or
horizontal signalisation/pictographs);
• Improved maintenance of cycling tracks/ways/lanes (more regular
sweeping, removal of snow etc.);
• Introduction of “bike boulevards”, i.e. Streets where cycling has a priority
that is recognisable both by horizontal and vertical signs as well as with
street design;
• Introduction of at least two “side corridors” that would enable safe and
comfort cycling from at least two suburbs to the centre (as well as in the
opposite direction) by combining cycling on side roads, cycling through
green areas and cycling existing and new cycling tracks/paths/lanes out of
main motorised transport corridors.
• Improvement of traffic regimes in favour of cycling
o
To improve traffic regime by the end of 2013 by:
• Increased number of one-way streets that allows counter-flow cycling thus
at least 80% of one way streets will allow counter-flow cycling,
• Changes in design and placement of parking lots and boxes on the streets
In a way that increases safety of cycling for at least 20% of on side of the
road public parking spaces
• Reduction of the number of streets/roads that are prohibiting cycling for
50% (removal of the traffic signs that are prohibiting cycling)
• Introduction of at least 3 “bike boulevards” that are connecting city centre
with residential/commercial districts
• Allowing and enabling (bike boxes) of priority alignment and right to way on
a traffic light equipped intersections on at least 30% of the intersections
on main cycling corridors to city centre respectively from the city centre to
the districts.
36
• Overall improvement of the conditions for walking in the city till the end of 2013 by:
o Extension of pedestrian zones for 20 % taking into account 2009 baselines
ƒ Removal of the barriers and obstacles for walking at sidewalks – at
least 50 % of the sidewalks in the city centre should be free of barriers
and obstacles and should correspond to the minimal occupancy/width
ratio standards.
ƒ Construction and re-construction of sidewalks at least 50 % of the
sidewalks in the city centre should correspond to the minimal
occupancy/width ratio standards.
ƒ Assignment of sidewalk routes for blind persons – all the routes in the
historic centre of the city should be equipped to enable orientation of
blind persons
ƒ Provision of additional safe routes to schools – number of safe routes
to primary schools should be increased for 20% taking into account
2009 baselines
• Improved inter-modality PT: walking, PT : cycling, cycling : taxi, cycling : private car will
be achieved till the end of 2013 by:
o Provision of a real time information displays with information on bus arrivals at
most of the bus stops in the city till the end of 2013
o Establishment of a pilot corridor for fast and comfortable public transport from
one to the other part of the city through the city centre till the end of 2012 and
provision of a sufficient number of weather protected bicycle parking racks
that enables safe locking of a bicycle at end stops (at least 50) and at major
transfer stops (at least 20) at the corridor till the end of April 2013.
o Provision of a sufficient number (at least 100 on each location) of weather
protected bicycle parking racks that enables safe locking of a bicycle at all
P+R facilities and central bus and train station in the city.
o Provision of city bike self service terminals at most (at least 70 %) of P+R
facilities, central bus and train station, main transfer city bus stops as well as
at main political, administrative, cultural, science and commercial buildings in
the city.
o Provision of bicycle garage with bicycle service at central railway station (for
at least 50 bicycles) and at least 200 parking lots for bicycles under video
surveillance at least 10 public personal car garages in the city.
o Issuance of a major’s ordinance that requests all taxis in the city to be
equipped to transport at least two bicycles without additional charging for
transport of a bicycle.
• Improved attractiveness of the cycling in the city
Improved conditions for cycling are precondition for improved attractiveness of the
cycling in the city however they are a necessary but not a sufficient condition for
improved attractiveness of the cycling in the city. Inhabitants need to be told and
demonstrated that conditions have been improved as well as properly addressed and
motivated to take an active part in increased cycling in the city. Hence it is important that
improvement of conditions for cycling goes hand in hand with promotion, demonstration
and marketing activities respectively that both kind of activities are timely spatial and
timely coordinated.
o General promotion of cycling in the city by creation of corporate identity of the
cycling in the city and strategic implementation of its branding on street
furniture (bicycle parking racks etc.), signposts, cyclist-counters, brochures,
maps etc.
o Permanent promotion of cycling in the city as an activity that contributes to
37
o
o
o
o
health, agility and mobility of the citizens and to a better quality of life in the
city to be carried out at very first through the activities of NGOs that are
promoting and advocating cycling, environmental protection and health
prevention.
Targeted campaigns for special target groups at very first students, pupils and
seniors as well as employees (cycle to work). On the other side targeted
campaigns will be carried out within specific parts respectively residential
and/or commercial areas parallel and after any major improvement of the
infrastructure that will enable better accessibility and/or better cycling safety.
Campaign on promotion of new self-service city bike hiring scheme will be
carried out to popularise the use of city bike.
Safe-cycle to school campaigns will be carried out at schools where safe
bicycle driveways to school will be established trough improvement of cycling
infrastructure.
Provision of a display equipped cyclist-counters with applied branding of the
corporate identity of the Cycling in the city.
• Improved attractiveness of the walking in the city
o Permanent promotion of walking through support of the activities of the GO
and NGO organisations that are promoting healthy lifestyles in mobility and
prevention from so called “civilisation diseases” by physical activities.
o Design and implementation out of a specialised two year campaign “Za
Ljubljano po dveh” (For a city that walks) to increase walking in the city.
o Increase number and intensity of “walking to school” campaigns.
•
Improved coordination and steering capacities for mobility management in the city
o Reorganisation of jurisdictions, competences, tasks and activities in the fields
of transport planning and management, operation of PT, maintenance of public
transport infrastructure in the city and mobility management by establishment of
Sustainable Mobility Department at the level of city administration that will join
and coordinate transport and mobility related jurisdictions, competencies, tasks
and activities that are at present distributed to Economy and Transport
Department, Urban Planning Department, City Traffic Wardens, Public Holding
Ljubljana, Public Enterprise Ljubljana Parking and Markets and Cycling
Coordinator of Ljubljana.
o Enhanced capacities for planning and management of urban cycling.
Establishment of the Office of Cycling Coordinator within the Sustainable
Mobility Department with at least one legal, one urban planning and one traffic
or civil engineering expert. Empowerment of Cycling Coordinator for formal
approval of all activities that are directly or indirectly affecting cycling in the city
like approval of construction permissions and other legal acts and procedures
related to planning, permitting and taking over cycling related transport
infrastructure and street furniture.
o Establishment of Sustainable Mobility Council of COL as an interdisciplinary
advisory body of transport and mobility experts and sustainable mobility
activists and providing assistance and resources for professional operation of
its secretariat.
o Providing support to professional work of The Cyclist Platform of COL by cofinancing its activities in the field of aggregation and representation of interests
in order to level playing field with organised interests of motorised transport
o Improved coordination and steering capacities for sustainable transport
planning and management within the Ljubljana Urban region
o Establishment of Regional Transport Coordination Committee at the level of
LUR
38
o
o
•
Establishment of Regional Sustainable Transport Agency in-charge for
coordination of different aspects of sustainable transport and mobility
management in the region
Establishment of an independent regulatory body for Mobility Management at
LUR
Assuring appropriate engagement of stakeholders and public participation in design
and implementation of concrete activities and measures of the MM plan,
o Establishment of Public Participation Task Force for MM in COL.
o Provision of a public participation master plan with identification of all relevant
stakeholders at the level of sustainable mobility planning and management in
the city and relevant stakeholders at the level of LUR.
o Provision of a detailed public participation action plans for each single measure
39
4.1 Summary of activities
Objectives
Action/Activity
1. Overall calming of the traffic in the city by
reducing average speed for 20% till 2013
Building awareness for sustainable Mobility;
promotion of Ljubljana as safe traffic city
1. 1 Improve overall safety and reduce severe
traffic accidents for 20 % till 2013
Increase/extension of reduced speed zones;
Providing cycling friendly speed bumpers
1.2 To improve control over and sanctioning of
maximal speed violation in the city
To increase speed control and maximal speed
violation sanctioning by training and provision of
additional equipment to CTW
2 Increase share of cycling in the modal split for
20% till 2013
Promote cycling, B & R and drive & bike
2.1 Improved accessibility, comfort and safety of
cycling
Improvement of cycling infrastructure
Introduction of self-service city bike scheme
2,2 Improved image of utility cycling in the city
Design of and application of corporate identity of
cycling in the city,
target groups tailored promotion campaigns
3 Increased share of walking in the modal split of
the city for 20% till 2013
Building awareness on Ljubljana as sustainable
mobility city and improvement of PT
Extension of pedestrian zones and reconstruction
of sidewalks
General and target groups specific promotion
campaign
3.1 Improved comfort and safety of walking
3.2 Increased attractiveness of walking
4. Improved steering and coordination capacities
for sustainable mobility management and
planning in COL and LUR
4.1 Improved steering and
capacities for sustainable mobility
and planning in COL
4.2 Improved steering and
capacities for sustainable mobility
and planning at LUR
5. Improvement of acceptance
management measures in COL
coordination
management
coordination
management
of
mobility
Establishment
of
Transport
Coordination
Committee of LUR
Establishment of Sustainable Mobility Task Force
at COL
Establishment of Mobility Department and
corresponding
transfer
of
jurisdictions,
competencies, tasks and capacities
Establishment of a Regional Sustainable
Transport Agency
Establishment
of
independent
Transport
Regulator
Mobility Public Participation Task Force of COL,
PP master plan for sustainable mobility in COL
40
4.2. Activities in Detail (descriptive)
4.2.1 Calming of the traffic in COL
4.2.1.1 Goal
To reduce the level of noise from traffic and severe traffic accidents (accidents with
mortalities and severe injuries) for 20% till the end of 2013 taking into account 2007
baselines
4.2.1.2 Target group:
Motorised vehicle drivers in the COL
4.2.1.3 Action
• To extend existing and introduce new reduced speed traffic zones;
• To extend and intensify vehicle speed control in the city and improve level of
sanctioning of speed violation by 50%;
• To raise awareness on the importance of calming of the traffic to improve transport
flows and traffic safety and to reduce noise and decrease frequency of severe traffic
accidents in the city by multi-media awareness raising campaign.
4.2.1.4 Sub actions
• To re-design street outlook, driving surface and furniture at sections, junctions and
intersections with higher accident risks as well as within existing and new reduced
traffic zones in order to direct drivers to slow down travel speed;
• To extend reduced speed zones for 30% by the end of 2013 taking into account 2007
baselines;
• To introduce at least 3 “shared spaces” till the end of 2013,
• To train the city traffic wardens for effective speed control and sanctioning of speed
violations and to equip them with 10 new mobile speed measurement devices
(radars);
• To improve cooperation with national Traffic Police in order to coordinate actions for
slowing down the motorised traffic in the city;
• To design and carry out a bid for tender for a design of overall multi-media campaign
for overall calming down of the traffic in the city that will include sub-campaigns on
speed violation related accidents in the city, introduction of the “shared space”
concept and importance of reduced speed zones for safe and quality living in the city.
4.2.1.5 Support/cooperation
• A Sustainable Traffic Board with members from City Council of COL, Department of
Urban Planning, Department of Economy and Transport, Department of
Environmental Protection, Office for Development Projects and Investments, City
Traffic Wardens, Traffic Police – Ljubljana Department, City Districts, Urban Planning
Institute of RS, Institute for Spatial Policies, initiative “Za mesto po dveh”, Ljubljana
Cyclist Network, CIPRA Slovenia etc. will be established in 2011 and chaired by
deputy major in charge for spatial planning and transport.
• A Task Force for the Implementation of the Promotion Campaign, its monitoring and
evaluation will be established.
41
4.2.1.6 Timeline
Action/measure
Timeline
1
2
3
4
5
6
March 2011 – November 2013
March 2011 – November 2013
April 2012 – March 2013
January 2012 – December 2012
February 2011
September 2012 – September 2013
Re-design of outlook and surface of driveways
Extended/new reduced speed zones
3 shared spaces
Improved control and sanctioning capacities
Constitution of Traffic Calming Board
Multimedia awareness raising campaign
4.2.1.7 Budget
Action/measure
Budget
1
2
3
4
5
6
18,4 million €
2,3 million €
2,7 million €
0,4 million €
0,01 million €
1,5 million €
Re-design of outlook and surface of driveways
Extended/new reduced speed zones
3 shared spaces
Improved control and sanctioning capacities
Operation of Traffic Calming Board
Multimedia awareness raising campaign
4.2.1.8 Responsibility
Action/measure
Responsibility
1
2
3
4
5
6
DET
DET, DUP
DET, DUP
CTW
Office of Mayor
Office of Mayor
Re-design of outlook and surface of driveways
Extended/new reduced speed zones
3 shared spaces
Improved control and sanctioning capacities
Operation of Traffic Calming Board
Multimedia awareness raising campaign
4.2.1.9.Output and Indicators
Action/
Output
Measure
1
2
3
4
5
6
“Slow down” re-designed 12 most
critical sections/intersections/junctions
Extension of 8 and introduction of 11
new reduced speed zones
3 shared spaces
Reduced number of maximal speed
violations
Improved coordination of activities
Effective and efficient multi media
promotion campaign
Indicators
Average decrease of severe traffic
accident for 20 %
Average reduction of noise and severe
traffic accidents in new RSZ for 20%
% of residents/users in support of
Reduced speed violations for 20 % by
50% increase of sanctioning efficiency
Level of improvement assessed by
questionnaire
Share of the inhabitants that can recall
campaign’s objectives 6 months after its
termination
42
4.2.2 Promotion of utility cycling in COL
4.2.2.1 Goal
To increase the share of cycling in modal split of the city for 20% by taking into
account 2009 baselines
4.2.2.2 Target group
• Students of the University of Ljubljana
o Pilot campaign at the Faculty of Social Science
• Employees at the University of Ljubljana
o Pilot campaign at the Faculty of Social Science
• (City) Public Officials
o Pilot campaign at Ministry of Foreign Affairs
o Pilot campaign for employees of COL
• Seniors aged 60 to 70
• Pupils of secondary school in Ljubljana
• Residents of BS3 neighbourhood
• Residents of Galjevica and Prule neighbourhoods
• Visitors of Centre of Urban Culture Kino Šiška and Stožice sport park
4.2.2.3 Action
• Reconstruction and improvement of cycling network in Ljubljana with an emphasis on
direct access, safety and comfort at main corridors to the centre of the city.
• Change of traffic (driving and parking) regimes to allow cycling on the majority of
roads/streets, counter flow cycling on the majority of one way streets and provision of
safe cycling lines whenever possible.
• Introduction and promotion of self service city bike scheme (300 bicycles, 30 terminals
with density of terminal grid in the centre of 0,5 km x 0,5 km).
• Corporate design and branding (on cycling infrastructure/street furniture, leaflets,
gadgets, brochures, web site/videos) of the utility and recreational cycling in the city.
• Promotion campaign on cycling in the city with sub-campaigns for specific target
groups.
4.2.2.4 Sub actions
• Introduction of at least two side cycling corridors (BS 3/Stožice – centre and Galjevica
–centre) for accessing the city through uninterrupted and safe cycleway through
reduced seed zones and green areas.
• Pilot introduction of a “student bike” for the students of FDV.
• Pilot introduction of a “duty e-bike” and “duty bikes” for the employees of FDV.
• Promotion campaign on utility cycling for students with special emphasis on the
students of FDV.
• Promotion campaign on utility cycling for employees of the University of Ljubljana with
a special emphasis at the employees of FDV.
• Promotion campaign on cycling to school for the pupils and employees of the
secondary schools with the special emphasis on the secondary school at the pilot
corridor Dragon’s tail.
• Promotion campaign on “cycling to event” for the visitors of Stožice sport centre and
Kino Šiška urban culture centre that are living in Ljubljana.
43
4.2.2.5 Support/cooperation
Cycling Platform of COL that consists from representatives of:
• City-Bike Promotion Task Force that consists from representative of the company
PROPLUS (concessionaire/operator of self-service city bike scheme), Cycling
Coordinator of COL, Ljubljana Tourist Office and Ljubljana Cyclist Network;
• University Cycling Promotion Task Force that includes representatives of the University
of Ljubljana, Student Organisation of the University of Ljubljana, Cycling Coordinator
of COL, Department of Economy and Transport of COL, Faculty of Social Science,
Student Organisation of Faculty of Social Science, Radio Student, Tribuna – student
review;
• Cycling to Events Promotion Task Force that includes representatives of the Zavod
Tivoli (operator of Stožice Sport Centre), Zavod Kino Šiška (operator of the centre of
urban culture), Cycling Coordinator of COL;
• Cycling to Secondary Schools Task Force that is including Cycling Coordinator of COL,
representatives of the secondary school, representatives of the Ministry of Education
of RS, local coordinator of Eco-schools, Ljubljana Cycling Network, Environmental
Centre etc.;
• Cycling for Seniors Task Force that includes Cycling Coordinator of COL,
representatives of local Association of Pensioners Societies and project officers of
Lifecycle project (CINDI Slovenia)
4.2.2.6 Timeline
1
2
3
4
5
Action
Improvement and extension of the cycling network
Cycling friendly change of traffic regimes in COL
Self service city bike scheme and its promotion
Corporate design and branding of utility cycling
Utility cycling promotion campaign
Timeline
March 2011 – October 2013
Dec. 2011 – February 2012
April 2011 – September 2011
June 2011 – August 2012
May 2012 – September 2013
4.2.2.7 Budget
1
2
3
4
5
Action
Improvement and extension of the cycling network
Cycling friendly change of traffic regimes in COL
Self service city bike scheme and its promotion
Corporate design and branding of utility cycling
Utility cycling promotion campaign
Timeline
3,4 million €
0,8 million €
1,2 million €
0,6 million €
0,9 million €
4.2.2.8 Responsibility
1
2
3
4
5
Action
Improvement and extension of the cycling network
Cycling friendly change of traffic regimes in COL
Self service city bike scheme and its promotion
Corporate design and branding of utility cycling
Utility cycling promotion campaign
4.2.2.9.Output and Indicators
Action
Output
1
2
3
4
Improved & extended cycling network
90% of streets allows cycling
High level of use of city bike
Recognisable cycling in city identity
5
Effective and efficient promotion
Responsibility
DET, CC
DET, CC, CTW
LPM Ltd., CC
LTO, Office of Mayor, CC
CC, Office of Mayor, DET, DEP
Indicators
Increase of cyclist in modal split
Increase of cyclist in modal split
% of the users and use of city bike
% of applied branding to cycling signs
and information materials
Increase of cyclist in MS, % of residents
44
campaign
that can recall campaign after 6 months
4.2.3 Promotion of walking in the COL
4.2.3.1 Goal
To increase the share of cycling in modal split of the city for 20% by taking into
account 2009 baselines.
4.2.3.2 Target group:
Citizens living in Ljubljana with a special emphasis:
• Citizens living in the city centre
• Citizens living in the city and working in the city centre
• Citizens living in the vicinity of a pilot corridor for a rapid and comfortable PT
• Public (COL) employees living and working in the city
• Primary level school pupils, teachers and headmasters
4.2.3.3 Action
•
•
•
•
•
Extension of pedestrian/non motorised traffic zones
Improvement/reconstruction of existing sidewalks
Removal of the barriers from sidewalks
Stricter sanctioning of illegal parking on sidewalks (also out of the city centre)
Provision of additional safe walking routes to schools
• Promotion campaign for walking in the city
4.2.3.4 Sub –actions
• Individualised Mobility Marketing Campaign for citizens living in the city centre
• Promotion campaign on PT and walking for citizens living in the city and working in the
city centre
• Individualised Mobility Marketing Campaign for citizens living in the vicinity of a pilot
corridor for a rapid and comfortable PT
• Promotion campaign for public (COL) employees living and working in the city
• Promotion campaign on walk to school for pupils of the schools with new safe walking
to school routes and their parents.
4.2.3.5 Support
•
•
•
•
•
•
•
DET by ordering, financing and supervising of reconstruction of sidewalks
DUP by providing procedures for extension of pedestrian zones
CTW by stricter sanctioning of illegal parking/driving on areas designated for walking
LPP in a form for enabling promotion campaign on city bus displays
Department of Education and Sports of COL
Office of the mayor in a form of promotion of walking among COL employees
Ljubljana Holding in a form of promotion of walking among employees
• Ministry of Health of RS in a form of promotion of walking among public employees in
Ljubljana
4.3.3.6 Timeline
Action/measure
Timeline
1 Extension of pedestrian zones
March 2011 – November 2013
45
2
3
4
5
6
Improvement/reconstruction of sidewalks
Removal of the barriers from sidewalks
Sanctioning of illegal parking on sidewalks
Additional safe walking routes to schools
Promotion campaign for walking in the city
March 2011 – November 2013
April 2012 – March 2013
January 2012 – December 2012
February 2011
September 2012 – September 2013
4.3.3.7 Budget
Action/measure
Assessed costs
1
2
3
4
5
6
1,9 million €
1,4 million €
0,7 million €
- 1 million €
0,8 million €
1,3 million €
Extension of pedestrian zones
Improvement/reconstruction of sidewalks
Removal of the barriers from sidewalks
Sanctioning of illegal parking on sidewalks
Additional safe walking routes to schools
Promotion campaign for walking in the city
4.3.3.8 Cooperation
Action/measure
1
2
3
4
5
6
Extension of pedestrian zones
Improvement/reconstruction of sidewalks
Removal of the barriers from sidewalks
Sanctioning of illegal parking on sidewalks
Additional safe walking routes to schools
Promotion campaign for walking in the city
4.3.3.9 Outputs and Indicators
Action / Output
1
2
3
4
5
6
Timeline
DUP, DET
DET
DET
CTW
DES, DET, CP, CPERT
Office of Mayor, DES, Holding
Ljubljana, LPP, MoH, CPERT,
Indicators
Increased of pedestrian zone areas
% of increase of PZ
Reconstructed sidewalks
% of reconstructed area of sidewalks
Removed barriers and obstacles
% of sidewalks without barriers
Reduced illegal parking
% of decrees of illegal parking
Established new safe walking routes to % of increase of safe routes to school and
schools
% of increase of pupils coming to school
by walking
Improved awareness and motivation for % if increase of walking in MS; % of the
walking in the city
residents that can recall goals, objectives
and activities of the campaign 6 month
after its termination
46
4.2.4 Improvement of Coordination Capacities for Sustainable Mobility
Planning and Mobility Management in the City of Ljubljana
4.2.4.1 Gap
Within preparatory activities for Sustainable Urban Transport Plan, which is a part of Civitas
Elan, project both domestic and foreign experts identified:
• Lack of a comprehensive sustainable transport and mobility and policy.
• Lack of coordination structures between urban and transport planning, hard
(infrastructure) and soft (awareness raising, change of mobility culture and patterns)
mobility management measures, conceptual development of transport systems and
operational mobility management in the city.
4.2.4.2 Target group
• The Mayor
• The Deputy Mayor in charge for Urban Planning and Transport
• Municipal Administration
4.2.4.3 Action
• Reorganisation of jurisdiction, competences and tasks of Urban Planning Department,
Economy and Transport Department, City Traffic Wardens, Office of Development
Projects and Investment, Holding of Ljubljana and Ljubljana Parking and Markets in
the field of transport into new Mobility Department
4.2.4.4 Sub –actions
• Study on legal and administrative issues related to establishment of Mobility
Department.
• Comparative study on best administrative structures practices in Mobility Management
at the level of mid-sized cities in the EU.
• Draft proposal of jurisdictions, competences, task and legal and administrative design
and staff profile of the new Mobility Department
• Seminar and moderated workshop on the draft proposal in question with experts,
mayor, deputy mayor, and heads of relevant departments, offices and services of
COL.
4.2.4.5 Support
• The City Council,
• Office of the Mayor
4.3.4.6 Timeline
1
2
3
4
5
Action
Study on legal and administrative issues
Comparative study on best structures and practices
Draft proposal on design and profile of MD
Seminar and workshop with key stakeholders
Establishment of Mobility Department
Timeline
May 2011 – November 2011
May 2011 – November 2011
April 2012 – May 2012
September 2012
January 2012 – March 2013
47
4.3.4.7 Budget
1
2
3
4
5
Action
Study on legal and administrative issues
Comparative study on best structures and practices
Draft proposal on design and profile of MD
Seminar and workshop with key stakeholders
Establishment of Mobility Department
Estimated costs in €
32.000
26.000
12,000
4.000
118.000
4.3.4.8 Cooperation
1
2
3
4
Action
Study on legal and administrative issues
Comparative study on best structures and practices
Draft proposal on design and profile of MD
Seminar and workshop with key stakeholders
5
Establishment of Mobility Department
Partners
Office of Mayor, ODPI
Office of Mayor, ODPI
Office of Mayor
Office of Mayor, DUP, DET,
ODPI, Holding Ljubljana, CTW
Office of Mayor, CiC
4.3.4.9 Outputs and Indicators
Output
Indicator
Establishment of Mobility Department
In time reorganisation of city administration
48
4.2.4 Improved coordination and steering capacities for sustainable transport
planning and management within the Ljubljana Urban region
4.2.4.1 Opportunity
• The transport and mobility in Ljubljana cannot be neither planned nor managed
only at the level of the city since the city is a large attractor of traffic, at very first
from Ljubljana Urban Region. Establishment of structures for cooperation in the
field of transport planning and mobility management is envisaged within the expert
papers on development of transport in the region that have been confirmed by
competent political bodies.
4.2.4.2 Target group
• Municipalities of Ljubljana Urban Region
• Transport and mobility experts within LUR
4.2.4.3 Action
• Establishment of Steering, Coordination and Regulatory capacities for
sustainable transport and mobility planning at LUR
4.2.4.4 Sub –actions
•
•
•
Establishment of Regional Transport Coordination Committee at the level of LUR
Establishment of Regional Sustainable Transport Agency in-charge for
coordination of different aspects of sustainable transport and mobility
management in the region
Establishment of an independent regulatory body for Mobility Management at
LUR
4.2.4.5 Support
26 municipalities of LUR, Ministry of Transport of RS, Office of the Government of RS for
Local Self Management, EU DG Transport
4.3.4.6 Timeline
1
2
3
Action
Establishment of Reg. Transport Coordination Committee
Establishment of Regional Sustainable Transport Agency
Establishment of independent MM regulatory body of LUR
Timeline
April 2011
September 2012
June 2013
4.3.4.7 Budget
1
2
3
Action
Establishment of Reg. Transport Coordination Committee
Establishment of Regional Sustainable Transport Agency
Establishment of independent MM regulatory body of LUR
Estimated costs in €
13.000
484.000
326.000
4.3.4.8 Cooperation
26 municipalities of LUR, Ministry of Transport of RS, Road Agency of Slovenia, Slovene
Railways, LPP, Kam-Bus, Omega Consult Ltd, PNZ Ltd, Institute for Urban Planning of RS,
Office of the Government of RS for Local Self Management.
49
4.2.3 Support to public participation in design and implementation of Mobility
Management actions and measures
4.2.5.1 Opportunity
Mobility management depends at large on willingness of the citizens to change their mobility
habits. Next to change of legal and economic framework conditions and incentives for an
adequate change public participation is an important vehicle for changing mobility patterns.
Within the CIVITAS Elan project a general public participation plan for public participation in
implementation of sustainable transport and mobility measures and actions has been
developed whereas at the level of mobility planning management at the level of COL detailed
public participation plans has been prepared (comprehensive cycling strategy, demand
oriented transport services, improved PT services for seniors etc.) respectively are in
preparation process (Sustainable Urban Transport Plan ,,,,). This is providing a solid ground
for establishment of sustainable structures and support services to public participation in
mobility management.
4.2.5.2 Target group
Deputy mayor in charge for urban planning and transport, heads of transport and mobility
related departments of COL, experts and measure leaders in the field or transport and
mobility in COL
4.2.5.3 Action
Training of top-level transport and mobility city official on Public Participation.
4.2.5.4 Sub –actions
•
•
•
•
Establishment of Public Participation Task Force for MM in COL.
Provision of a public participation master plan with identification of all relevant
stakeholders at the level of sustainable mobility planning and management in the
city and relevant stakeholders at the level of LUR.
Provision of a detailed public participation action plans for each of MM plan
measure
Workshop/trainings on relevance of PP and good PP practices in MM
4.2.5.5 Support
The Office of Mayor
4.3.5.6 Timeline
1
2
3
4
Action
Establishment of PP Task Force for MM in COL
Public Participation Master Plan for MM
Detailed PP Action Plans for MM measures
Workshop on good PP practices in MM
Timeline
March 2011 – October 2013
Dec. 2011 – February 2012
April 2011 – September 2011
June 2011 – August 2012
4.3.5.7 Budget
1
2
3
4
Action
Establishment of PP Task Force for MM in COL
Public Participation Master Plan for MM
Detailed PP Action Plans for MM measures
Workshop on good PP practices in MM
Estimated costs in €
5000
44,000
83.000
4.000
4.3.5.8 Cooperation
1
Action
Establishment of PP Task Force for MM in COL
Partner
Office of Mayor
50
2
3
4
Public Participation Master Plan for MM
Detailed PP Action Plans for MM measures
Workshop on good PP practices in MM
DET,
DET. DUP, DES. CC, CTW, LPP
DET, DUP, DES, CC, CTW, LPP
4.3.5.9 Outputs and Indicators
Action
Output
Indicators
1
2
3
Regular meetings (twice a year)
Approved PP
Implemented envisaged PP measures
4
Established PP Task Force for MM
Public Participation Master Plan
Detailed PP Action Plans for MM
measures
Workshop on good PP practices in
MM
Number,
structure
and
level
of
participants,
questionnaire
based
assessment of quality
51
4.3. Detailed action plan (Overview)
Please make use of the following table to provide an overview on your action plan e.g.:
Goal, Gap
or
Opportunity
(S.M.A.R.T)
Traffic
calming
in
COL for 20%
till 2013
Action
Target Group
Sub-actions
Support
/
Cooperation
Time line
Budget
Responsibility
Outcome
output
Extension
of
reduced speed
zones for 30%
•
•
Study
on
possibilities and
costs
and
benefits
of
extension
of
reduced speed
zones
Study on bike
friendly design
of
speed
bumpers
•
•
•
•
July 08
Transport
Head
of
Planning
department
•
Training of CTW
Purchase
of
mobile
speed
control
equipment
•
•
•
Motorised
vehicle
drivers
•
Improved
speed control
and
sanctioning
Increase of
cycling
for
20% till 2013
Improvement
and extension
of
cycling
infrastructure
•
•
Motorised
vehicle
drivers
Existing
and
potential
cyclist
•
•
•
•
•
Guidelines
for
re-design
and
re-construction
of
cycling
network
Study
on
counter
flow
cycling in one
way streets
Study
on
“cycling
boulevards”
DET
DUP
CC
Lobby
groups
Mobility
Manager
•
•
•
•
•
DET
CC
DUP
UIRS
LKM
On-going
Appropriate
staff budget
Head of CTW
Charges of
fines
on
speed
violations
April 2011October
2013
Transport
Head
of
Transport
Department
Indicators
(see Max SUMO)
Improved
traffic
safety
Reduced
noise from
traffic
Improved
mobility
sustainabil
ity
•
Modal shift
•
Usage in %
•
Satisfaction
with
service
offered
•
Change
behaviour
Improved
traffic
safety
•
Improved
effectiven
ess
of
vehicle
speed
control
Increased
cycling
Modal shift in
favour of
cycling
Increased
satisfactio
n
with
cycling
infrastruct
ure.
Reduced
•
Modal shift
•
Satisfaction
with service
•
Change
behaviour
•
Km of new
cycling tracks
paths
and
lanes
•
Modal shift
•
Usage in %
•
Satisfaction
with service
•
•
DET
CTW
Lobby
groups
or
•
in
in
52
•
Improved
attractiveness
of utility cycling
•
Existing
and
potential
cyclist;
Students,
public
employees,
pupils
•
•
•
•
Tourists
Visitors
•
•
•
•
Increase of
walking for
20% till 2013
Extension
of
pedestrian
zones
and
reconstruction
of sidewalks
•
•
•
Residents
Visitors
Tourists
•
•
Removal of the
barriers from
sidewalks
•
Promotion
campaign
•
•
•
Residents
Residents
Visitors
Tourists
Study on new
cycling corridors
Study
on
corporate
and
visual identity of
utility cycling
Signposting and
branding
Introduction and
promotion of self
service city bike
Pilot project on
student bike and
utility bike
Promotion
campaigns
on
cycling to school
and to work
“Year of cycling
campaign”
Overview
of
barriers
and
obstacles
on
sidewalks
Assessment of
occupancy
of
sidewalks
•
•
accidents
•
•
•
•
•
•
•
•
•
•
•
•
CC
Office of
Mayor –
PR
DET
DES
LTO
University
ŠOU
Uni-FDV
ŠOUFDV
Proplus
LKM
Radio
Študent
DET
DUP
CTW
Lobby groups
CTW
Preparation
of
the concept of
promotion
campaign
and
PR office
Local media
Lobby groups
April 2011-
PR
October
2013
Sponsorship
(ŠOU,
bicycles
sellers,
Proplus)
PR
officer
head
CC
Increased
number of
utility
cyclist and
cycling in
COL
Donations –
in
kind
contributions
March
2011
March
2013
March
2011
March
2013
Transport
Head of DET
–
–
MarchSeptember
2013
City
traffic
wardens
PR
LTO
Sponsors
Head of CTW
Head of PR
Improved
volume
and
safety
of
walking
•
Modal shift
•
Usage in %
•
Satisfaction
with
service
offered
•
Change
behaviour
•
Sq. m of PZ
and
Reconstructed
sidewalks
•
Usage in %
•
Satisfaction
with
service
offered
•
Usage in %
•
Satisfaction
with
service
offered
Modal shift
Usage in %
Satisfaction
with
service
•
•
•
in
53
promotion
materials
Improvement
of steering
and
coordination
activities
Establishment
of
Mobility
Department
•
•
CiC
Residents
•
•
LUR
municipali
ties
Increased
acceptance
of
MM
measures
•
Public
Participation in
implementation
of
MM
measures
•
•
•
•
LUR
municipali
ties
Ministry
of
Transport
Office of
Mayor
DET,
DUP
ODPI
Improved
sustainable
mobility policy
at COL level
•
October
2011
–
October
2012
Budgets of
LUR
municipalities
EU regional
development
funds
RRA LUR
Improved
sustainable
transport policy
at LUR level
Establishment
RSTA
of
LUR Council
January
2012
–
December
2012
Share
road
tax?
of
use
LUR
and
Ministry
of
Transport
Improved
sustainable
transport policy
at LUR level
Establishment
RTR
of
•
October
2012
–
October
2013
Office
Mayor,
OLSM
of
Office of Mayor
Improved
acceptance of
MM measures
•
•
LUR Council
•
Legal study
•
Mobility PP task
force of COL
PP in mobility
master plan
Plan of PP for
MM measures
•
•
Independent
Regional
Transport
Regulator
Office of Mayor
Mayor,
Deputy
Mayor, CC
DET,
DUP,
DEP, CWT,
Holding
Ljubljana
•
•
•
offered
Change
in
behaviour
Establishment
of
Mobility
Department
Transport,
Urban
Planning,
City Traffic
Wardens,
Holding
Ljubljana
study on legal
and
administrative
issues
study on best
EU practices
study on staff
profile
study on legal
and
administrative
issues
study on best
EU practices
•
Regional
Sustainable
Transport
Agency
•
•
•
Office of
Mayor
DET,
DUP
ODPI
February
2011
–
June 2012
Modal shift
Change
behaviour
in
54
Chapter 5: Monitoring and Evaluation
PROJECT:
MOBILITY MANAGEMENT PLAN OF COL
Overall
Goals To increase the share of cycling and walking in the modal split of
COL for 20% till 2013 based on 2007 baselines
Target
groups
Direct target groups:
•
•
•
Public (city and state) officials
living in COL
Employees and students of the
University of Ljubljana
Pupils and employees of
secondary level schools in COL Services For direct target groups:
provided
• Extended pedestrian zones
•
•
•
•
•
•
•
•
•
Mobility
option
offered
Reconstructed of sidewalks
Improvement of existing cycling
network
Extension of cycling network
Water
protected
parking
facilities for bicycles
Safe locking enabling parking
racks
Direction and distance marking
signposts
Bike counters with basic repair
tools and electric air pumps
Self-service city bike
Corporate identity designed
traffic regime and direction
signs For direct target groups
•
•
•
Cycling
Walking
B+R Indirect target groups:
•
•
Permanent
and
residents of COL
Visitors temporal
For indirect target groups:
•
•
•
•
•
•
•
•
•
•
Extended pedestrian zones
Reconstruction of sidewalks
Improvement of existing cycling
network
Extension of cycling network
Water
protected
parking
facilities for bicycles
Safe locking enabling parking
racks
Direction and distance marking
signposts
Bike counters with basic repair
tools and electric air pumps
Self-service city bike Corporate identity designed
traffic regime and direction
signs For indirect target groups:
•
•
•
Cycling
Walking B+R 55
PROJECT:
MOBILITY MANAGEMENT PLAN OF COL
Direct target group
Framework
conditions
Level
Targets
Indicators Methods
External factors
(not applicable)
Number of sunny Meto statistics
days
Person-related
factors
(not applicable)
Number of
students/ public
employ
A
Extended pedestrian
zones
Reconstructed
sidewalks
Option offered Services providers
Overall
effects
Improvement of
existing cycling
network
D
Extension of cycling
network
statistics extension of
Survey
pedestrian zones
in m2 and in %
March 2013
20%
reconstructed
reconstructed
sidewalks
surface in m2
and in %
April 2012
C
Uni/employment
30% extension
B
When
Survey
Reduction of
Number of
Inspection
“critical spots” for “critical points” in survey
50%
COL as defined
by LKM
March 2012
30 km of new
tracks, ways,
lanes
km of new
tracks, ways,
lanes
Survey
June 2012
E
Weather protected
bike parking (B&R)
1000 new racks
Number of new
racks
Survey
October 2012
F
Self service city bike
300 city bikes &
30 terminals
Nu. of bikes and
terminals
Survey
April 2011
G
Use of self service
city bike
30 % of usage
Average % of
usage
Automatic data
counters
May 2013
H
Use of weather
protected B&R
50 % occupancy
% of occupancy
Survey
October 2013
I
Use of safe locking
bike racks
3000 new racks
% of occupancy
Survey
October 2013
J
increase in modal
split of COL
20 %
Share of walking
in MS
Questionnaire/
survey
September 2013
20 % increase
Share of cycling
in MS
Automatic data
counters plus
survey
September 2013
K
PROJECT:
increase of cycling
modal split of COL
MOBILITY MANAGEMENT PLAN OF COL
56
Direct target group
Framework
conditions
Level
Targets
Indicators Methods
When
External factors
(not applicable)
Number of sunny Meteorological
days
statistics
Person-related
factors
(not applicable)
Number of
students/ public
employ
Statistics
Overview
A and outputs
Self service city
bike
Number of city
bikes and
terminals
Survey
April 2011
Awareness of
B mobility services
provided
70 % of
% of inhabitants
aware of option
Questionnaire
September
2011
Usage of mobility
C services provided
20%
% of usage of
service
Automatic
counters data
survey
September
2013
D the mobility
80%
% of satisfied
users
Questionnaire
September
2013
E Acceptance with
30%
% of the
residents that
are accepting
service
Questionnaire
September
2013
F Take up of
April 2011
Actual date of
mobility option
offered
Concessionaire
Survey
April 2011
G Satisfaction with
70 % of users
satisfied
% of satisfied
users
Questionnaire
September
2013
H Long-term
30% usage
% long term
usage of service
I
20 % increase of % of increase of
cycling in Modal cycling
Split
Services providers
Project activities
Satisfaction with
services provided
Overall
effects
Option offered
mobility option
offered
mobility option
offered
the mobility
option offered
attitudes and
behaviour
System impacts
Automatic
counters data
survey
September
2018
Modal Split
Survey
September
2020
57
PROJECT:
MOBILITY MANAGEMENT PLAN OF COL
Indirect target group
Level
Targets
Indicators Methods
When
A Project activities
and outputs
B
Self-service
city bike
70
%
of % of informed Questionnaire,
residents
inhabitants;
informed;
% of users Automatic data April 2013
10 % users of among
collection
the service
inhabitants
50%
Services provided
C
D
Result
E
of
Cycling corridor district
BS3–Plava laguna residents
Two way cycling
track on
Slovenska Street
Bicycle garage at
central railway
station
the % of informed Questionnaire,
inhabitants
informed,
20% increase
of cycling in
BS3
neighbourhood
70
%
of
residents
informed;
30 % increase
of number of
cyclists
% of increase Questionnaire,
of utility cycling
50 % of train
passenger’s
informed
70%
of
capacities used
% of informed Questionnaire,
passengers;
% of informed Questionnaire,
residents
September
2013
September
2013
% of increase Automatic
of number of cyclist counter
cyclists
data survey
%
capacities Survey
usage
capacities
usage
on October 2013
58
Chapter 6: Conclusions
a) The City of Ljubljana can not solve its transport and mobility issues alone and
Mobility Management is not a silver bullet, yet it provides a basis for sustainability of
the transport and mobility in the city.
Mobility Management measures in the city are not a silver bullet for all the transport problems
the city is facing nowadays. As a national political, administrative, scientific, business,
commercial, cultural, leisure and sports capital Ljubljana attracts traffic region and nation
wide. In addition it is situated on intersection of European corridor V. and X. That contributes
to increasing levels of trans-international traffic that substantially contributes to congestions
on the motorway ring around the city and air pollution in the city. Those issues can be at very
first addressed at the national and regional level whereas the later does not yet have its
political-administrative and legal framework. On mobility management rather then on
provision of additional transport infrastructure and system focused transport and mobility
policy of COL can however also provide a basis to alter the approach and to speed up
establishment of necessary transport regulation and planning and mobility management
institutions at the regional level that can in partnership with COL also increase capacities for
more coordinated and toward management of transport issues oriented cooperation with
corresponding institutions of the state.
b) Clearly formulated transport and mobility policy is a pre-condition for a successful
Mobility Management in the city, however this first needs administrative reform and
participatory policy framework.
COL needs at very first a clearly formulated and transparent transport and mobility policy
with an explicit shift to mobility management as a priority approach. Yet its design and
accomplishment are demanding changes in both administrative as well as policy framework
of the decision making in the city. While concentration of planning, implementation,
monitoring and control jurisdictions, competences, tasks and activities on transport
infrastructure and systems, traffic regimes and their sanctioning and mobility management
within a form of Mobility Department should be considered as a demanding (in terms of both
political and administrative capacities) necessary step to increase capacities for
comprehensive and integrated approach in the field of improvement of mobility in the city the
changes in policy framework should address a design of a more participatory approach in
provision of mobility measure in the city. In our belief only a provision of a participatory
approach in change of mobility patterns can in combination of innovative, a well targeted and
long enough campaigns provide a solid legitimating basis for successfully addressing request
to change present mobility patterns.
c) Improvement of car-based mobility in Ljubljana would be extremely costly and
would take a lot of time and political engagement, however some improvements make
sense.
The City of Ljubljana is at turning point of its transport policy. Further activities to improve
private personal car based mobility would only be possible by capital intensive investment
into extension of road infrastructure within the city with huge impacts on the visual identity of
the city and accomplished by further increase of level of noise, air pollutants and traffic born
GHG. This would most probably provoke increased resistance of civil initiatives that would at
least in some cases lead to legal disputes and civil disobedience. Both would demand
59
postponing and/or altering proposed technical solutions that would in turn lead toward
additional increase of financial and political costs.
Nevertheless we are not arguing that any new investment in improvement of road
infrastructure is not needed. Completion of inner city ring is necessary also as it provides
possibility to extend the ban on individual motorised traffic in the city centre and thus enables
extension of pedestrian zones and provision of comfortable and direct access through the
city centre by a bicycle.
d) Improved conditions for walking and cycling are together with improved intermodality most feasible and least costly way to improve mobility in the city and are
already supported by the EU.
A yet not fully conceptualised and only partially operational alternative to improve mobility in
the city can be identified in the field of improving conditions of non-motorised mobility in
combination of improvement of PT services i.e. with improved inter-modality. By an active
policy in the field the COL can significantly improve mobility since the potential in this area
that has been for a long time neglected is large.
In the field of investment into transport infrastructure and systems this Mobility Management
Plan however pledges for substantial improvement at very first cycling infrastructure in town.
Ljubljana has an appropriate size, topography and climate as well as basic infrastructure for
cycling. This together with increasing popularity of a cycling provides good potential for
substantial increase of cycling in a modal split of the city. In order to achieve this
infrastructure should not only allow and enable but also invite citizens to cycle to
work/school, shopping, leisure and private visits. The COL is getting by a support of the
CIVITAS Elan its first cycling strategy which was also considered together with other
measure in support of non-motorised and PT while designing this Mobility Management Plan.
e) Quality of cycling and walking infrastructure and integration of corporative identity
in its design are of outstanding importance for successful promotion and marketing of
sustainable mobility in the city.
A design of infrastructure already provides subconscious message. Thus infrastructure
should not only be considered as a tool to achieve certain goals but also as a symbol that
contains a message for the user. Even very intensive and attractive campaign in support of
cycling or walking in the city would not reach its objectives until design and maintenance of
the infrastructure would provide a strong opposed latent massage that the cycling/walking is
not a part of identity of the city. On the contrary a bike box, clearly marked direct guidance of
cyclists through an intersection or a cycling boulevard clearly marked with pictograms are
fundamentally supportive in transferring a message that cycling is highly appreciated by the
city and welcome in the city. It is of an outstanding importance that the soft measures - in this
case supporting cycling - are supported with appropriately conceptualised corporative identity
that is embedded in and applied on driveways, signposts, parking lots as well as on
promotion and information materials and channels.
f) The city needs to strengthen Mobility Management capacities and make investments
in new mobility culture in order to change mobility habits and patterns.
60
Mobility patterns are indeed deeply anchored in a broader context of mobility culture and
have a character of a habit. A Slovene proverb is saying that a habit is an iron shirt. This
means it takes a lot of efforts to change it. Innovative mobility marketing strategies and
promotion campaigns to alter habits and mobility patterns are needed to alter emotional and
mental dependence on private car as privileged mobility mode to commute to and within the
city. Although soft mobility management measures like general or individual target group
tailored campaigns to alter mobility habits are considered as a “low investment” solutions it is
a matter of fact that they are not for free, i.e that they needs investments, too. They demand
considerable resources and investments that are “low” only when compared with a couple of
millions of Euro that needs to be invested in km of a motorway or new avenue. In order to be
successful they do not only need to be innovative and well tailored to specific cultural
respectively sub-cultural communication styles but also intensive both in (media) space and
time and should combine variety of media channels. Yet again support of an active
involvement of individual citizens, in-formal citizen groups and NGOs in the fields of
environmental protection, soft mobility (cycling, walking etc.) and sustainable transport in
formulation, articulation, accomplishment, approval, implementation and evaluation of
transport and mobility policy in general as well as into individual measures could provide an
important support for implementation of the measures that demands change of perceptions,
values and day to day routines.
g) Mobility Management needs to be based on participatory approach and early
engagement of the stakeholders.
The mobility management measures and activities that are proposed by the Mobility
Management Plan developed within SEE MMS project do not only need to be further
elaborated by experts but also need to be presented and discussed within a properly
designed and moderated pubic participation process. At the level of a city mobility cannot be
managed by management approach only. Nobody has a mandate to directly define and
manage people’s mobility needs or time and mode of their mobility. Mobility is a structural
condition of modern society and an inevitable human right at the same time. Thus even at
the level of mobility management of private companies the management can not direct
employees how to come to work but can only provide different incentives to alter their
present mobility pattern and mode. An active participation of those being targeted and
affected by mobility management measures is needed as a condition of success. In this
sense participatory approach is inherent to “management”.
61